ATP Electronics Cessna 172 K 1969 Owner's manual

800-255-2877 • 904-273-3018
The Most Respected Name in Pilot Certification
Cessna 172
Training Supplement
$19.95

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 specic to the airplane you are ying. Endurance
and fuel capacities may vary considerably depending on
the specic model / serial number being own and any
modications it may have.

Table of Contents • 1
Early & Late Model Overview....... 3
Late Model Systems ............... 5
Early Model Systems Dierences ... 8
Performance & Limitations........10
Takeos
Normal Takeoff (Flaps 0˚). . . . . . . . . . . . . . . 11
Engine Failure Procedure ...............12
Landings
Cessna 172 Landing Criteria .............13
Planning ............................13
Approach Briefing .....................13
Example VFR Approach Briefing ..........14
Stabilized Approach ...................14
Managing Energy .....................15
Aiming Point .........................15
Pitch & Power ........................15
Approach Speeds .....................16
Gust Factor ..........................16
Flap Settings.........................17
Seat Position.........................17
Traffic Pattern Operations...............18
Normal Approach & Landing .............19
Flaps 20˚ Approach & Landing ...........21
Flaps 10˚ Approach & Landing ...........21
No-Flap Approach & Landing ............22
Table of Contents Version 8.1 • 04/17/2012
Short-Field Approach & Landing ..........23
Soft-Field Approach & Landing ...........24
Crosswind Approach & Landing...........25
Go-Around, Missed Approach, &
Rejected Landing
Go-Around ..........................27
Missed Approach .....................27
Go- Around/Missed Approach Procedure ...27
Rejected/Balked Landing................28
Rejected/Balked Landing Procedure .......28
Instrument Procedures
Precision Approach....................29
Private Pilot
Steep Turns .........................30
Slow Flight ..........................30
Power-Off Stalls ......................31
Power-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 referencing the full
procedures described in the approved Operators Manual or POH/AFM specific to the airplane you are flying.
The content of this manual is furnished for informational use only, and is subject to change without notice. Airline Transport
Professionals assumes no responsibility or liability for any errors or inaccuracies that may appear in this manual. This
manual does not replace the Cessna 172 Pilot Operating Handbook, FAA Airplane Flying Handbook, or Practical Test
Standards. Nothing in this manual shall be interpreted as a substitute for the exercise of sound judgement.
No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means
electronic, mechanical or otherwise, without the prior written permission of Airline Transport Professionals.

2

Early & Late Model Overview • 3
IMPORTANT: Aircraft information can be obtained from the Owner’s Manual,
POH or POH-AFM (as appropriate for the model). Airplanes with engine
modications (and possibly increased gross weights) will have additional
information in the Supplemental Airplane Flight Manual in Section 9. Refer to
the ocial aircraft documents for ALL information.
ATP Cessna 172 aircraft models include R / S models ( “Late Model”) and K thru P
models (“Early Model”). Over 75% of ATP's Cessna 172 eet are Late Model.
R model Cessnas were introduced in 1996, and were the rst to come factory
equipped with fuel-injected engines. Starting procedures are substantially
dierent 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 checklist for the 172 model you will be ying.
Model Number Year of Production
172 K 1969–70
172 L 1971–72
172 M 1973–76
172 N 1977–80
172 P 1981–86
172 R 1996–2009
172 S 1998–Present
EARLY
MODELS
LATE
MODELS
SECTION 1
Early & Late Model Overview

4 • Early & Late Model Overview
NOTE: Some R Model aircraft have been modied with approved
aircraft modications. There is typically only one modication to the
standard R model. This propeller modication, Cessna MK 172-72-
01, provides for an increase in horsepower, which in turn increases
fuel burn and maximum allowable takeo weight.
ATP Cessna 172’s have dierent combinations of engine horsepower
and usable fuel. Some aircraft are equipped with only 38 gallons
of useable fuel, and have been modied with a 180 horsepower
engine. These airplanes have an increased fuel burn and a
signicantly reduced endurance of approximately 3 hours in the
training environment — even with full tanks. Calculate your
fuel requirements carefully. Reference the aircraft manuals and
placards for the appropriate information.
Airworthiness and Registration certicates can be found on the 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 inoperative instruments and equipment are --
(i) Removed from the aircraft, the cockpit control placarded, and the
maintenance recorded in accordance with §43.9 of this chapter; or
(ii) Deactivated and placarded "Inoperative." If deactivation of the inoperative
instrument or equipment involves maintenance, it must be accomplished
and recorded in accordance with part 43 of this chapter;
(4) A determination is made by a pilot, who is certicated and appropriately rated
under part 61 of this chapter, or by a person, who is certicated and appropriately
rated to perform maintenance on the aircraft, that the inoperative instrument or
equipment does not constitute a hazard to the aircraft.

Late Model Systems • 5
System descriptions are given rst for Late Model, and then dierences 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. The R model produces 160 HP @ 2400 RPM, and the
S model and R Model with Cessna 72-01 engine modication produces 180 HP
@ 2700 RPM. Ignition is provided by 2 magnetos on the back of engine which
provide spark to 8 spark plugs (2 per cylinder). The engine has an 8 quart oil
sump. ATP minimum oil quantity for takeo is 6 quarts.
Propeller
The engine drives a McCauley, 75 inch (R- Model) 76 inch (S- Model and R with
Modication), 2 blade, all metal, xed pitch propeller.
Vacuum System
Two engine-driven vacuum pumps 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 is a xed, tricycle type gear consisting of tubular spring steel
providing shock absorption for the main wheels, and an oleo (air/oil) strut
providing shock absorption on the nose wheel. The nose strut extends in ight,
locking it in place. The nose wheel contains a shimmy damper which damps
nose wheel vibrations during ground operations at high speeds. The nose
wheel is linked to the rudder pedals by a spring loaded steering bungee which
turns the nose up to 10° each side of center. Dierential braking allows for up to
30° of steering either side of center.
SECTION 2
Aircraft Systems
Late Model (R&S)

6 • Late Model Systems
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.
NOTE: The parking brake is not to be used in training or ight
checks with ATP.
Flaps
The 172 has single slot type aps driven electrically by a motor in the right wing.
A ap position selector on the instrument panel has detents at the 0°, 10°, 20°
and 30° 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. 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 – 1 under left wing and 1 in each fuel cap.
Fuel is gravity fed from wing tanks to the fuel selector valve labeled BOTH,
RIGHT, and LEFT, and then to a reservoir tank. From the reservoir tank the fuel
ows to an electrically driven auxiliary fuel pump, past the fuel shuto valve,
through the strainer and to an engine driven fuel pump. Fuel is then delivered
to the fuel air control unit where it is metered and passed to a manifold where
it is distributed to each cylinder. The auxiliary fuel pump is used for engine
priming during cold engine starts. The auxiliary fuel pump is OFF for normal
takeo and landing operations. Review the manual.
NOTE: The fuel selector should remain in BOTH during normal
operations with ATP.

Late Model Systems • 7
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 lter should become blocked, suction created by the engine will open
the door and draw unltered air from inside the lower cowl area. An open alternate
air door will result in an approximately 10% power loss at full throttle.
NOTE: Do not over-prime fuel injected engines when conducting
"warm" engine starts. Doing so washes away engine lubrication
and causes cylinder wall damage.
Electrical System
The airplane is equipped with a 28 volt DC electrical system and a 24 volt 35 amp/
hour battery. Electrical energy is supplied by a 60 amp alternator located on the
front of the engine. An external power receptacle is located on the left side of
engine cowl. Electrical power is distributed through electrical buses and circuit
breakers. If an electrical problem arises, always check circuit breakers. “Essential”
circuit breakers should be reset in ight only once, and only if there is no smoke or
“burning smell”, and only if the aected system and equipment is needed for the
operational environment. Do not reset any non-essential circuit breakers in ight.
Exterior Lighting
Exterior lighting consists of navigation lights on the wing tips and top of the
rudder, a dual landing (inboard) / taxi (outboard) light conguration located on
the left wing leading edge, a ashing beacon mounted on the top of the vertical
n, and a strobe light on each wing tip.
Environmental
Cabin heat is provided by air ducted through the exhaust shroud and into the
cabin and is controlled by a knob on the instrument panel. Air ow is controlled
by a Cabin Air knob on the instrument panel and additionally by ventilators near
the top corners of both left and right windshields.
Stall Warning
A pneumatic type stall warning system consists of an inlet on the left wing leading
edge, which is ducted to a horn near the top left of the windshield. As the aircraft
approaches a stall, the lower pressure on top of the wing shifts forward drawing air
through horn resulting in an audible warning at 5 to 10 knots above the stall.

8 • Early Model Systems Dierences
Early model Cessnas are generally characterized by their pre-1996 production
date and carbureted engines.
Engine
The unmodied 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 modied with approved aircraft modications. Modied engines
can have up to 180 HP, increased fuel burn, and signicantly reduced endurance.
There are typically two modications to the early models.
These are:
Penn Yan (Replacement engine with higher horsepower, which increases fuel burn
and max allowable takeo weight)
Air Planes (Replacement engine with higher horsepower, which increases fuel burn
and max allowable takeo weight)
Vacuum System
The system has 1 vacuum pump.
Flaps
Some early models have no detents for ap settings, and some have up to 40
degrees of aps.
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 are 3 fuel sumps (1
each wing and 1 under engine cowling). There is no electrically driven auxiliary
fuel pump. There is no separate fuel shuto valve. In lieu of a separate fuel
shuto valve, the fuel selector valve has an OFF position. Fuel is delivered to a
carburetor.
Electrical system
The airplane is equipped with a 14 volt DC electrical system and a 12 volt 25
amp/hour battery.
SECTION 3
Aircraft Systems
Early Model (K-P) Differences

Early Model Systems Dierences • 9
External Lighting
A single or dual landing/taxi light conguration 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. 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 should be selected on if carburetor ice is expected or
encountered. Adjust mixture for maximum smoothness.

10 • Performance & Limitations
V-speeds (KIAS) and Limitations for R and S Models
R
S (and R w/
72-01 Mod.) Description
Airspeed
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
VSO 33 40 Stall speed in landing
conguration
Bottom of White
Arc
VS44 48 Stall speed in clean
conguration
Bottom of Green
Arc
VX60 62 Best angle of climb
VY79 74 Best rate of climb
VA82 @
1,600lbs
90 @
1,900lbs
Maneuvering speed
92 @
2,000lbs
105 @
2,550lbs
99 @
2,450lbs
VR55 Rotation speed
VFE 10° 110 Maximum ap extension
speed with 10°of aps
VFE 20-30° 85 Maximum ap extension
speed with 20-30°of aps Top of White Arc
VNO 129 Maximum structural
cruising speed Top of Green Arc
VNE 163 Never exceed speed Red Line
VG65 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’s range from 2,300 to 2,550, Max GTW’s in the Utility category
range from 2000-2100, and maximum horsepower ranges from 150
to 180 depending on model and modication. Pay close attention
to the airspeed indicator as some are calibrated in both KIAS
and MPH. Which indication is on the outer scale of the airspeed
indicator varies by airplane.
SECTION 4
Performance & Limitations

Takeos • 11
SECTION 5
Takeoffs
Normal Takeo (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.
7. “Airspeed Alive”
8. Start slow rotation at 55 KIAS.
(Main gear should lift o 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. “After Takeo Checklist” out of 1000' AGL.
Normal Takeo Prole
Lined Up on Runway Centerline
• Hold Brakes
• Check Gauges at 2000 RPM
• Release Brakes
• Full Throttle
“Airspeed Alive”
55 KIAS Approx.
60 KIAS
Accelerating to
V
Y
“After Takeo Checklist”
if departing trac pattern
VRLift-O
1000' AGL

12 • Takeos
Engine Failure Procedure
Engine Failure or Abnormality During Takeo Roll
Immediately close throttle, stop straight ahead, and avoid obstacles. If not
enough runway remains to stop:
MIXTURE .....................................................CUTOFF
FUEL .............................................................OFF
BATTERY MASTER SWITCH ........................................OFF
IGNITION SWITCH.................................................OFF
AVOID OBSTACLES
Engine Failure Immediately After Takeo
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

Landings • 13
Cessna 172 Landing Criteria
• Plan and brief each landing carefully.
• Maintain a stabilized descent angle.
• Whenever possible, y the trac pattern at a distance from the airport
that allows for a power o landing on a safe landing surface in the event
of an engine failure.
• Maintain nal approach speed until roundout (are) at approx. 10' to 20'
above the runway.
• Reduce throttle to touch down with the engine idling and the airplane at
minimum controllable airspeed within the rst 1000’ of the runway.
• Touch down on the main gear, with the wheels straddling the centerline.
• Manage the airplane’s energy so touchdown occurs at the designated
touchdown point.
• Maintain a pitch attitude after touchdown that prevents 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 of approach and landing (visual or instrument, short-eld,
soft-eld, crosswind, etc.) Decide on the ap setting, the nal approach speed, the
aiming point, and where the airplane will touch down on the runway surface.
Approach Brieng - Verbalize the Plan
Brief each plan out loud. This organizes the plan and ensures eective
communication between pilots. The brieng should be specic to each
approach and landing, but presented in a standard format that makes sense to
other pilots and instructors.
SECTION 6
Landings

14 • Landings
Approach Briengs should include:
• Flap Setting
• Type of Approach & Landing (Visual, Instrument, Short-Field, Soft-Field)
• Landing Runway
• Field Elevation
• Trac Pattern Altitude
• Winds (left or right crosswind? tailwind on downwind or base?)
• Final Approach Speed
• Aiming Point
• Touchdown Point
Example VFR Brieng
“This will be a aps 20˚ visual approach and landing to runway 32. The eld
elevation is 41’ MSL. I’ll enter the trac pattern at 1000’ MSL and plan for a right
crosswind, 360 at 8. Final approach speed will be 70 knots. My aiming point will
be the runway centerline abeam taxiway echo, and my touchdown point will be
the 1000' aiming point markings."
*Identify the aiming and touchdown point when they can be visually identied 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 eld and the
landing runway.
Stabilized Approach
Denition: A stabilized approach is one in which the pilot establishes and maintains
a constant angle glidepath towards a predetermined point on the landing runway.
It is based on the pilot’s judgment of certain visual cues, and depends on a constant
nal descent airspeed and conguration (FAA-H-8083-3A, p.8-7).
A stabilized approach is required during visual and instrument approaches in all
ATP airplanes. The airplane must be stabilized by:
• 1000’ AGL for an ILS Approach
• Descending from MDA for a Non-Precision Approach
• 500’ AGL for a Visual Approach

Landings • 15
General Conditions for a Stabilized Approach
• Airplane in landing conguration.
(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.
• Airspeed must be stable and within range of target speed plus 10 KIAS.
• The airplane will touch down on intended touchdown point within
the rst 1000’ of the landing runway. If this is not assured, a go-around
must be executed.
Go Around Philosophy
The decision to execute a go-around is both prudent and encouraged anytime
the outcome of an approach or landing becomes uncertain. ATP considers the
use of a go-around under such conditions as an indication of good judgement
and cockpit discipline on the part of the pilot.
Managing Energy
Managing energy means the pilot controls the airplane’s glidepath, speed, and
power setting so that altitude and airspeed are depleted simultaneously on the
intended touchdown point.
Aiming Point
The Airplane Flying Handbook denes aiming point as "the point on the ground
at which, if the airplane maintains a constant glidepath, and was not ared for
landing, it would contact the ground."
AIM 2-3-3 — The "Runway Aiming Point Markings" consist of a broad white
stripe located on each side of the runway centerline, approximately 1,000' from
the landing threshold.
ATP requires all landings to occur within the rst 1000' of the landing runway.
When ying a visual approach and landing in a C172, the (visual) aiming point
chosen by the pilot is often an earlier point on the runway than the AIM dened
"aiming point markings" to account for the are. This technique ensures that the
airplane touches down no farther than 1000' down the runway.
Pitch & Power
Pitch
Maintain a constant angle glidepath to the aiming point by making pitch
adjustments to keep the point stationary in the windshield. If the aiming point

16 • Landings
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.
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 trac, with periodic instrument checks.
Power
During a stabilized approach and landing, use power to control deviations from
the desired approach speed while maintaining a constant angle glidepath to
the aiming point. If the airspeed is fast, reduce power while maintaining the
constant angle glidepath. If the airspeed 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 and testing purposes, use the following approach speeds as a
reference plus the appropriate gust factor until landing is assured.
Flaps 0˚ to 20˚— 70 KIAS
Flaps 30˚ or greater — 65 KIAS (62 KIAS for short-eld landing)
TIP: For training purposes landing is considered assured when the
aircraft is lined up and will make the paved runway surface in the
current conguration without power.
Gust Factor
Slightly higher approach speeds should be used under turbulent or gusty wind
conditions. A good rule-of-thumb is to add ½ the gust factor to the normal
approach speed. For example, it the wind is reported 8 gusting to 18 knots, the
gust factor is 10 knots. Add ½ the gust factor, 5 knots in this example, to the
normal approach speed.

Landings • 17
Flap Setting
The C172 Operations Manual p. 4-32 states: “Normal landing approaches can be
made with power on or power o with any ap setting desired. Surface winds
and air turbulence are usually the primary factors in determining the most
comfortable approach speeds.”
Students must be able to determine the best ap conguration and approach
speed given the landing conditions.
Seat Position
Correctly positioning the seat exactly the same for each ight improves landing
performance and safety.
The fore-aft adjustment is correct when the heels are on the oor with the balls
of the feet on the rudder pedals, not on the brakes. The feet should be at a 45˚
angle from the oor 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 oor rather than keeping the leg suspended in the air or resting the
feet on the upper portion of the pedals.
The seat height should be adjusted so the pilot can see the curvature of the
cowling for the best sight picture during landing
TIP: Proper foot position helps prevent inadvertent brake
application during landings and ground operations.
VIDEO: For more information about proper landing technique,
watch "Land Like a Pro" available on the ATP Flight School iPad
app.
Flight School

18 • Landings
Trac Pattern Operations
Pattern Briengs should include:
• Flap Setting
• Type of Approach & Landing (Short-Field, Soft-Field, etc.)
• Final Approach Speed
• Aiming Point
• Touchdown Point
At TPA
• Reduce Power –
Maintain 85 KIAS
(Approx. 2000 RPM)
Established on Downwind
• "Before Landing Checklist"
• Pattern Brieng
300' Below TPA
• Turn Crosswind
Abeam Touchdown Point
• Resume Landing Prole
(following pages)
90°
45°
Vx, Vy Climb