cessna-172-training-supplement

Recommendations

Info

GROUND USE ONLYCFI Elevator Trim StallThe elevator trim stall is a power-on stall induced by trimming the aircraft nose-up for a low-airspeeddescent, then applying full power without retrimming or applying nose-down elevator. It demonstrateswhat can occur if the pilot fails to maintain positive aircraft control during a go-around. Begin the elevatortrim stall at an altitude that allows stall recovery to be completed no lower than 3,000' AGL.1. Perform two 90° clearing turns2. 1500 RPM (maintain altitude)3. Landing configuration flow4. Trim for stabilized descent at 65 KIAS5. Apply full power (slowly)6. Allow the nose to rise and turn left7. When stall is approaching (high AOA) recover – reduce AOA, level the wings, and applymax power8. Retract flaps to 20° (immediately)9. Retract flaps to 10° when airspeed is greater than 60 KIAS10. Eliminate stall warning, then return to normal climb attitude11. Adjust trim while accelerating to V Y12. Retract flaps to 0˚ when accelerating through V X13. “Cruise Checklist.”CFI Cross-Control StallThe cross-control stall is a stall entered with the aircraft in a skidding, uncoordinated condition. Itdemonstrates the effects of uncoordinated flight on stall behavior and emphasizes the importance ofmaintaining coordinated flight while making turns. In particular, it shows the potential outcome of a poorlyexecuted base-to-final turn in which the pilot attempts to tighten a turn by applying excessive rudder.Begin the cross-control stall at an altitude that allows recovery to be completed no lower than 3,000' AGL.CAUTION: Cross-control stalls can lead to loss of control or spins. Recover at thefirst indication of the stall, and review spin recovery procedures.1. Perform two 90° clearing turns2. 1500 RPM (maintain altitude)3. Clean configuration flow4. Stabilized descent at 65 KIAS5. Establish a 30˚ banked turn6. Smoothly apply excessive rudder pressure in the direction of the turn7. As rudder pressure increases, apply opposite aileron to maintain constant bank angle8. Increase aft elevator pressure9. At first indication of stall, recover – reduce AOA, remove excessive rudder input, level thewings, and apply max power10. “Cruise Checklist.”70 • In-Flight Maneuvers
SECTION 7Oral ReviewAnswer The Following Sample Oral Questions Prior To Arriving For Training1. Recite the V-speeds and their definitions.2. (True/False) Engines on all ATP 172s are identical.3. Identify the range of useable fuel available in the ATP 172 fleet.4. Describe the engine on an S-model Cessna 172:A. How many cylinders?B. Who is the manufacturer?C. What is the horsepower rating?D. Does it have fuel injectors or a carburetor?E. Is the engine turbocharged or normally aspirated?F. How are the cylinders arranged?G. What are the minimum and maximum oil capacities?5. Describe the propeller system.A. Who makes the propeller?B. How is propeller RPM adjusted?C. Define "fixed pitch".6. Be able to identify the various engine sizes and specifications for thevarious model 172s.7. What type of flaps does the 172 have? What are the flap settings?8. Describe the 172 landing gear.A. How is steering accomplished on the ground?B. What is the range of travel on the nose wheel?9. Describe the electrical system, including differences between early andlate model electrical systems.10. What are the indications of a failed alternator?Oral Review • 71
Page 1 and 2:
Cessna 172Training SupplementATPFli
Page 3:
Revised 2021-10-08ContentsEarly & L
Page 6 and 7:
NOTE: R-model 172s were originally
Page 8 and 9:
Landing GearThe landing gear is a f
Page 10 and 11:
Exterior LightingExterior lighting
Page 12 and 13:
maximum smoothness. Carburetor heat
Page 14 and 15:
G1000 Flight InstrumentsPrimary Fli
Page 16 and 17:
Right Side - Top to BottomBottom Ed
Page 18 and 19:
AHRS FailureADC FailureAHRS ModesTh
Page 20 and 21:
Standard Avionics ConfigurationsGar
Page 22 and 23:
Single Garmin GNS430VFR & Traffic P
Page 24 and 25: SECTION 3Performance / Weight & Bal
Page 26 and 27: Calculate the Following1. Zero Fuel
Page 28 and 29: General Guidelines (continued):Engi
Page 30 and 31: Below 800 Feet AGLIf the engine qui
Page 32 and 33: 800 to 1500 Feet AGLIf an engine fa
Page 34 and 35: Engine Failure over WaterAlthough A
Page 36 and 37: Short-Field Takeoff1. Flaps 10°2.
Page 38 and 39: SECTION 5Arrival ProceduresSummary
Page 40 and 41: TIP: Do not allow briefing the appr
Page 42 and 43: the windshield, increase the pitch
Page 44 and 45: Seat PositionCorrectly positioning
Page 46 and 47: Normal Approach & Landing1. Complet
Page 48 and 49: No-Flap Approach & LandingSteps 1-4
Page 50 and 51: Soft-Field Approach & LandingSteps
Page 52 and 53: Power-Off 180° Accuracy Approach &
Page 54 and 55: Crosswind Approach & LandingCareful
Page 56 and 57: TIP: Develop the habit of applying
Page 58 and 59: Rejected or Balked LandingA rejecte
Page 60 and 61: Non-Precision Approach (VOR, LOC Ap
Page 62 and 63: SECTION 6In-Flight ManeuversNOTE: C
Page 64 and 65: GROUND USE ONLYPVT COM Power-Off St
Page 66 and 67: GROUND USE ONLYPVT Rectangular Cour
Page 68 and 69: GROUND USE ONLYPVT Turns Around A P
Page 70 and 71: GROUND USE ONLYCOM Lazy EightsLazy
Page 72 and 73: GROUND USE ONLYCOM Steep SpiralsSte
Page 76 and 77: 11. Will the engine continue to run
Page 78 and 79: 47. Are the power settings listed o
Page 80: 53 (Usable Fuel) 4810 GPHFlaps 10Ce
show all

cessna-172-training-supplement

Create successful ePaper yourself

Delete template?

Save as template?