Cessna 1978 Skyhawk 172N User manual

FAITHFUL GUARDIAN
TRAINING SUPPLEMENT
CESSNA 172N PA24 CESSNA 182

IMPORTANT NOTICE
RefertoPOH/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
andanymodificationsitmayhave.

Contents
SECTION 1 ...............................................................................................................................5
SECTION 2............................................................................................................................7
Aircraft Systems.........................7
COM AND NAV RADIO...............................................................................................10
SECTION 3 .............................................................................................................................12
Performance / Weight & Balance .............................................................................................12
SECTION 4 .............................................................................................................................15
Departure Procedures ...........................................................................................................15
SECTION 5 .......................................................................................................................19
Arrival Procedures.........................................................................................................19
SECTION 6 ......................................................................................................................38
In-Flight Maneuvers .............................................................................................................38
SECTION 7 ........................................................................................................................47
Oral Review ...................................................................................................................50

SECTION 1
CESSNA 172 N
Airworthiness and Registration certificates can be found on the forward lower
left interior cabin wall. Weight and balance information can be found in the
logbook.
PA24
Airworthiness and Registration certificates can be found in the baggage compartment.
Weight and balance information can be found in the logbook.

Inoperative Instruments & Equipment per FAR 91.213
FGA aircraft do not operate under the guidance of a minimum equipment list
(MEL). FGA aircraft operate in accordance with the following FAR 91.213 subpart.
Because this is onlyan 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 certificated and appropriately rated
under part 61 of this chapter, or by a person, who is certificated and appropriately
rated to perform maintenance on the aircraft, that the inoperative instrument or
equipment does not constitute a hazard to the aircraft.

SECTION 2
Aircraft Systems
Cessna 172N
Engine
The Cessna 172N models are equipped with a Lycoming, 4cylinder, normally
aspirated, carbureted , 320 cubic inch, horizontally opposed,air cooled, direct
drive O-320-H2AD engine. The N model produces 160 HP @ 2700 RPM, Ignition is
provided by2 magnetos on the back of engine which provide spark to 8 spark
plugs(2 per cylinder). The engine has an 6 quartoil sump. FGAminimum oil
quantityfor takeoff is 4 quarts.
Propeller
The engine drives a McCauley, 75inch 2 blade, all metal, fixed pitch propeller.
Vacuum System
An engine-driven vacuum system provides the suction necessary to operate the attitude
indicator and directional indicator. The system consists of a vacuum pump mounted on
the engine, a vacuum re- lief valve and vacuum air filter.
Landing Gear
The landing gear is a fixed, 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 flight,
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 bya spring-loaded steering bungee which
turns the nose up to 10° each side of center. Differential braking allows for up to
30° of steering either side of center.
Brakes
Brakes arehydraulically 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 applythe parking brake, set the brakes with
the rudder pedals, pullthe handle aft androtate it 90°down.
NOTE: The parkingbrake isnottobeusedintrainingorflightcheckswithFGA.

Flaps
The 172 has single slot type flaps driven electrically bya motor in the right wing.
A flap position selector on the instrument panel has detents at the 0°, 10°, 20°
30° and 40° 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 Airplane is equipped with astandard fuel system 21.5 gals capacityper side.
Three gallons unusable and a total capacity do 40 gals. The fuel system consists
of two vented fuel tanks(one in each wing), afour-position selector valve, fuel
strainer, manual primer, and carburetor.
Fuelflows by gravity from the two wing tanks to afour-position selectorvalve,
labeled BOTH, RIGHT, LEFT, and OFF. With the selector valve in either the
BOTH, LEFT, or RIGHT position, fuel flows through a strainer to the carburetor.
From the carburetor, mixed fuel and air flows to the cylinders through intake
manifold tubes. The manual primer draws its fuel from the fuel strainer and injects
it into the cylinder intake ports.
Fuel quantityis measured by two float-type fuel quantity transmitters (one in each
tank) and indicated bytwo electrically-operated fuel quantity indicators on the left
side of the instrument panel.
The fuel selector valve should be in the BOTH position for takeoff, climb, landing,
andmaneuvers that involve prolonged slips or skids. Operation from either LEFT
or RIGHT tank is reserved for cruisingflight.
Review the manual
Electrical System
The airplane is equipped with a 28 volt DC electricalsystem and a 24 volt lead-
acid battery. (N75754 IS 14 VOLTS 12 VOLTS BATT) 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 throughelectrical buses and circuit breakers. If
an electricalproblem arises, always check circuit breakers. “Essential” circuit
breakersshould 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 anynon-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 configuration located on
the left wing leading edge,a flashing beacon mounted on the top of the vertical
fin, and a strobe light on each wing tip.
Environmental
Cabin heat is provided byair ducted through the exhaust shroud and into the
cabin and is controlled by a knob on the instrument panel. Airflow is controlled
by a Cabin Air knob on the instrument panel and additionally byventilators 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.

Setting up the GPS for flight Cessna 172 N has a GNS 480 and a GNS 430W
both GPS areWAAS Capable GPS.
COM AND NAV RADIO
COMM Radio (COM)
•Press COM to activate COM mode
•Turn Large knob to change MHz
•Turn small knob to change kHz
•Press →to toggle activation of auto squelch
•Press MON to monitor Standy frequency
•Press RCL to recall Recent stored Frequencies.
•Turn the Large knob to select frequencies
•Press Emergency to insert Emergency frequency on standby
What Video Demonstration click here

Setting the GPS for Navigation and Training
•Press D button
•Select DB mode
•Turn small Knob to change letters
•Big knob to change space
•KFTY as your waypoint
•Select Direct
•Select Enter Key
•Adjust Range to 15 nm using Big knob
What Video Demonstration click here

SECTION 3
Performance / Weight & Balance
V-Speeds (KIAS) & Limitations for All Single Engine Airplanes
Speeds listed beloware in Knots Indicated Airspeed (KIAS).
City or Town
Cessna
172N
Cessna
182
PA24
Meaning
Vso
41
Stall speed
Landing
configuration
Vs
47
—
Stall speed TO
Configuration
Vx
59
—
Best Angle of
Climb
Vy
73
Best rate of
Climb
Vfe
85
Flaps
operating
speed
—
Va
97-80
Maneuvering
Speed
2300lbs-
1600lbs
Vno
128
Max
Structural
Cruise Speed
Vne
160
Never Exceed
Speed
Vlo
-
Landing Gear
Operation
Speed
Vle
-
Landing Gear
Extended
Speed
Max Xwind
15
Max Xwind
Max Tailwind
-
Max Tail
Wind
Vglide
65
Best Glide
Speed
Max Window Open Speed
160
Max Window
Operating
Speed

Sample Weight & Balance Problem
Complete the following sample weight and balance problem for an S model.
Conditions
Basic EmptyWeight.......................................................... 1,740.9 lbs.
(Remember to use actual aircraft BEW for flight check.)
Front Pilots............................................................................. 350 lbs.
RearPassengers ......................................................................... 50 lbs.
Baggage ..................................................................... 2 Bags @ 75lbs.
(May need to relocate some baggage to rear passenger seats.)
MaxRampWeight............................................................... 2,558 lbs.
Max Takeoff/Landing Weight................................................ 2,550 lbs.
Max BaggageWeight.............................................................. 120 lbs.
Max Usable Fuel ........................................................................ 53 gal.
Fuel Burn .................................................................................. 10 gal.
Weight × Arm = Moment
Basic Empty Weight 41.57
Front Pilots + 37.00 +
Rear Passengers + 73.00 +
Baggage 120 lbs. Max + 142.00 +
Zero Fuel Weight = CG =
CG = Moment /Weight
Usable Fuel + 48.00 +
Ramp Weight =
Taxi Fuel (2.65 Gal.) - 8 48.00 - 384
Takeoff Weight = CG =
CG = Moment /Weight
Fuel Burn - 48.00 -
Landing Weight = CG
CG = Moment /Weight
Performance & Limitations • 11

Calculate the Following
1. Zero Fuel Weight
2. Zero Fuel CG
3. Takeoff Weight
4. Takeoff CG
5. From comparing theTakeoff CG and ZeroFuel CG, which direction does
the CG move as fuel is burned off?
PlotZero FuelCG and Takeoff CG on the CG Envelope GraphBelow.
Answers: (1)2,290.9 lbs. (2)47.23 (3)2,550lbs. (4)47.30 (5) Forward
Formulas
•Weight × Arm = Moment
•Total Moment÷ Total Weight = CG
•Max RampWeight - ZeroFuel Weight = Usable FuelWeight
•FuelWeight ÷ 6 = FuelGallons
• 100 LL (Blue) Fuel Weighs 6 lbs./gal.; OilWeighs 7.5lbs./gal.
•3 Gallons of unusable fuel and oil at full capacity are Included in Basic
EmptyWeight
CG Envelope Graph
2600
2500
2400
2300
2200
2100
2000
1900
1800
1700
1600
1500
172R (2100)
Utility
Category
172R (2450)
Normal
Category
34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
CG Location
12 • Performance &Limitations

SECTION 4
Departure Procedures
Normal Takeoff (Flaps 0˚)
Do not delayon runway.
1. Line up on centerline positioning controls for wind
3. Increase throttle to 1700 RPM
4. Check engine gauges
6. Increase throttle to full power
7. “Airspeed Alive”
8. Start slowrotationat 55 KIAS
(Main gear should lift off at approx. 59 KIAS. 55 KIAS is V
R
, not V
LOF
)
9. Accelerate to 73 KIAS (VY)
10. “After Takeoff Checklist” out of1,000'AGL
Normal Takeoff Profile
Lined Up on Runway Centerline
• Check Gauges at 1700 RPM
• Full Throttle
“Airspeed Alive”
55KIAS “After Takeoff Checklist”
Approx. if departingtraffic pattern
60KIAS
Acceleratingto V Y
VRLift-Off
1,000' AGL

Short-Field Takeoff
1. Flaps 0°
2. Use all available runway
3. Hold brakes
4. Full throttle
5. Check engine gauges
6. At full power - release brakes
7. Rotate to climb at 59 KIAS over 50' obstacle
8. When clear of obstacle, accelerate VY
10. “After Takeoff Checklist” out of 1,000' AGL
Short-Field Takeoff Profile
Lined Up on Runway Centerline
• Use All Available Runway
• Hold Brakes
• Full Throttle
• Check Engine Gauges
• At Full Power-ReleaseBrakes
“Airspeed Alive”
“After Takeoff Checklist”
Clearofobstacle- if departing traffic pattern
accelerateto V
Y
Flaps 0˚
Rotatetoclimbat
59 KIAS
1,000' AGL

Soft-Field Takeoff
1. Flaps 10°
2. Roll onto runway with full aft yoke - minimum braking - do not
stop
3. Smoothly apply full power - check engine gauges
4. As nose lifts off, ease back pressure
(Nose wheel must remain off ground)
5. Lift off at lowest possible airspeed - remain in ground effect
6. In ground effect - accelerate to(VX) - beginclimb
7. Accelerateto (VY)
8. At safe altitude, retract flaps
9. “After Takeoff Checklist” out of 1,000' AGL
Soft-Field Takeoff Profile
Roll Onto Runway with Full Aft Yoke
• Flaps 10˚
• Minimum Braking -DoNotStop
• Smoothly Apply Full Power - Check Engine Gauges
Liftoffatlowest
possibleairspeed
“Airspeed Alive”
Remainin
groundeffect
Beginclimbat Vx
Accelerateto V Y
Retract flaps
atsafealtitude
“After Takeoff Checklist”
if departingtrafficpattern
1,000' AGL

EMERGENCY
Engine Failure Procedure
Engine Failure or Abnormality During Takeoff Roll
THROTTLES.................................................... CLOSE
STOP STRAIGHT AHEAD & AVOID OBSTACLES
Insufficient Runway for Complete Stop
MIXTURE.......................................................CUTOFF
FUEL SHUTOFF VALVE....................................... OFF
BATTERY MASTER.............................................. OFF
IGNITION SWITCH ............................................... OFF
AVOID OBSTACLES
Engine Failure Immediately After Takeoff
MAINTAIN AIRCRAFT CONTROL
LAND ON REMAINING RUNWAY OR
WITHIN 30˚ OF CENTERLINE. AVOID OBSTACLES.
DO NOT ATTEMPT 180˚ TURN.
AIRSPEED ... LOWER NOSE& PITCH FOR BEST GLIDE
FLAPS............................................................ AS REQ
POWER...............................................AS AVAILABLE
TIME PERMITTING...... DECLARE AN EMERGENCY
FUEL SHUTOFF VALVE.................. PULL OUT / OFF
IGNITION SWITCH ............................................... OFF
FLAPS.................................. (40˚ Recommended) AS REQ
MASTER SWITCH................................................ OFF
DOORS.......................................................UNLATCH
Engine Failure During Flight
AIRSPEED .............................................. BEST GLIDE
NOTE WIND DIRECTION & SPEED
PICK & FLY TOWARDS LANDING SITE
FLAPS.....................................................................UP
MIXTURE............................................................ RICH
FUEL SELECTOR VALVE ..................................BOTH
FUEL SHUTOFF VALVE...................... PUSH IN / ON
AUX FUEL PUMP SWITCH ................................... ON
MAGNETOS............................................. CHECK ALL
If Prop Not Windmilling
IGNITION SWITCH .......................................... START
MAGNETOS............................................. CHECK ALL
16 • Departure Procedures

SECTION 5
Arrival Procedures
Cessna 172 Landing Criteria
• Plan and brief each landing carefully.
• Enter the traffic pattern at TPA trimmed for 90 KIAS in level flight.
(Landing profiles depend on this.)
• Maintain a constant angle glidepath.
• Whenever possible, flythe 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.
• Maintain final approach speed until roundout (flare) 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 first 1,000’ 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. When planning an approach and
landing, decide on the type of approach and landing (visual or instrument,
short-field, soft-field, etc.). Decide on the flap setting, the final approach speed,
the aiming point, and where the airplane will touch down on the runway
surface.

Approach Briefing - Verbalize the Plan
During the Approach Checklist, conduct an approach briefing. This organizes
the plan and ensures effective communication between pilots. The briefing
should be specific to each approach and landing, but presented in a standard
format that makes sense to other pilots and instructors.
Planning considerations:
• 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
• Aiming Point
• Touchdown Point
Example VFR Briefing
Review the flap setting, aiming point, and touchdown point when established
on downwind.
"This will be a normal landing. Aiming at the 3rd stripe before the 1,000'
markings, touching down on the 1,000' markings.
This solidifies the plan between the student and instructor while visually
indenting the aiming and touchdown points.
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
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 final descent airspeed and configuration (FAA-H-8083-
3A, p.8-7).
A stabilized approach is required during visual and instrument approaches in all
FGAairplanes. The airplane must be stabilizedby:
• 1,000’ AGL for an ILS Approach
• Descending from MDAfora Non-Precision Approach
• 500’ AGL for a Visual Approach