Cessna 172N Owner's Manual
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Cessna 172N Owner's Manual

Cessna 172N Owner's Manual

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FAITHFUL GUARDIAN
TRAINING SUPPLEMENT
CESSNA 172N PA24 CESSNA 182

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  • Page 1 FAITHFUL GUARDIAN TRAINING SUPPLEMENT CESSNA 172N PA24 CESSNA 182...
  • Page 2 IMPORTANT NOTICE Refer to POH/AFM Do not use procedures listed without referencing the full procedures described in the approved Owner’s Manual, POH, or POH/AFM specific to the airplane you are flying. Endurance and fuel capacities may vary considerably depending on the specific model / serial number being flown and any modifications it may have.

  • Page 3: Table Of Contents

    Contents SECTION 1 ..........................5 SECTION 2..........................7 Aircraft Systems ......7 COM AND NAV RADIO ....................10 SECTION 3 ..........................12 Performance / Weight & Balance ..................... 12 SECTION 4 ..........................15 Departure Procedures ......................15 SECTION 5........................19 Arrival Procedures ......................

  • Page 5: Section 1

    SECTION 1 CESSNA 172 N Airworthiness and Registration certificates can be found on the forward lower left interior cabin wall. Weight and balance information can be found in the logbook. PA24 Airworthiness and Registration certificates can be found in the baggage compartment.
  • Page 6 Inoperative Instruments & Equipment per FAR 91.213 FGA aircraft do not operate under the guidance of a minimum equipment list (MEL). FGA aircraft operate in accordance with the following FAR 91.213 subpart. Because this is only an excerpt, the complete subpart should be referenced if necessary: (3) The inoperative instruments and equipment are -- (i) Removed from the aircraft, the cockpit control placarded, and the...

  • Page 7: Section 2

    Cessna 172N Engine The Cessna 172 N models are equipped with a Lycoming, 4 cylinder, normally aspirated, carbureted , 320 cubic inch, horizontally opposed, air cooled, direct drive O-320-H2AD engine. The N model produces 160 HP @ 2700 RPM, Ignition is provided by 2 magnetos on the back of engine which provide spark to 8 spark plugs (2 per cylinder).
  • Page 8 Flaps The 172 has single slot type flaps driven electrically by a motor in the right wing. A flap position selector on the instrument panel has detents at the 0°, 10°, 20° 30° and 40° positions. Pitot Static The Pitot Static system consists of a pitot tube on left wing providing ram air pressure to the airspeed indicator, and a static port on the left side of the fuselage providing static pressure to the Altimeter, Vertical Speed Indicator and Airspeed Indicator.
  • Page 9 needed for the operational environment. Do not reset any non-essential circuit breakers in flight. Exterior Lighting Exterior lighting consists of navigation lights on the wing tips and top of the rudder, a dual landing (inboard) / taxi (outboard) light configuration located on the left wing leading edge, a flashing beacon mounted on the top of the vertical fin, and a strobe light on each wing tip.

  • Page 10: Com And Nav Radio

    Setting up the GPS for flight Cessna 172 N has a GNS 480 and a GNS 430W both GPS are WAAS Capable GPS. COM AND NAV RADIO COMM Radio (COM) • Press COM to activate COM mode • Turn Large knob to change MHz •...
  • Page 11 Setting the GPS for Navigation and Training • Press D button • Select DB mode • Turn small Knob to change letters • Big knob to change space • KFTY as your waypoint • Select Direct • Select Enter Key •...

  • Page 12: Section 3

    Performance / Weight & Balance V-Speeds (KIAS) & Limitations for All Single Engine Airplanes Speeds listed below are in Knots Indicated Airspeed (KIAS). City or Town Cessna Cessna PA24 Meaning 172N Stall speed Landing configuration Stall speed TO — Configuration Best Angle of —...
  • Page 13 Sample Weight & Balance Problem Complete the following sample weight and balance problem for an S model. Conditions Basic Empty Weight ............1,740.9 lbs. (Remember to use actual aircraft BEW for flight check.) Front Pilots ................350 lbs. Rear Passengers ................. 50 lbs. Baggage ..............
  • Page 14 Calculate the Following 1. Zero Fuel Weight 2. Zero Fuel CG 3. Takeoff Weight 4. Takeoff CG 5. From comparing the Takeoff CG and Zero Fuel CG, which direction does the CG move as fuel is burned off? Plot Zero Fuel CG and Takeoff CG on the CG Envelope Graph Below. Answers: (1)2,290.9 lbs.

  • Page 15: Section 4

    SECTION 4 Departure Procedures Normal Takeoff (Flaps 0˚) Do not delay on runway. 1. Line up on centerline positioning controls for wind 3. Increase throttle to 1700 RPM 4. Check engine gauges 6. Increase throttle to full power 7. “Airspeed Alive” 8.
  • Page 16 Short-Field Takeoff 1. Flaps 0° 2. Use all available runway 3. Hold brakes 4. Full throttle 5. Check engine gauges 6. At full power - release brakes 7. Rotate to climb at 59 KIAS over 50' obstacle 8. When clear of obstacle, accelerate V 10.
  • Page 17 Soft-Field Takeoff 1. Flaps 10° 2. Roll onto runway with full aft yoke - minimum braking - do not stop 3. Smoothly apply full power - check engine gauges 4. As nose lifts off, ease back pressure (Nose wheel must remain off ground) 5.
  • Page 18 Engine Failure Procedure Engine Failure or Abnormality During Takeoff Roll THROTTLES ............ CLOSE STOP STRAIGHT AHEAD & AVOID OBSTACLES Insufficient Runway for Complete Stop MIXTURE ............CUTOFF FUEL SHUTOFF VALVE ........OFF BATTERY MASTER ..........OFF IGNITION SWITCH ..........OFF AVOID OBSTACLES Engine Failure Immediately After Takeoff MAINTAIN AIRCRAFT CONTROL...

  • Page 19: Section 5

    SECTION 5 Arrival Procedures Cessna 172 Landing Criteria • Plan and brief each landing carefully. • Enter the traffic pattern at TPA trimmed for 90 KIAS in level flight. (Landing profiles depend on this.) • Maintain a constant angle glidepath.
  • Page 20 Approach Briefing - Verbalize the Plan During the Approach Checklist, conduct an approach briefing. This organizes the plan and ensures effective communication between pilots. The briefing should be specific to each approach and landing, but presented in a standard format that makes sense to other pilots and instructors. Planning considerations: •...
  • Page 21 General Conditions for a Stabilized Approach • Constant angle glidepath: Proper descent angle and rate of descent must be established and maintained. All available landing aids (ILS, VASI, PAPI, etc.) must be used. Non-precision approaches may require a slightly steeper angle until reaching MDA. •...
  • Page 22 TIP: During a visual approach and landing, if the airplane is trimmed for the correct approach speed with the correct power set, much of the pilot’s attention can be on maintaining a constant angle glidepath to the aiming point. A majority of the pilot’s scan should be outside the airplane, devoted to the aiming point and looking for traffic, with periodic instrument checks.
  • Page 23 Flap Setting The C172 Operations Manual p. 4-32 states: “Normal landing approaches can be made with power on or power off with any flap setting desired. Surface winds and air turbulence are usually the primary factors in determining the most comfortable approach speeds.”...
  • Page 24 Traffic Pattern Operations Pattern Briefings should include: • Flap Setting • Type of Approach & Landing (Short-Field, Soft-Field, etc.) • Final Approach Speed • Aiming Point • Touchdown Point At TPA • Reduce Power - Abeam Touchdown Point Maintain 90 KIAS •...
  • Page 25 Standardized Flaps 40° Approach & Landing 1. Complete the “Approach Checklist” before entering the airport area; devote full attention to aircraft control and traffic avoidance 2. Slow to 90 KIAS prior to entering downwind or traffic pattern 3. Enter the traffic pattern at published TPA (typically 1,000' AGL) 4.
  • Page 26 Standardized 40˚ Flap Setting for C172 Landings Profile No Later Than 15 Mi. from Airport • "Approach Checklist" • Verify Traffic Pattern Altitude (Usually 1,000’ above field elevation) Approx 10 Mi. from Airport • Begin Slowing to 90 KIAS When Ready to Descend Out of •...
  • Page 27 No Flap Approach & Landing (ILS Approach) A No flaps approach and landing will be accomplished the same as a standardized flaps 40° approach and landing with a few differences: • Slow to 70 KIAS on base. Do not select flaps 20°. •...
  • Page 28 No-Flap Approach & Landing Steps 1-4 are identical to a normal approach and landing procedure. 5. When abeam touchdown point, on extended base, or on extended final (when ready to descend out of pattern altitude): Reduce power to approx. 1300 RPM 6.
  • Page 29 Short-Field Approach & Landing Steps 1-7 are identical to a normal approach and landing procedure. 8. Select flaps FULL and slow to 60 KIAS on final when landing is assured 9. Close throttle slowly during flare - touch down on intended touchdown point with little or no floating 10.
  • Page 30 Soft-Field Approach & Landing Steps 1-7 are identical to a normal approach and landing procedure. 8. On short final when landing is assured, select flaps 40° and slow to 65 KIAS 9. Fly the airplane onto the ground, slowly transferring the weight from the wings to the main landing gear 10.
  • Page 31 Crosswind Approach & Landing Carefully planned adjustments must be made to the normal approach and landing procedure to safely complete a crosswind approach and landing. Planning Before entering the traffic pattern, brief how your approach and landing will be different by acknowledging the wind direction, crosswind component, planned flap setting, and how your traffic pattern ground track will differ as a result of the winds.
  • Page 32 TIP: During windy conditions, adjust turns in the traffic pattern as necessary to maintain the correct ground track and distance from the runway. For example, a strong tailwind during the downwind leg will blow the airplane too far from the runway if the pilot waits until the 45˚...
  • Page 33 Left Blank Intentionally...
  • Page 34 Go-Around A go-around procedure must be initiated any time the conditions for a safe approach and landing are not met. Some examples of unsatisfactory approach and landing conditions are: • Unstable approach path or airspeed. • Improper runway alignment. • Unexpected hazards on the runway or on final.
  • Page 35 Rejected or Balked Landing A rejected or balked landing occurs when the airplane is very low to the ground and usually occurs after the roundout (flare) has begun. Airspeed may be very low - well below V or V in some cases - and the pilot must be very careful to establish and maintain a safe airspeed during the transition to a climb.
  • Page 36 Precision Approach (ILS Approach) Complete the “Approach Checklist” and identify the localizer as early as possible Slow to 90 KIAS on vectors or when final approach course inbound Announce “Localizer Alive” when localizer begins moving toward center Announce “Glideslope Alive” when glideslope begins moving toward center Verify no flags at glideslope intercept altitude and marker 1⁄2 dot below glideslope intercept: “Before Landing Checklist”...
  • Page 37 Non-Precision Approach (GPS, VOR, LOC Approach) 1. Load the approach into the GPS, and select appropriate nav source, and frequency if required. Within 30 NM of the airport, if flying a GPS approach, the GPS will display "Apch Arm" or “TERM.” 2.

  • Page 38: Section 6

    SECTION 6 In-Flight Maneuvers Required maneuvers for the Commercial Pilot Single-Engine Add-On are performed the same as those for Private Pilot, with two exceptions: Commercial steep turns are accomplished with at least 50° of bank. • Commercial slow flight is performed at an airspeed at which any further increase in angle of attack, increase in load factor, or reduction in power, would result in an immediate stall.
  • Page 39 GROUND USE ONLY Steep Turns Steep turns are to be accomplished above 3,000' AGL. Roll into one coordinated 360˚ turn, then follow with another coordinated 360˚ turn in the opposite direction. Roll into and out of turns at approximately the same rate. 1.
  • Page 40 GROUND USE ONLY Power-Off Stall Stalls are to be accomplished at an entry altitude that will allow completion no lower than 1,500' AGL. This maneuver is begun by first establishing a stabilized descent in either the approach or landing configuration. 1.
  • Page 41 GROUND USE ONLY Emergency Descent During a simulated emergency descent, the applicant must be able to recognize situations requiring an emergency descent, such as cockpit smoke and/or fire. Situational awareness, appropriate division of attention, and positive load factors should be maintained during the maneuver and descent. 1.
  • Page 42 GROUND USE ONLY Lazy Eights Lazy Eights are to be accomplished at an entry altitude that will allow the task to be completed no lower than 1,500' AGL. The applicant is required to maintain coordinated flight throughout the maneuver, with a constant change of pitch and roll rate. 1.
  • Page 43 GROUND USE ONLY Eights On Pylons Eights on Pylons are to be accomplished at the appropriate pivotal altitude (groundspeed /11.3), governed by the aircraft's groundspeed. The applicant is required to maintain coordinated flight while flying a figure eight pattern which holds the selected pylons using the appropriate pivotal altitude.
  • Page 44 GROUND USE ONLY Steep Spirals Altitude - at least 3,000’ AGL Perform two 90° clearing turns 80 KIAS (1700 RPM) maintain altitude Clean configuration flow Choose visual reference point Reduce throttle to idle Track at least three constant radius circles around reference point Airspeed - constant Bank angle - adjust for winds - not to exceed 60°...
  • Page 45 GROUND USE ONLY Secondary Stall (Power-On) Secondary Stalls are to be accomplished above 3,000 AGL. The purpose is to demonstrate the effect of attempting to hasten the completion of a stall recovery before the airplane has regained sufficient flying speed. Demonstrate and simultaneously explain secondary stalls from an instructional standpoint.
  • Page 46 ROUND USE ONLY Elevator Elevator Trim Stalls are to be accomplished above 3,000 AGL. The purpose is to demonstrate what can happen when full power is applied for a go-around and positive control of the airplane is not maintained. Demonstrate and simultaneously explain elevator trim stalls from an instructional standpoint.
  • Page 47 DME Arcs DESCRIPTION The airplane is maneuvered onto a specific arc off a VOR facility or GPS waypoint and maintains that arc by adjusting for wind. OBJECTIVE To achieve the skill and knowledge required to intercept and track DME arcs. PROCEDURE •...
  • Page 48 HOLDING PROCEDURES DESCRIPTION Holding is maneuvering an airplane along a predetermined flight path within prescribed airspace limits with respect to a specified fix. OBJECTIVE To achieve the skill and knowledge required to enter and remain within a published or non-published holding pattern. THE 5 "T"s This memory aid should be referenced any time when crossing a fix inbound on an approach or executing a hold procedure.
  • Page 49 NOTE: The Heading indicator must be aligned with the compass after the completion of each turn in the hold.

  • Page 50: Section 7

    SECTION 7 Oral Review Lost Comm Procedure (FAR 91.185) If in VFR conditions, or if VFR conditions are encountered, squawk 7600, remain VFR and land as soon as practicable. If in IFR conditions, squawk 7600 and Fly: Route Altitude (First that applies) (Whichever is highest until descent is required for landing) Assigned Minimum IFR Altitude...
  • Page 51 5. VOR limits: 4 degrees for VOT, ground checkpoint and dual check. 6 degrees for an airborne check. 6. VOR equipment must be checked every 30 days. 7. Transponders must be checked every 24 calendar months. 8. Pitot static systems must be checked every 24 calendar months. 9.
  • Page 52 8. Describe the ignition system. 9. What type of stall warning system does the C172 have? 10. (True / False) There are different checklists for early and late model C172s. 11. Describe the differences between early and late model fuel systems. 12.
  • Page 53 34. What does it mean if a pilot flying in level flight has to physically keep the airplane from descending by applying aft pressure on the yoke? 35. According to Cessna, what is the best flap setting for a normal landing a C172? 36.
  • Page 54 48. When flying the downwind leg with a strong tailwind, where should the turn to base be started? • At the 45˚ angle to the intended touchdown point • Plan the turn early so the base leg can be flown at the appropriate distance from the runway •...

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