Related Manuals for ATP Electronics Cessna 172 K 1969
Summary of Contents for ATP Electronics Cessna 172 K 1969
- Page 1 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 Training Supplement $19.95...
- 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.
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Page 3: Table Of Contents
Table of Contents Version 8.1 • 04/17/2012 Early & Late Model Overview . . . . . . . 3 Short-Field Approach & Landing ..23 Late Model Systems . -
Page 5: Early & Late Model Overview
SECTION 1 Early & Late Model Overview IMPORTANT: Aircraft information can be obtained from the Owner’s Manual, POH or POH-AFM (as appropriate for the model) . Airplanes with engine modifications (and possibly increased gross weights) will have additional information in the Supplemental Airplane Flight Manual in Section 9 . Refer to the official aircraft documents for ALL information . - Page 6 NOTE: Some R Model aircraft have been modified with approved aircraft modifications. There is typically only one modification to the standard R model. This propeller modification, Cessna MK 172-72- 01, provides for an increase in horsepower, which in turn increases fuel burn and maximum allowable takeoff weight.
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Page 7: Late Model Systems • 5
SECTION 2 Aircraft Systems Late Model (R&S) System descriptions are given first for Late Model, and then differences only for Early Model. Engine The 172 R and S models are equipped with a Lycoming, 4 cylinder, normally aspirated, fuel injected, 360 cubic inch, horizontally opposed, air cooled, direct drive IO-360-L2A engine. - Page 8 Brakes Brakes are hydraulically actuated, main wheel single-disc brakes controlled by master cylinders attached to both pilots' rudder pedals. When the airplane is parked, the main wheel brakes may be set by the parking brake handle beneath the left side instrument panel. To apply the parking brake, set the brakes with the rudder pedals, pull the handle aft and rotate it 90 degrees down.
- Page 9 The injected engines do not have carburetor heat like early model engines. Alternate air is provided with a spring-loaded alternate air door in the air box. If the air induction filter should become blocked, suction created by the engine will open the door and draw unfiltered air from inside the lower cowl area.
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Page 10: Early Model Systems Differences
SECTION 3 Aircraft Systems Early Model (K-P) Differences Early model Cessnas are generally characterized by their pre-1996 production date and carbureted engines. Engine The unmodified early model 172’s are equipped with a 320 cubic inch, O-320- E2D engine. The engine produces 150 HP @ 2700 RPM. Several of the early model 172’s have been modified with approved aircraft modifications. - Page 11 External Lighting A single or dual landing/taxi light configuration is located at the front of the engine cowl. Carburetor Heat Under certain moist atmospheric conditions at temperatures of 20˚ to 70˚ F (-5˚ to 20˚ C), it is possible for ice to form in the induction system, even in summer weather.
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Page 12: Performance & Limitations
SECTION 4 Performance & Limitations V-speeds (KIAS) and Limitations for R and S Models S (and R w/ Airspeed 72-01 Mod.) Description Indicator Marking Max Horsepower 160hp 180hp Max GTW (Normal) 2,450lbs 2,550lbs Max GTW (Utility) 2,100lbs 2,200lbs Max Ramp 2,457lbs 2,558lbs Stall speed in landing... -
Page 13: Takeoffs
SECTION 5 Takeoffs Normal Takeoff (Flaps 0˚) Do not delay on runway. 1. Line up on centerline positioning controls for wind. 2. Hold brakes. 3. Increase throttle to 2000 RPM. 4. Check engine gauges. 5. Release brakes. 6. Increase throttle to full power. “Airspeed Alive”... -
Page 14: Engine Failure Procedure
Engine Failure Procedure Engine Failure or Abnormality During Takeoff Roll Immediately close throttle, stop straight ahead, and avoid obstacles. If not enough runway remains to stop: MIXTURE ........... . . CUTOFF FUEL . -
Page 15: Landings
SECTION 6 Landings Cessna 172 Landing Criteria • Plan and brief each landing carefully. • Maintain a stabilized descent angle. • Whenever possible, fly the traffic pattern at a distance from the airport that allows for a power off landing on a safe landing surface in the event of an engine failure. -
Page 16: Example Vfr Approach Briefing
Approach Briefings should include: • Flap Setting • Type of Approach & Landing (Visual, Instrument, Short-Field, Soft-Field) • Landing Runway • Field Elevation • Traffic Pattern Altitude • Winds (left or right crosswind? tailwind on downwind or base?) • Final Approach Speed •... -
Page 17: Managing Energy
General Conditions for a Stabilized Approach • Airplane in landing configuration. (Gear Down, Flaps Set, Trim Set) • Engine must be steady at the proper approach power setting. • Proper descent angle and rate of descent must be established and maintained. -
Page 18: Approach Speeds
moves lower in the windshield, lower the pitch until the aiming point is back in the correct, stationary position. If the aiming point moves toward the top of the windshield, increase the pitch until the aiming point is back in the correct, stationary position. -
Page 19: Flap Settings
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 20: Traffic Pattern Operations
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 85 KIAS •... -
Page 21: Normal Approach & Landing
Normal Approach and Landing “Approach Checklist” 1. Complete the before entering the airport area; devote full attention to aircraft control and traffic avoidance. 2. Slow to 85 KIAS prior to entering downwind or traffic pattern. 3. Enter the traffic pattern at published TPA (typically 1000' AGL). “Before Landing Checklist”... - Page 22 Before Landing Checklist SEATBELT & SHOULDER HARNESS ............. ON FUEL SELECTOR..................BOTH MIXTURE ......................FWD FLAPS ....................AS REQUIRED CHECKLIST COMPLETE Normal Approach and Landing Profile No Later Than 15 Mi. from Airport • "Approach Checklist" • Verify Traffic Pattern Altitude (Usually 1000’...
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Page 23: Flaps 20˚ Approach & Landing
Flaps 20˚ Approach and Landing A flaps 20˚ approach and landing will be accomplished the same as a normal (flaps 30˚) approach and landing with a few differences: • Do not select flaps 30˚ (or greater) on final • Maintain 70 KIAS until short final when landing is assured, then slow to 65 KIAS until 10’... -
Page 24: No-Flap Approach & Landing
No-Flap Approach and Landing Steps 1-4 are identical to a normal approach and landing procedure. 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. Slow to 70 KIAS. -
Page 25: Short-Field Approach & Landing
Short-Field Approach and Landing Steps 1-7 are identical to a normal approach and landing procedure. 8. Select flaps FULL and slow to 62 KIAS on final when landing is assured. 9. Close throttle slowly during flare – touch down on intended touchdown point with little or no floating. -
Page 26: Soft-Field Approach & Landing
Soft-Field Approach and Landing Steps 1-8 are identical to a normal approach and landing procedure. 9. Fly the airplane onto the ground, slowly transferring the weight from the wings to the main landing gear. 10. Touch down on intended touchdown point at minimum speed with a nose-high pitch attitude. -
Page 27: Crosswind Approach & Landing
Crosswind Approach and 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 28 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˚...
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Page 29: Go-Around
SECTION 7 Go-Around, Missed & Rejected The terms go-around, missed approach, rejected landing, and balked landing are often used interchangeably, but there are differences. 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: •... -
Page 30: Rejected/Balked Landing
Rejected or Balked Landing As a practical guide, 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 —... -
Page 31: Instrument Procedures
SECTION 8 Instrument Procedures Precision Approach (ILS Approach) “Approach Checklist” 1. Complete the and identify the localizer as early as possible. 2. Slow to 85 KIAS on vectors or established on a published segment of the approach. “Localizer Alive” 3. Announce when localizer begins moving toward center. -
Page 32: Private Pilot
SECTION 9 Private Pilot Specific Tasks & Procedures NOTE: Configuration and throttle settings used throughout the following procedures are based on an 160 HP R-Model 172 and will vary depending on the specific airplane and prevailing conditions. Steep Turns Steep turns are to be accomplished above 3000' AGL. Roll into one coordinated 360˚... -
Page 33: Power-Off Stalls
Perform two 90º clearing turns 1500 RPM (maintain altitude) Landing configuration flow Maintain altitude - slow to just above a stall Power as required to maintain airspeed Accomplish level flight, climbs, turns, and descents as required (ATP - max 30° bank) Recover –... -
Page 34: Power-On Stalls
Power-On Stall Stalls are to be accomplished at an entry altitude that will allow the task to be completed no lower than 1500' AGL. 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. -
Page 35: Commercial Pilot
SECTION 10 Commercial Pilot Specific Tasks & Procedures Required maneuvers for the Commercial Pilot Single-Engine Add-On are per- formed the same as those for Private Pilot, with exception of steep turns, which is accomplished with at least 50° of bank. Commercial Pilot Single Engine Add-On completion standards allow for lower tolerances than Private Pilot standards on maneuvers. -
Page 36: Lazy Eights
Lazy Eights Lazy Eights are to be accomplished at an entry altitude that will allow the task to be completed no lower than 1500' AGL. The applicant is required to maintain coordinated flight throughout the maneuver, with a constant change of pitch and roll rate. -
Page 37: Steep Spirals
Steep Spirals Steep Spirals must consist of at least three 360° turns. The applicant is required to maintain a specified airspeed ±10 knots and roll out toward a specified object or heading ±10°. Altitude – at least 3000’ AGL Perform two 90º clearing turns 80 KIAS (1700 RPM) maintain altitude Clean configuration flow Choose visual reference point... -
Page 38: Eights On Pylons
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. At the steepest point, the angle of bank should be approximately 30-40°. -
Page 39: Oral Review
SECTION 12 Oral Review 1. (True/False) Engines on all ATP C172s are identical. 2. Identify the range of useable fuel (smallest to largest) available in the ATP C172 fleet. 3. Where (within the POH/AFM) can information on engine modifications be found? 4. - Page 40 14. Whenever possible, what distance should the traffic pattern be flown in a single-engine airplane? 15. For training and testing purposes, what speed should the airplane be flown on short final when landing is assured? 16. What is the typical approximate altitude above the landing surface to begin the roundout (flare)? 17.
- Page 41 29. While maintaining a stabilized approach, what control input should the pilot use to correct for airspeed deviations, change the pitch or change the power? 30. Define “aiming point” according to the airplane flying handbook. 31. While maintaining a stabilized approach, what control input should the pilot use to correct for the aiming point moving up in the windshield, change the pitch or change the power? 32.
- Page 42 42. What is the maximum recommended flap setting for crosswinds? 43. Does ATP recommend the crab method or wing-low sideslip method during a crosswind approach and landing? 44. When using the wing-low sideslip technique, will left or right rudder be required during a strong right crosswind? 45.
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