Sel MDG 2020
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Cessna 172
Maneuver Description Guide
Private Pilot & Commercial Pilot
2020
C-172 Maneuver Description Guide
Preface
This C-172 Maneuver Description Guide (MDG) should be considered supplemental to the information
contained in FAA Publication FAA-H-8083-3B, Airplane Flying Handbook (AFH). While the AFH provides
detailed information regarding flight maneuvers, it does not provide specific procedures for use in the Cessna
172. For this reason, the MDG and AFH should be seen as complementary documents.
Instructors and students should also be mindful of how maneuvers will be evaluated on the Practical Exam.
This information is clearly laid out in the Airman Certification Standards (ACS) for the Private Pilot or
Commercial Pilot Practical Examination. It will be helpful to consult the ACS during training to gain a clear
understanding of what the Designated Pilot Examiner will be observing during the Practical Examination.
The Cessna Pilot Training courses are also an excellent reference and should be consulted. The videos
embedded in each module provide helpful techniques and pointers for all the flight maneuvers in your
syllabus.
The concept of basic attitude flying (AFH, Ch 3) is critical for Private Pilots and must be emphasized from the
very first flight. Every maneuver performed in this MDG is based on an aircraft attitude, that is, an angular
relationship between the airplane and the horizon. For example, understanding the attitude you should see
when turning from base to final in the landing pattern will ensure you never get slow or have to worry about
an approach stall.
Additionally, every flight profile (straight and level, turn, climb, descent, etc.) in the airplane is a combination
of a power setting, nose attitude, and elevator trim. You should always think “Power, Attitude, Trim” when
performing every maneuver.
This MDG does not include procedures for the 172RG; the Cessna 172RG POH should be consulted for further
enumeration of operating procedures when flying these aircraft.
C-172 Maneuver Description Guide
Set-Up
Before Takeoff Checklist complete
Runway and final approach areas clear, announce intentions
Centerline, nose wheel straight, verify runway you are on and compass heading
Reference point straight ahead for maintaining centerline
Heels on the floor of airplane
Procedure
Full power (in 3-5 sec. to max), Right rudder as needed,
o ! Keep hand on throttle to reject if necessary!
“T’s and P’s in the green” Check engine gauges
“Airspeed alive”- announce
Rotate and smoothly pitch slightly up at liftoff speed: 55 KIAS (normal takeoff)
Check coordination by looking down the runway
Pitch for VY (based on sight picture - basic attitude flying!)
Takeoff trim position is a starting point and may need to be adjusted
Maintain straight track over centerline and upwind leg
o (Look for a safe emergency landing site)
If staying in the pattern, begin crosswind turn at 700’ AGL
At 1000 feet AGL: Pitch for 90 KIAS cruise climb
Trim and scan for traffic, monitor changing altitude
Complete climb checklist
Proceed to working area at 3,000 MSL or above
Key Reminders
At 55 knots, rotate to climb attitude; this is one of the fundamental sight pictures to learn
Add ½ of gust spread or more to all airspeeds in gusty conditions
Pick downrange reference point to maintain the upwind track
Reject the takeoff if centerline cannot be maintained
Hand stays on throttle until 1000ft AGL
C-172 Maneuver Description Guide
Procedure
Full power (in 3-5 sec. to max), Right Rudder as needed,
o ! Keep hand on throttle to reject if necessary!
“T’s and P’s in the green”, Check engine gauges
“Airspeed alive”-announce
Begin to slightly reduce aileron input as speed increases
Rotate and smoothly pitch slightly up at liftoff speed: 55 KIAS (normal takeoff)
Maintain crosswind slip and centerline upon liftoff
(Windward side wing will dip down on rotate into the forward slip)
Pitch for VY, based on sight picture (basic attitude flying!)
Maintain straight track and return to coordinated flight by crabbing into the wind once out of ground effect
If staying in the pattern, begin crosswind turn at 700’ AGL
At 1000 feet AGL: Pitch for 90 KIAS cruise climb
Trim and scan for traffic
Complete climb checklist
Key Reminders:
Aileron into wind to control drift
The “airspeed alive” call is done early in the takeoff roll and allows you to abort the takeoff if your airspeed indicator is
inoperative
Wind conditions may require sustained aileron input into the wind to maintain runway centerline
Pick downrange reference point to maintain the upwind track
Add ½ of gust spread or more to all airspeeds in gusty conditions
Hand stays on throttle until 1000ft AGL
C-172 Maneuver Description Guide
10 Miles Out
Listen to AWOS
Make initial radio call
Proceed inbound at 2,500’ MSL
Pattern Entry
Weather information received, appropriate runway chosen
Pattern entry: On the 45 degree bearing to the downwind, at pattern altitude
Brief: Traffic awareness, wind planning, any special precautions, Descend to 2000’ MSL
Enter the traffic pattern at 90 KIAS (~2200 RPM)
Fly a rectangular course appropriate for the winds/ type of approach and other traffic
Downwind
Runway should be about ½ to ¾ up the wing spar for normal spacing
2,000’ MSL, 90 knots
Bank angles no greater than 30° in the pattern
At the abeam position, complete pre-landing checklist
Abeam the intended point of landing
o Pre-landing checklist complete
o Power set to ~1500 RPM
o First notch of flaps
o Pitch and trim for 80 KIAS
o Ensure you memorize this sight picture
On final
Pitch and trim for 65-70 KIAS (sight picture, aiming point)
Adjust power if necessary
Note PAPI lights (if available)
Short Final
Cross wind correction entered (wing down, top rudder)
Confirm on runway centerline
Maintain aiming point until numbers go under nose of aircraft
C-172 Maneuver Description Guide
Crossing Threshold
As runway numbers disappear under nose of airplane, shift scan long (to end of runway)
In ground effect
Momentary level off (nose to horizon) to arrest rate of descent
Smoothly reduce power is idle
Maintain centerline, 100% of scan is outside
As airplane slows, more aft pressure on yoke is required
As airplane begins to settle, slowly increase pitch attitude
Touch-down attitude should be approximately the same as climb out nose attitude
Touch down on the runway centerline, no lateral drift, nose in line with runway
For touch-n-go
Carb heat in
Flaps up
Stabilized on the runway centerline
Hand on throttle, eyes outside
Throttle full open
Key Reminders
A good landing begins with flying a good, stable pattern and approach
Understanding the sight picture during each phase of the pattern will greatly improve your ability to consistently fly a safe
approach and landing
Do not use more than 30° angle of bank in the pattern
Adhere to the Stabilized Approach concept on final
o Fully configured for landing by the time you are wings level on final
o Aligned with the runway
o No greater than 500 feet per minute descent
o Airspeed stabilized at 65-70 knots (unless short field landing)
o If unable to maintain these parameters below 300’ AGL, execute a go around/rejected landing
o Additionally, it you roll out on final and your altitude requires a power adjustment to idle, execute a go
around/rejected landing
Key Reminders
Power FIRST, control pitch/rudder to maintain coordination airspeed and a proper attitude, re trim when able
Retracting flaps too much/too quickly may cause an excessive loss of lift and altitude, keep the airplane stabilized.
If going around while low, slow and in high drag configuration: after applying full power consider staying in ground effect to
aid acceleration (like a soft field take off) while slowly retracting flaps.
Around 35% of accidents occur during the landing phase, if something isn’t right, GO-AROUND.
C-172 Maneuver Description Guide
Set-Up
Flaps 10˚
Before Takeoff Checklist complete
Runway and final approach areas clear, announce intentions
Position aircraft to use all available runway
Hold the brakes; apply full power, slight back pressure on the yoke. Apply cross wind correction if necessary
Check engine gauges for proper and full power indications
Procedure
Release brakes and depress right rudder as needed, heels on the floor
“Airspeed alive”- announce
Rotate off at recommended speed: 51 KIAS
Pitch for Vx (60 KIAS) until obstacle is cleared
Gradually pitch down at 50 feet or when clear of obstacle
Accelerate to VY; flaps up
Check Coordination
Maintain straight track over centerline and upwind leg
At 1000 feet AGL: Pitch for 90 KIAS cruise climb
Trim and scan for traffic
Complete climb checklist
Key Reminders
High AOA= High P-factor
Maintain balanced flight
Normal Climb out after obstacle
Hand stays on throttle until 1000ft AGL power change
Set-Up
Downwind, runway ½ to ¾ up wing spar, 2200RPM, 90KIAS
Normal to slightly close pattern (for power-off approach)
Determine how current wind and conditions may require a change to the short field pattern and power settings.
Pick a touch down point, determine appropriate aiming point.
Procedure
The short field landing procedure is the same as a normal landing until established on the final approach course
Pitch for 60-65 KIAS on final, use power to maintain the descent rate and glide path (based on the aiming point)
Maintain a stabilized, on center-line approach to land on or within 200’ of intended landing point
When entering ground effect, shift scan to end of runway
Slowly level the nose, reduce power to Idle
Initiate flare as airplane settles to the ground
As slow as possible, lower the nose gear
Flaps retract and simulate maximum braking
Maintain centerline
C-172 Maneuver Description Guide
Procedure
Continue moving; don’t stop when turning on runway
Full power, “Heels on the floor”
Hold full aft on controls until airspeed alive- relieve some pressure to prevent a tail strike.
Announce “airspeed alive”
Maintain centerline as nose raises
Once airborne stay in ground effect accelerate to 60 KIAS
Climb out of ground effect and accelerate to Vy
Flaps up
Procedure
The soft field landing procedure is the same as a normal landing until established on the final approach course
Maintain a stabilized, on center-line approach
When entering ground effect, shift scan to end of runway, slowly level the nose
Allow the airplane to settle lower
‘Flare’ upon deceleration and wheels are low to the ground
Prior to touchdown have enough power to hold pitch to control and cushion the landing
Land on the main gear
Power to Idle
Keep the nose high as long as possible, full back pressure; Maintain centerline.
Continue to taxi with back pressure and power, keeping weight on the main gear.
Set-Up
Normal downwind
Complete pre-landing checklist at abeam position
Determine how current wind and conditions may require a change to the normal pattern and power settings.
Pick a touch down point, determine appropriate aiming point.
Procedure
Abeam aiming point, Power to Idle
Pitch and trim to maintain 65-70 KIAS and current altitude
Turn base near 850 AGL, when aim point is 45˚ off your shoulder
Wind will dictate when you turn base and final
Evaluate approach and increase to 10˚ flaps when able on base and maintain 65-70 KIAS
Turn final around 500 AGL, establish and hold centerline
Add second notch of flaps on short final, based on altitude and distance to runway
If a go-around is needed, be ready to react
When entering ground effect, shift scan to end of runway
C-172 Maneuver Description Guide
Clearing Turns
Procedures:
Clear the airspace above, below and in front of other traffic, obstacles or hazards
Done prior to each maneuver set
Can be two turns with medium bank in the opposite direction or any combination of turns to clear the operating area
Procedure
Abeam reference point begin turning with the relative steepest bank, maintain constant radius form the point
Pick additional reference points ahead that ‘draw’ the desired ground track around the point
Reduce the bank as necessary as the groundspeed decrease, increase the bank as groundspeed increases
Crosscheck to maintain airspeed and altitude
Roll out on the entry heading
Reminders:
Visualize the ground track required
Higher groundspeed = higher radius of turn at constant bank
Higher bank angle = decrease radius of turn
Stronger the wind = greater bank variance
S-Turns
Set Up
1,000 AGL, VA, Clear the Area
Fly downwind toward a road perpendicular to the flight path
Procedure
Upon crossing the road, begin the relative steepest bank
Semicircular turn back toward the road
Cross the road, flying into the wind with a perpendicular flight path (to the road)
Begin a turn in the opposite direction with the shallowest bank
Make the semicircles uniform from one side to the other
Roll out on the entry heading
Reminders:
Visualize the ground track
Higher groundspeed = higher radius of turn at constant bank
Higher bank angle = decrease radius of turn
Stronger the wind = greater bank variance
C-172 Maneuver Description Guide
Note: The Simulated Landing Pattern is not a maneuver found in the AFH or ACS, but is a common sense idea that allows the
student to see how the airplane reacts to power changes and the addition/subtraction of flaps during every part of the landing
pattern (at altitude), several times before actually practicing landings.
Set Up
No lower than 3,000’ MSL
Airplane is oriented along a straight stretch of road or other feature to simulate a runway
Maneuver is begun in the downwind at 90 KIAS
Procedure
The procedure is essentially the same as the normal landing patter, except it is flown in one of the working areas at a higher
altitude
Simulated radio calls can also be made
Airplane is flown to an abeam position in the simulated downwind
Pre landing checklist completed
Reduce power to 1500 RPM, lower 10° of flaps
45° past the intended point of landing, begin turn to simulated base
Lower 20° of flaps
Begin turn to final and lower 30° of flaps
Orient airplane on final with simulated runway off the nose, stable 65 KIAS approach profile
While on final, with the airplane trimmed, make small pitch adjustments and note airspeed change; then note how airplane
will return to initial trimmed position
Make power adjustments and note how rate of descent changes
When directed by your instructor, execute a Go Around (full power, carb heat in, nose on the horizon, right rudder, flaps)
The pattern can be repeated as many times as required by climbing back up to initial altitude
Steep Turns
Set Up
No lower than 1500 AGL
VA appropriate for weight
Clear the Area
Align with a visual reference point off nose, note heading and set heading bug
Procedure
Roll into 45° bank
Add rudder to combat adverse yaw
Add power, ~200 RPM
Trim off pressure
Look outside to verify the correct sight picture
If nose low, reduce angle of bank, increase pitch and then re-establish correct bank angle
If nose high, increase bank angle and allow nose to fall to correct position
90% of scan should be outside, 10% inside; altimeter and VSI are primary instruments to scan
Begin roll out about 25° ahead of turn
Lower the pitch attitude back to starting attitude and roll out on original heading
Steep turns are normally performed in sets of two; one 360° turn in each direction
In Private Pilot training, the student pauses after the first turn, then begins turn in the opposite direction
In Commercial Pilot training, the student will roll out of the first turn and immediately turn in the opposite direction
Exit at entry point at same altitude/airspeed at which maneuver started, reduce power, retrim
C-172 Maneuver Description Guide
Slow Flight
Set Up
Perform no lower than 1500 AGL
Start from stable straight and level flight, with visual reference
Clear the Area
Pre landing checklist completed
Procedure
Reduce power to 1500 RPM to slow down
Lower 10° of flaps when airspeed is below 110 KIAS
Slowly pitch up to maintain altitude as airspeed slows
Lower flaps to 20°, then 30° (when in white range on airspeed indicator)
Continue pitching up and trim out control pressure
As airspeed reaches ~50 KIAS, which is the nearly the same sight picture as Vy, increase power to stabilize airplane (no climb or
descent)
Trim out any control pressures and ensure the ball is centered
Slow flight is performed at an angle of attack that is consistent with the following: Any increase in AOA, increase in load
factor, or decrease in power will initiate a stall warning. (Note: This information is taken from the Private ACS.)
For most of our 172’s, this is ~48-50 KIAS, but focus should be on angle of attack, not maintaining a specific airspeed
Change headings, using less than 10° bank
Reminders:
High power, high AOA and low speed = strong left tuning tendencies
Awareness of operating on the ‘back side of power curve’
Slow Flight is normally performed prior to the Power Off Stall maneuver
Note: When first learning the Power Off Stall, it should be performed with the wings level with the simulated landing area directly
in line with the nose of the airplane. As you gain experience, the airplane may be banked (less than 30° angle of bank) to simulate
entering the stall when turning from base to final.
Set Up
Recover no lower than 1500’ AGL
Clear the area
Student will have just completed Slow Flight maneuver and airplane will still be configured for Slow Flight
Procedure
Airplane will be in landing configuration (pre landing checklist, full flaps) and stable at ~48-50 KIAS
Look and visualize a simulated landing area such as a road or power line break off the nose
Maintain alignment with that simulated landing area and lower the nose to assume final approach course profile, 65-70 KIAS
Reduce power to 1500 RPM and allow airplane to stabilize in a 300-400 FPM descent
When directed by your instructor, smoothly raise the nose slightly above the horizon and reduce the power to idle
Recognize and announce symptoms of approaching stall
Hold this nose attitude until the airplane stalls
Recovery: Lower pitch/AOA; full power; level wings: carb heat off, right pedal
Pitch nose back to the horizon, flaps to 20°
Upon observing positive rate of climb, retract flaps to 10°, then fully retracted
Climb to initial altitude; level off; set aircraft for cruise
Key Concepts:
Practice both variations: Maintaining heading (before and during) or maintaining bank prior to stall
Maintaining coordination will avoid a spin
More elevator deflection is required as aircraft slow to maintain the stalling attitude
C-172 Maneuver Description Guide
Note: Both the AFH and ACS state that the Power On Stall may be performed using a power setting that is less than
full power to avoid an excessive nose high attitude during this maneuver. The only requirement is to use at least 65%
of available power. For this reason, a power setting of ~2200 RPM will be used in the Power On Stall. Additionally,
the most plausible scenario for entering a Power On Stall is by over-rotating during the short field takeoff maneuver,
so this maneuver should be practiced using a clean configuration as well as with 10° flaps, as it would be during a
short field takeoff.
Set Up
No lower than 1500 AGL (recovery included)
Clear the area
Pick a visual reference point if maintaining heading (High in windscreen or to the side of the window) or choose an angle of
bank to maintain.
Maneuver may be flown in a clean configuration or with 10° flaps, such as when the short field takeoff is performed
Procedure
Reduce power to 1500RPM, Slow to VR 51 KIAS (short field takeoff)
Announce rotation speed and intention to induce stall
Apply power to ~2200 RPM, apply right rudder to maintain coordination
Pitch up to maintain a slow, constant rate of deceleration
Recognize and announce the signs of the approaching stall
Stay coordinated, maintaining bank or heading
If a cloud is available, use this outside reference to assist in maintaining coordination
Fully stall aircraft and announce the break
Recover: Lower pitch/AOA and apply full power
Level wings; pitch for VX or VY; accelerate to normal cruise speed
Raise flaps, if required
Reminders:
Maintaining coordination will avoid a spin
More elevator deflection is required as aircraft slow to maintain the stalling attitude
C-172 Maneuver Description Guide
Commercial Maneuvers
Lazy Eights
Set Up
Cruise configuration at Va
Clear the area
Choose 90 ˚ reference point off wing tip in direction of turn
Maneuver can also be performed by flying perpendicular to a road or power line break
Procedure
0-45o: Gradually pitch up; begin banking slowly; maximum pitch up at the 45° point
45-90o: Gradually reduce pitch and stay coordinated; level pitch and 30 ˚ bank at 90˚ reference point
90-135o: Slowly begin roll out and reduce rudder pressure; max pitch down at 135 ˚; bank 15 ˚
135-18o: Continue to roll out bank, increase pitch to nose level by the 180°
Roll out bank to reach wings level at 180.
Repeat in opposite direction
Key Points:
Reference point picked before start
Maneuver should be performed slowly and smoothly
Control/ Rate Trends i.e. Effective when fast=less rudder
Ineffective when slow=Lots of rudder, P-factor increasing/decreasing
Chandelle
Set Up
Clear Area
Cruise configuration, Va
Pick a 90˚ reference point, set heading bug off the reference point
Procedure
0 to 90 ˚ Point
Roll 30 ˚ bank, add full power, begin pitching up
Maximum pitch up (about 12˚) at 90 ˚ point
Maintain coordinated flight with rudder inputs throughout
Maintain 30 ˚ bank
90-180 ˚ Point
Stop changing pitch; start reducing bank
Wings level by the 180 ˚ point
Roll out at 180 ˚ point, “just above stall speed” (ACS)
180 ˚ Point
Return to cruise flight with minimal loss of altitude
Key Concepts:
Reduction in ASI/Climb power=increase left turning tendency
Most common errors are ball control and inadequate pitch, causing airspeed to be too high upon roll out
C-172 Maneuver Description Guide
Steep Spiral
Set Up
Position airplane over specific point at 4000 AGL
Clear the area
Procedure
Power to idle
Establish airplane in best glide profile (65-70 KIAS) and trim
Maintain constant radius around selected point by varying bank according to groundspeed
Maneuver requires three (3) full rotations
Clear engine every 30 seconds by increasing throttle to 1700 RPM
Key Concepts:
Increasing GS=Increasing bank
Decreasing GS=Decreasing bank
Airspeed control is critical to maintain orientation around selected point
Eights-On-Pylons
Set-Up
Cruise configuration, Va
Establish estimated pivotal altitude
Clear Area
Fly downwind heading, pick 2 pylons ½ mile to left and right of nose perpendicular to flight path
Have suitable emergency landing fields upwind of pylons
Procedure
When close and perpendicular to pylon, make a 45˚ cut to one pylon
When abeam the pylon, roll to visually line up the pylon and the wing tip reference point
Use pitch to control pivotal altitude as ground speed changes and keep the wing reference on the pylon
As ground speed decreases pivotal altitude decreases
Stay ahead of the changing ground speeds
Look ahead for the 2nd pylon
Roll straight and level 30˚ past 2nd pylon, maintain S+L until abeam
Repeat on second pylon, keep an eye out for the 1st pylon
Exit on entry heading
Key Reminders:
Maintain awareness of suitable emergency fields
Division of attention and thinking ahead of the turn and required change in altitude
Stronger the wind = greater altitude variance