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Published byClark Hawley Modified over 11 years ago
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1998 Cessna 172 S Study Guide For Training Use Only
Obtain actual weights, c.g, fluid capacities and dimensions from the Pilot Operating Handbook for your actual Training airplane.
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This presentation is based on the POH for the 1998 Cessna 172 S, and covers the following sections of that manual. Section General Section Limitations Section Emergency Procedures Section Normal Procedures
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Remember to verify all information with your actual POH
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Section 1 Descriptive Data
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Aircraft Dimensions
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Aircraft Dimensions Length 27’ 2” Height 8’ 11” Wingspan 36’ 1”
Wing Area of 174 square feet
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Engine
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Manufactured by Textron Lycoming
Engine Manufactured by Textron Lycoming Model O-360-L2A This is a Normally Aspirated, Direct Drive, Air-Cooled, Horizontally-Opposed , Fuel Injected, Four Cylinder Engine with 360 cubic inches displacement. RPM
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Propeller
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Propeller Manufactured by McCauley Model 1A170E/JHA7660
Two Bladed, Fixed Pitch, Aluminum. Diameter is 76”
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Fuel
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Fuel Approved Fuel Grades: 100LL Grade Aviation Fuel (BLUE)
(GREEN) This is a 152, you will have 13 drains to check
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Fuel 2 integral tanks [one in each wing] hold the fuel
The Un-usable fuel includes fuel in the feed lines within the wing struts, Fuel Reservoir, and associated plumbing The System is Gravity Feed, and uses an Electric Auxiliary Fuel Pump for priming the Fuel Injection system There are 13 Fuel Drains 5 below each wing tank 3 below the nose These drains should be tested for water and contamination prior to flight
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Fuel This aircraft is equipped with a Fuel Selector Valve that allows Fuel to flow from Left, Right, or Both Fuel tanks. BOTH is the Normal selection. A FUEL SHUT-OFF is also installed in this aircraft for use in Emergency Procedures, or for prolonged Storage.
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Fuel Total Capacity 56 gallons Total Useable 53 gallons
Total Each Tank 28 gallons Total Useable gallons Non-Useable gallons
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OIL Grade appropriate to temperature ranges
Often this is 15w50 or 20w50 Check Maintenance Records for actual type used in your aircraft.
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Electrical System System is 28 Volt DC
Powered by a belt driven 60 amp alternator Supplying a 24 Volt Battery Battery is located forward of Firewall, Left Side Current is supplied Through Split Primary Bus Bars 1 and 2 Essential Bus is wired between the 2 primaries to energize Master, …..Annunciator, and Interior Lighting Each Primary is connected to an Avionics Bus by the Avionics Master Continued…………….
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Electrical System Continued
Master Switch is a Split Rocker type switch labeled MASTER On is in the up Position, Off is in the Down Position The Right Half is labeled BAT and connects Battery Power to Buses The Left Half is labeled ALT, connects the Alternator Normally, BAT and ALT are used simultaneously BAT can be turned on to check electrical equipment on the ground When the ALT switch is OFF the entire system runs on battery
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Electrical System Continued
LOW VOLTAGE Annunciator, Will Illuminate when Voltage falls below 24.5 Volts OVERVOLTAGE :Alternator Control Unit automatically opens the ALT FLD circuit breaker, Shutting Off the Alternator Under these conditions, with normal power use, a low voltage condition will occur eventually, and the Low Volt annunciator will illuminate The Alternator Control unit may be then reset by resetting the ALT FLD circuit breaker If this occurs a second time, terminate the flight
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Maximum Certificated Weights
Ramp Weight Normal Category 2558 Ramp Weight Utility Category 2208 Takeoff Weight Normal Category 2250 Takeoff Weight Utility Category 2200 Landing Weight Normal Category 2550 Landing Weight Utility Category 2200
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Baggage Compartment Weights
Normal Category Area lbs Area lbs Maximum Combined Area 1 and lbs
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Baggage Compartment Weights
Utility Category In this Category the Rear Seat must be un-occupied, and the baggage compartment must be empty.
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Standard Airplane Weights
Standard Empty Weight 1663 Normal Category Useful load 895 Utility Category Useful Load 545
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Specific Loadings Wing Loading: 14.7 lbs./sq. ft.
Power Loading: lbs./sq. ft.
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Baggage Compartment Weights Relate to Category
Utility Category All Baggage areas must be empty Normal Category Area lbs Area lbs Maximum Combined Area 1 and lbs
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Section 2 Limitations
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Airspeed Limitations
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Airspeed Limitations VNE [ Red Line ] 163 Never Exceed
Do not exceed this speed.
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Airspeed Limitations VNO [Upper Limit of Green Arc ] 129
Maximum Structural Cruise 129 Exceed only in smooth air.
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Airspeed Limitations VA 105 @ 2550 lbs 98 @ 2200 lbs 90 @ 1900 lbs
Maneuvering Speed Based on weight. The less weight, the slower the speed. lbs lbs lbs
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Airspeed Limitations Flap Extension
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Airspeed Limitations VFE Flap Extension Speeds
Do not exceed with Flaps Down 10 degrees 110 20 degrees 85 30 degrees 85
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Do not exceed with window open
Airspeed Limitations Max window open speed 163 Do not exceed with window open
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Airspeed Indicator Markings
White Arc Flap Operating Range Lower limit is max weight Vso [Stall Speed Flaps Landing Configuration] Upper limit is Vno [max speed flaps extended]
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Airspeed Indicator Markings
Green Arc Normal Operating Range Lower limit is max weight Vs [Stall Speed No Flaps ] Upper limit is max structural Cruise, or Vno
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Airspeed Indicator Markings
Yellow Arc Caution Range Operation with caution only in smooth air.
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Airspeed Indicator Markings
Red Line 163 Maximum Speed for all operations Fly Faster than this speed, and you are a Test Pilot !
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Power Plant Limitations
Maximum Power 180 BHP
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Power Plant Limitations
Engine Operating Limits for Takeoff and Continuous Operations Maximum Engine Speed 2700 RPM Red Line
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Power Plant Limitations
Static RPM Range at Full Throttle Static RPM range
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Power Plant Limitations
Maximum Oil Temperature 245 degrees (f) or 118 (c)
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Power Plant Limitations
Oil Pressure 20 PSI Minimum 115 PSI Maximum
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Power Plant Limitations
Oil Grade Aviation Grade Straight Mineral Oil or, Ashless Dispersant Oil
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Power Plant Limitations
Engine Oil : 15w50 or 20w50 Check Maintenance Records for actual type used in your aircraft.
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Power Plant Instrument Markings
Tachometer Red Line 2700 RPM
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Power Plant Instrument Markings
Oil Temperature Green Arc Red line
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Power Plant Instrument Markings
Oil Pressure Red Line Minimum 20 PSI Green Arc 50 – 90 PSI Red Line Maximum 115 PSI
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Power Plant Instrument Markings
Fuel Quantity Red Line 0 1.5 Gallons Unusable Each Tank
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Power Plant Instrument Markings
Fuel Flow 0 to 12 GPH
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Power Plant Instrument Markings
Vacuum Gage 4.5 to 5.5 PSI
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Normal and Utility Categories
Review of Category of Aircraft
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Normal and Utility Categories
FAR Part 23 Normal Category (a)The normal category is limited to airplanes that have a seating configuration, excluding pilot seats, of nine or less, a maximum certificated takeoff weight of 12,500 pounds or less, and intended for non-acrobatic operation. Non-acrobatic operation includes:
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Normal and Utility Categories
FAR Part 23 Normal Category (1) Any maneuver incident to normal flying; (2) Stalls (except whip stalls); and (3) Lazy eights, chandelles, and steep turns, in which the angle of bank is not more than 60 degrees.
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Normal and Utility Categories
FAR Part 23 Utility Category Airplanes certificated in the utility category may be used in any of the operations covered under paragraph (a) of this section and in limited acrobatic operations. Limited acrobatic operation includes:
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CG Limits and Categories
FAR Part 23 Utility Category (1) Spins (if approved for the particular type of airplane) (2) Lazy eights, chandelles, and steep turns, or similar maneuvers, in which the angle of bank is more than 60 degrees but not more than 90 degrees. (3) Lazy eights, chandelles, and steep turns, in which the angle of bank is not more than 60 degrees.
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Normal Category Weight Limits
Ramp Weight Takeoff Weight Landing Weight Baggage Area Baggage Area Combined Baggage
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Normal Category CG Limits
Forward Limit: 35 inches aft of datum at 1950 lbs or less To 41 inches aft of datum at 2550 lbs. Aft Limit: 47.3 inches aft of datum at all weights.
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Utility Category Weight Limits
Ramp Weight Takeoff Landing Baggage Area 1 and 2 Empty Rear Seat Empty
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Utility Category CG Limits
Forward Limit: 35 inches aft of datum at 1950 lbs or less To 37.5 inches aft of datum at 2200 lbs. Aft Limit: 40.5 inches aft of datum at all weights.
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Maneuver Limits Normal Category
Any maneuver incidental to normal flying Stalls Slow Deceleration Steep Turns 95 knots Chandelles 105 knots Lazy Eights 105 knots Spins are not mentioned in the POH under Normal Category limits, and are considered prohibited in this category.
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Maneuver Limits Utility Category
Any maneuver incidental to normal flying Stalls Slow Deceleration Steep Turns 95 knots Chandelles 105 knots Lazy Eights 105 knots Spins Slow Deceleration
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Flight Load Factor Limits Normal Category
Max takeoff weight of 2550 lbs. Flaps Up g, -1.52g Flaps Down g The design load factors are 150% of the above, and in all cases the structure meets or exceeds the design loads.
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Flight Load Factor Limits Utility Category
Max takeoff weight of 2200 lbs. Flaps Up , -1.76g Flaps Down g The design load factors are 150% of the above, and in all cases the structure meets or exceeds the design loads.
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Kinds of Operation Limits
This airplane is equipped for Day VFR and may be equipped for night VFR and IFR Operations. Flight into known icing conditions is prohibited.
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Fuel Limitations 2 Standard Tanks 28 gallons each
Total Fuel gallons Un-Useable Fuel gallons
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Check the POH for your aircraft to learn what tanks are installed.
Fuel Limitations Limitations are show ONLY for Standard Tanks Check the POH for your aircraft to learn what tanks are installed.
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Fuel limitations To maximize fuel loading, place the fuel selector to Left or Right. This prevents Cross-Feed during fueling There are safety consideration with operating on just one tank.
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Always Takeoff and Land with the Fuel Selector in the BOTH Position.
Fuel Limitations Always Takeoff and Land with the Fuel Selector in the BOTH Position.
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Fuel Limitations If operating only on one tank, Slips and Skid maneuvers are limited to 30 Seconds
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Fuel Limitations With ¼ Tank or Less, prolonged un-coordinated flight is prohibited when operating on either the Left or Right tank
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Fuel Limitations Fuel remaining when the quantity indicator shows “empty” is not useable!
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Other Limitations Flap Limitations Takeoff Range 0 to 10 degrees
Landing Range 0 to 30 degrees
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Section 3 Emergency Procedures
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Airspeeds for Emergency Operation
Engine Failure After Takeoff: Flaps Up 70 Flaps Down 65
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Airspeeds for Emergency Operation
Maximum Glide Speed: 68
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Airspeeds for Emergency Operation
Precautionary Landing with Engine Power: 65
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Airspeeds for Emergency Operation
Precautionary Landing Without Engine Power: Flaps Up 70 Flaps Down 65
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Emergency Procedures Checklists
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Engine Failure During Takeoff
Throttle Idle Brakes Apply Flaps Retract Mixture Idle Cut-off Ignition Off Master Off
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Engine Failure Immediately After Takeoff
Airspeed 70 flaps up 65 flaps down Mixture Idle Cut-off Fuel Shutoff Off PULL OUT Ignition Off Flaps As Required Master Off Doors Open Land Straight Ahead Best Site
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Engine Failure During Flight [Restart Procedure]
Airspeed 68 Fuel Shutoff ON PUSH ON Fuel Selector Both Auxiliary Fuel Pump On Mixture Rich [if Restart has not occurred] If Prop is windmilling, the engine will restart within a few seconds. If Prop has stopped turning, Turn Ignition to START Advance Throttle Slowly from Idle, the adjust mixture for smoothness If The FUEL FLOW drops to Zero, Turn on Auxiliary Fuel Pump
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Precautionary Landing Without Engine Power
Passenger Seat Backs Upright Position Seats and Seat Belts Secure Airspeed Flaps Up 65 Flaps Down Mixture Idle Cut Off Fuel Shutoff Valve OFF PULL OUT Ignition Off Flaps As Required [30 deg. advised] Master Off Doors Open Touchdown Slightly Tail Low Brakes Apply Heavily
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Precautionary Landing With Engine Power
Passenger Seat Backs Upright Position Seats and Seat Belts Secure Airspeed 65 Flaps degrees Selected Field : Fly over to evaluate, Climb to appropriate patter altitude and retract Flaps at safe airspeed Avionics Master Off Flaps degrees on Final Master Off Doors Open Touchdown Slightly Tail Low Ignition Off Brakes Apply Heavily
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Ditching Review POH for this Procedure
Minimize Descent to 300 FPM at 55 kts Prepare to protect Face with available items Open Doors Activate ELT Touchdown parallel to swells, Level Attitude Evacuate Airplane Use Floatation Devices OUT OF AIRPLANE
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FIRE During Engine Start [Engine has started]
Ignition Start, continue cranking for a start Set Power to 1800 RPM Follow Shutdown Procedures Evacuate and Inspect for Damage
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Engine Fire During Start [Engine has not started]
Throttle Full Open Mixture Idle Cut-off Cranking Continue Fuel Shut-Off OFF PULL OUT Auxiliary Fuel Pump Off Fire Extinguisher Activate Engine Secure Master Off Ignition Off Brake Set Passengers and Crew Evacuate Fire Extinguish as Required Inspect for Damage
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Engine Failure In Flight
Mixture Idle Cut Off Fuel Shutoff Valve Off Pull OUT Auxiliary Fuel Pump Off Master Off Cabin heat and air Off except overhead vents Airspeed 100 Knots or more to create a non combustible fuel air mixture Forced Landing Refer to Forced Landing Checklist
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Electrical Fire in Flight
Master OFF Avionics OFF All Electric OFF [except magnetos] Vents/Cabin Air/Heat Closed Fire Extinguisher Activate [if available] If Extinguisher is activated, open all vents after fire is out to clear cabin If fire appears to be out, and electrical power is necessary, Master ON Circuit Breakers Check for faulty circuit Avionics ON, 1 system at a time with a delay in order to evaluate and detect the bad circuit
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Blocked Static Source [ERRONEOUS INSTRUTMENT READING SUSPECTED]
ALTERNATE STATIC PORT OPEN AIRSPEED CONSULT CALIBRATION TABLE
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Landing with a Flat Main Tire
APPROACH NORMAL TOUCHDOWN GOOD TIRE FIRST, HOLD AIRPLANE OFF FLAT TIRE AS LONG AS POSSIBLE.
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Electrical Power Malfunctions
Ammeter shows excessive rate of charge Alternator OFF Alternator Breaker PULL Non-essential equipment OFF Flight Terminate ASAP
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Vacuum System Failure Left Vacuum [L VAC] or Right Vacuum [L VAC] Annunciator Illuminates If Vacuum is not within normal limits, a failure has occurred. Partial Panel Procedures will be necessary for continued flight
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Landing without Elevator Control
Trim for level flight Set speed for approximately 65 Once trimmed, do not move elevator trim. Control glide with power only. At flare-out, Power reduction will cause nose to drop… Adjust Trim Full UP during power reduction.
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SPIN RECOVERY THROTTLE IDLE AILERONS NEUTRAL
RUDDER FULL OPPOSITE OF ROTATION CONTROL YOKE FORWARD TO BREAK STALL HOLD THESE CONTROL POSITIONS UNTIL ROTATION STOPS AS ROTATION STOPS, NEUTRALIZE RUDDER RECOVER FROM DIVE SMOOTHLY.
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Section 4 Normal Procedures
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Before Start Preflight Inspection Complete Passenger Briefing Complete
Seats and Belts Adjust Brakes Test and Set Electrical Equipment Off Avionics Off Fuel Selector Both Fuel Shutoff Valve On PUSH IN Circuit Breakers Check In
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Starting Engine [with battery]
Throttle Open ¼ inch Mixture Idle Cut-Ott Propeller Area Clear Master On Flashing beacon On Auxiliary Fuel Pump On Mixture Full Rich until a positive fuel flow, then Idle Cut-Off Auxiliary Fuel Pump Off Ignition Start Mixture Advance as Engine Starts Oil Pressure Check Navigation Lights As Required Avionics On Flaps Retract
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Starting Engine [Flooded Sart]
If Engine floods [over primed] perform the following and then complete the normal start checklist Auxiliary Fuel Pump OFF Mixture Idle Cut-Off Throttle Open ½ to Full Throttle Ignition Start When Engine starts Mixture to Full Rich, Throttle to Idle Promptly.
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Before Taxi This is not a Cessna Checklist, but will be useful in developing good habits at towered airports. ATIS Information Obtain and copy with I.D. Clearance Obtain and copy, READBACK TRANSPONDER SET Code and Select STBY Taxi Instructions Comply as Instructed
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Before Takeoff Parking Brake Set Seats Upright Seat Belts Secure
Doors Closed and Latched Flight Controls Free and Correct Flight Instruments Check and Set Fuel Quantity Check Mixture Full Rich Fuel Selector Valve Recheck Set to BOTH Throttle Magnetos Check drop <150, Diff. Max of 50 Vacuum Gage Check Annunciator Panel Check Throttle Check IDLE Throttle Set to 1000 RPM …..Continued….
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Before Takeoff…continued
Throttle Friction Lock Adjust Radios and Avionics SET NAV/GPS Switch SET Autopilot OFF Manual Trim Set for Takeoff Flaps Set for Takeoff TRANSPONDER ON Brakes Release TAKEOFF CLEARANCE Obtain TRANSPONDER ON Select ALT Directional Gyro Set when aligned with Runway Strobes and Landing Light On when taking Active Runway
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Normal Takeoff Flaps 0 – 10 Degrees Throttle Full Open
Mixture Rich (above 3000 ft, Lean for max rpm) Elevator Lift Nose Wheel at 55 Climb Speed [80 Provides better Forward Visibility] Flaps Retract
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Short Field Takeoff Flaps 10 Degrees Brakes Apply Throttle Full Open
Mixture Rich (above 3000 ft, Lean for max rpm) Brakes Release Elevator Slightly Tail Low Climb Speed 56 Until Obstacles Cleared Flaps Retract Slowly after reaching 60 knots
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Enroute Climb Airspeed 70-85 Throttle Full Open
Mixture Rich (lean above 3000 ft)
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Cruise Power Set 2100-2700 no more than 75% Elevator Trim Adjust
Mixture Lean For Performance Desired Arrival Checklist Prepare
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Arrival (not a Cessna List)
Arrival ATIS In Range Obtain and Copy Approach Control Contact Prior to 20 Miles out Clearance Copy and READBACK Descent Checklist Prepare
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Descent Power As required Mixture Adjust, Full Rich at Idle
Altimeter Set NAV/GPS Set Fuel Selector Valve BOTH Flaps As Required within Limits Landing Checklist Prepare
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Normal Landing Airspeed 65-75 Flaps Up Flaps As required within Limits
Airspeed Flaps Down Touchdown Main Wheels First Landing Roll Lower Nose Gently Braking Minimum Required
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Short Field Landing Airspeed 65-75 Flaps Up
Flaps As required within Limits Airspeed 61 Flaps Down Touchdown Main Wheels First Brakes Apply Heavily Flaps Retract
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Balked Landing [Go Around]
Throttle FULL OPEN Flaps Retract to 20 Climb Speed 60 Flaps Retract to 10 till safe Alt.
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After Landing Runway Clear and onto Taxiway Strobes Off
Landing Light Off Transponder STBY Flaps Retract Radios Set Clearance Taxi instruction Parking as required
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Secure [Shut Down] Brake Set Avionics OFF Mixture Idle Cut-Off
Ignition Off Master Off Control Lock Install Fuel Selector Left or Right Check with OPERATOR of the Aircraft regarding this last item.
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Before we finish, some thoughts on Landings…
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You have seen the correct technique…
Main wheels touchdown 1st
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This is what can happen with “improper” technique..
The nose wheel touches 1st, followed by Mains, and a bounce results
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This is what can happen with “improper” technique..
A bounce occurs, and the airplane balloons up some distance The Pilot over-reacts, and forces the nose to the runway The resultant increase in velocity produces another bounce on touchdown, and the cycle starts again.
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The third cycle of this phenomena is where accidents typically occur.
The nose will contact first (again), But the contact will likely be at such an angle to cause Substantial damage the structure, and result a collapsed Nose wheel assembly This typically also causes the Propeller to strike the ground causing damage to the Propeller and the Engine
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This is frequently the outcome of the second or third bounce…..
Nose wheel touches, and you bounce again.
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If in doubt, go around after the First Bounce!
When the bounce occurs, level off, and Re-Land the Airplane normally if sufficient runway length remains. If in doubt, go around after the First Bounce!
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Get the Right Picture for Landings
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Get the Right Picture for Landings
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Get the Right Picture for Landings
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Get the Right Picture for Landings
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Get the Right Picture for Landings
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Remember, this is supposed to be fun…
and sometimes its for moments like this
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Remember to use the approved checklists or Pilot Operating Handbook
End of Session Remember to use the approved checklists or Pilot Operating Handbook
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