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ATP Electronics Cessna 172 K 1969, Supplement Manual, Page: 24 / 44

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ATP Electronics Cessna 172 K 1969 Supplement Manual Download Page 24

22 • Landings

No Flap Approach and Landing Profile

No Later Than 15 Mi. from Airport

• 

"Approach Checklist"

•  Verify Traffic Pattern Altitude  

(Usually 1000’ above field elevation)

Touchdown 

• On intended touchdown point

• Within the first 1000' feet of the runway 

• At minimum controllable airspeed

Approx 10 Mi. from Airport

• Begin Slowing to 85 KIAS

•  Plan Descent to Enter Traffic 

Pattern in Level Flight at TPA 

(or Overflight Altitude as 

Appropriate)

Approx 5 Mi. from Airport

• Maintain 85 KIAS

When Established on Downwind

•  Complete the 

"Before Landing Checklist"

When Ready to Descend Out of Pattern Altitude

• Reduce Power to Approx. 1300 RPM

• Slow to 70 KIAS 

• Descend out of TPA at 70 KIAS

On Base

• Maintain 70 KIAS

On Final

•  Slow to 65 KIAS  

(landing assured)

•  Maintain 65 KIAS until  

10' to 20' above the  

runway

90°

45°

Aiming

Point

Touchdown

Point

Maintain Centerline Until Taxi Speed

Increase Crosswind Control 

Inputs as Airplane Slows

TIP:  

Reduced flap settings change the visual picture and result 

in a higher angle of attack during the approach and a greater 

distance between the aiming point and touchdown point.

No-Flap Approach and 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.   Slow to 70 KIAS.

7.   Descend out of TPA at 70 KIAS.

8.   Slow to 65 KIAS on final when landing is assured.

Summary of Contents for Cessna 172 K 1969

Page 1: ...800 255 2877 904 273 3018 T h e M o s t R e s p e c t e d N a m e i n P i l o t C e r t i f i c a t i o n Cessna 172 TrainingSupplement 19 95 ...

Page 2: ... 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: ...On Stalls 32 Commercial Pilot Chandelles 33 Lazy Eights 34 Steep Spirals 35 Eights on Pylons 36 Oral Review Supplement Review Questions 37 Copyright 2012 Airline Transport Professionals Configuration and throttle settings used throughout this manual are based on an 160 HP R Model 172 which will vary depending on the specific airplane and prevailing conditions Do not use procedures listed without r...

Page 4: ...2 ...

Page 5: ...u P models Early Model Over 75 of ATP s Cessna 172 fleet are Late Model R model Cessnas were introduced in 1996 and were the first to come factory equipped with fuel injected engines Starting procedures are substantially different between the earlier models with carbureted engines and the later models with injected engines Review the engine start procedures by referencing the latest ATP 172 checkl...

Page 6: ...he forward lower left interior cabin wall Weight and balance information can be found in the logbook Inoperative Instruments and Equipment per FAR 91 213 ATP aircraft do not operate under the guidance of a minimum equipment list MEL ATP 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 i...

Page 7: ...are located on the back of engine providing vacuum to the attitude and heading gyros and have a normal operating range 4 5 5 5 inches of mercury Failure of a vacuum pump is indicated by an annunciator panel light In most circumstances failure of one pump alone will not cause the loss of any instruments because the remaining pump should handle the entire vacuum demand Landing Gear The landing gear ...

Page 8: ...and Airspeed Indicator The pitot tube is electrically heated and an alternate static source is located under the instrument panel Fuel System The fuel system consists of 2 tanks in the wings with a total fuel capacity of 56 gallons of which 53 is usable Usable fuel quantity is placarded on fuel selector Typically there are 13 Fuel sumps 5 each wing and 3 under engine cowling There are 3 Fuel vents...

Page 9: ...ential circuit breakers should be reset in flight only once and only if there is no smoke or burning smell and only if the affected system and equipment is 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...

Page 10: ...r Planes Replacement engine with higher horsepower which increases fuel burn and max allowable takeoff weight Vacuum System The system has 1 vacuum pump Flaps Some early models have no detents for flap settings and some have up to 40 degrees of flaps Fuel System The fuel system has a total useable fuel capacity of as little as 38 gallons useable fuel is placarded on fuel selector Typically there a...

Page 11: ...n in summer weather This is due to the high air velocity through the carburetor venturi and the absorption of heat from this air by vaporization of the fuel To avoid this the carburetor heat is provided to replace the heat lost by vaporization The initial signs of carburetor ice can include engine roughness and a drop in engine RPM Operated by the knob next to the throttle control carburetor heat ...

Page 12: ...p extension speed with 10 of flaps VFE 20 30 85 Maximum flap extension speed with 20 30 of flaps Top of White Arc VNO 129 Maximum structural cruising speed Top of Green Arc VNE 163 Never exceed speed Red Line VG 65 68 Best glide speed Max Demonstrated Crosswind 15 knots NOTE Due to the diversity of the early models it is not possible to have a condensed section of systems and V speeds Maximum GTW ...

Page 13: ...e 8 Start slow rotation at 55 KIAS Main gear should lift off at approx 60 KIAS 55 KIAS is VR not VLOF 9 Accelerate to 79 KIAS VY VY may vary depending on model Refer to POH AFM 10 AfterTakeoffChecklist out of 1000 AGL Normal Takeoff Profile Lined Up on Runway Centerline Hold Brakes Check Gauges at 2000 RPM Release Brakes Full Throttle AirspeedAlive 55 KIAS Approx 60 KIAS Accelerating to VY AfterTa...

Page 14: ...TOFF FUEL OFF BATTERY MASTER SWITCH OFF IGNITION SWITCH OFF AVOID OBSTACLES EngineFailureImmediatelyAfterTakeoff Land on remaining runway within 30 of centerline and avoid obstacles Do not attempt an 180 turn AIRSPEED LOWER NOSE ESTABLISH PITCH FOR BEST GLIDE FLAPS AS NECESSARY POWER AS AVAILABLE TIME PERMITTING DECLARE AN EMERGENCY FUEL OFF MIXTURE CUTOFF IGNITION OFF BATTERY MASTER SWITCH OFF ...

Page 15: ...revents the nosewheel from slamming down by increasing aft elevator as the airplane slows Maintain centerline until taxi speed is reached and increase crosswind control inputs as airplane slows Adjust crosswind control inputs as necessary during taxi after leaving the runway Good Planning Good Landing A good landing is a result of good planning Before each approach and landing decide on the type o...

Page 16: ...ing and touchdown point when they can be visually identified with the landing runway in sight TIP When approaching any airport for landing have the airport diagram for available prior to landing and familiarize yourself with your taxi route based on your destination on the field and the landing runway Stabilized Approach Definition A stabilized approach is one in which the pilot establishes and ma...

Page 17: ... glidepath speed and power setting so that altitude and airspeed are depleted simultaneously on the intended touchdown point Aiming Point The Airplane Flying Handbook defines aiming point as the point on the ground at which if the airplane maintains a constant glidepath and was not flared for landing it would contact the ground AIM 2 3 3 The Runway Aiming Point Markings consist of a broad white st...

Page 18: ...eed is slow add power while maintaining the constant angle glidepath Since a constant angle glidepath is a requirement for a stabilized approach airspeed deviations should be corrected by adjusting power Changing pitch to correct airspeed deviations during a stabilized approach will cause an excursion from the constant angle glidepath resulting in an unstable approach Approach Speeds For training ...

Page 19: ...e on the floor with the balls of the feet on the rudder pedals not on the brakes The feet should be at a 45 angle from the floor to the pedals and the pilot should be able apply full rudder inputs without shifting their body weight When braking is required lift the foot from the floor rather than keeping the leg suspended in the air or resting the feet on the upper portion of the pedals The seat h...

Page 20: ...anding Short Field Soft Field etc Final Approach Speed Aiming Point Touchdown Point AtTPA Reduce Power Maintain 85 KIAS Approx 2000 RPM Established on Downwind BeforeLandingChecklist Pattern Briefing 300 BelowTPA Turn Crosswind AbeamTouchdown Point Resume Landing Profile following pages 90 45 Vx Vy Climb ...

Page 21: ...rn altitude Reduce power to approx 1500 RPM and select flaps 10 6 Descend out of TPA at 75 KIAS 7 Select flaps 20 and slow to 70 KIAS on base leg 8 Select flaps 30 and slow to 65 KIAS on final when landing is assured TIP Getting ATIS briefing the approach and the Approach Checklist should be completed no later than 15 miles from the airport Accomplishing these tasks as early as possible creates mo...

Page 22: ... Select flaps 10 Descend out of TPA at 75 KIAS On Base Select Flaps 20 Maintain 70 KIAS On Final Select Flaps 30 landing assured Maintain 65 KIAS until 10 to 20 above the runway 90 45 Before Landing Checklist SEATBELT SHOULDER HARNESS ON FUEL SELECTOR BOTH MIXTURE FWD FLAPS AS REQUIRED CHECKLIST COMPLETE Aiming Point Touchdown Point Maintain Centerline Until Taxi Speed Increase Crosswind Control I...

Page 23: ...ured then slow to 65 KIAS until 10 to 20 above the runway Flaps 10 Approach and Landing A flaps 10 approach and landing will be accomplished the same as a normal flaps 30 approach and landing with a few differences Do not select flaps 20 on base or 30 or greater on final Maintain 70 KIAS until final when landing is assured then slow to 65 KIAS until 10 to 20 above the runway TIP Under normal circu...

Page 24: ... RPM Slow to 70 KIAS Descend out of TPA at 70 KIAS On Base Maintain 70 KIAS On Final Slow to 65 KIAS landing assured Maintain 65 KIAS until 10 to 20 above the runway 90 45 Aiming Point Touchdown Point Maintain Centerline Until Taxi Speed Increase Crosswind Control Inputs as Airplane Slows TIP Reduced flap settings change the visual picture and result in a higher angle of attack during the approach...

Page 25: ...oat Within the first 1000 of the runway At minimum controllable airspeed Nose high pitch attitude Approx 10 Mi from Airport Begin Slowing to 85 KIAS Plan Descent to Enter Traffic Pattern in Level Flight at TPA or Overflight Altitude as Appropriate Approx 5 Mi from Airport Maintain 85 KIAS When Established on Downwind Complete the BeforeLandingChecklist When Ready to Descend Out of Pattern Altitude...

Page 26: ...1000 of the runway At minimum controllable airspeed Nose high pitch attitude Approx 10 Mi from Airport Begin Slowing to 85 KIAS Plan Descent to Enter Traffic Pattern in Level Flight at TPA or Overflight Altitude as Appropriate Approx 5 Mi from Airport Maintain 85 KIAS When Established on Downwind Complete the BeforeLandingChecklist When Ready to Descend Out of Pattern Altitude Reduce Power to Appr...

Page 27: ... distance from the runway Begin the base turn so the airplane is established on base at the appropriate distance from the runway Do not allow the winds to blow the airplane off the intended ground track Turning final adjust for the winds to not over or undershoot the runway centerline ControlTechnique ATP recommends a crab angle to maintain the proper ground track until 200 AGL followed by a trans...

Page 28: ...ation Touchdown On intended touchdown point Within the first 1000 feet of the runway At minimum controllable airspeed Approx 10 Mi from Airport Begin Slowing to 85 KIAS Plan Descent to Enter Traffic Pattern in Level Flight at TPA or Overflight Altitude as Appropriate Approx 5 Mi from Airport Maintain 85 KIAS When Established on Downwind Crab as necessary to maintain consistent ground track Complet...

Page 29: ...throttle to full power 2 Retract flaps to 20 if 20 while simultaneously 3 Increase pitch to establish climb 4 Retract flaps to 10 when airspeed is greater than 55 KIAS 5 Establish VX or VY as appropriate 6 Retract flaps to 0 when clear obstacles or accelerating through VX if no obstacles 7 AfterTakeoffChecklist out of 1000 AGL if departing the traffic pattern If the go around or missed approach is...

Page 30: ...20 if 20 while simultaneously 3 Accelerate to 55 KIAS if slower then 4 Increase pitch to establish climb 5 Retract flaps to 10 accelerating through 55 KIAS 6 Accelerate to VX or VY as appropriate 7 Retract flaps to 0 when clear obstacles or accelerating through VX if no obstacles 8 AfterTakeoffChecklist out of 1000 AGL if departing the traffic pattern Iftherejectedlandingisduetoconflictingtraffic ...

Page 31: ...nal flap setting of 20 at glideslope intercept to enable a stabilized approach and minimize workload during the final approach segment Flaps 30 may be selected when landing is assured at the pilot s discretion but it is not required No Later than 15 Mi from Airport Approach Check Identify the localizer as early as possible OnVectors or Published Segment Slow to 85 KIAS Localizer Movement Toward Ce...

Page 32: ...nk 5 Maintain altitude and airspeed back pressure approx 1 200 RPM 6 Roll out bank angle prior to entry heading 7 Clear traffic and perform a 360 turn with 45 of bank in the opposite direction 8 Roll out bank angle prior to entry heading 9 Cruise checklist Maneuvering During Slow Flight Slow flight is to be accomplished at an entry altitude that will allow the task to be completed no lower than 15...

Page 33: ...ilized descent in either the approach or landing configuration as specified by the Examiner The applicant is required to maintain a specified heading 10 in straight flight or a specified angle of bank not to exceed 20 10 in turning flight 1 Perform two 90 clearing turns 2 1500 RPM maintain altitude 3 Landing configuration flow 4 Stabilized descent at 65 KIAS 5 Throttle idle Slowly 6 Wings level or...

Page 34: ...ified heading 10 in straight flight or a specified angle of bank not to exceed 20 10 in turning flight 1 Perform two 90 clearing turns 2 1500 RPM maintain altitude 3 Clean configuration 4 At 60 KIAS simultaneously increase pitch Slowly and apply full power 5 Slowly increase pitch to induce stall buffet approx 15 6 At stall buffet as required recover reduce AOA full power 7 Cruise checklist ...

Page 35: ...um controllable airspeed The applicant is required to complete the rollout at the 180 point 10 just above a stall air speed and maintain that airspeed momentarily avoiding a stall 1 Perform two 90º clearing turns 2 100 KIAS 2200 RPM maintain altitude 3 Clean configuration flow 4 Choose a reference point off wing 5 Establish maintain 30 bank 6 Full Throttle Increase pitch to attain approx 10 12 pit...

Page 36: ...t entry altitude 100 entry airspeed 10 knots and entry heading 10 1 Perform two 90º clearing turns 2 100 KIAS 2200 RPM maintain altitude 3 Clean configuration flow 4 Choose a reference point off of the wing 5 Simultaneously increase pitch and bank SLOWLY 6 45 point 15 pitch up and 15 bank 7 Reduce pitch increase bank 8 90 point level pitch 30 bank 9 Continue reducing pitch and reduce bank 10 135 p...

Page 37: ...AGL 2 Perform two 90º clearing turns 3 80 KIAS 1700 RPM maintain altitude 4 Clean configuration flow 5 Choose visual reference point 6 Reduce throttle to idle 7 Track at least three constant radius circles around reference point 8 Airspeed constant 9 Bank angle adjust for winds not to exceed 60 10 Clear engine once every 360 turn 11 Recover roll out on specified heading visual reference 12 Adjust ...

Page 38: ... Apply appropriate pitch corrections to compensate for changes in groundspeed and 7 To maintain line of sight reference with the pylon pitch forward if point moves toward nose and pitch back if point moves toward tail 8 Begin rollout to allow the airplane to proceed diagonally between the pylons at a 45º angle 9 Begin second turn in the opposite direction of the first 10 Exit maneuver on entry hea...

Page 39: ... type of flaps does the C172 have 6 Describe the C172 landing gear 7 Describe the differences between early and late model electrical systems 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 By memory be able to re...

Page 40: ... controls as the airplane slows Why 21 What information should a visual approach briefing include 22 What does an approach briefing accomplish 23 Be able to articulate an example visual approach and landing briefing using the example provided in the Supplement 24 Define stabilized approach according to the Airplane Flying Handbook 25 What are the general conditions for a stabilized approach 26 Wha...

Page 41: ...ysically keep the airplane from climbing by applying forward pressure on the yoke 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 How should the approach speed be adjusted for gusty winds 37 Calculate the correct approac...

Page 42: ...igns the airplane with the runway centerline 47 What is the max demonstrated crosswind in the C172 48 When flying the downwind leg with a strong tailwind where should the turn to base be started a At the 45 angle to the intended touchdown point b Plan the turn early so the base leg can be flown at the appropriate distance from the runway c Plan the turn late so the base leg can be flown at the app...

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