Obtaining Private Pilot License on Cessna 172S

My Entry into Aviation

Preflight Preparation

• Cross wind calculation
• Given wind 230@10knots
• Wind direction - runway heading
• Decomposition the wind speed into headwind/tailwind + crosswind component.

Walk Around

CYXX Procedure Chart

Checklist

• PRE TAXI CHECK
• When setting the radio
• Com1 121.8 (Ground), 119.4 (Tower)
• Com2 119.8 (ATIS), 121.5 (Emergency)
• Alternate Static — Check remember to pull out and check VSI
• CYXX don’t do radio call during pre taxi check

• TAXI CHECK (this can be down during taxing to the run-up area)
• Flight controls — WIND INPUTS



• Use the ATIS wind direction
• Elevator neutral, control column towards the wind direction if the wind is coming from forward direction
• Elevator down, control column align the wind direction if the wind is coming from backward direction
• Flight Instruments
• R turn, attitude indicator, altimeter, VSI steady, compass, heading indicator swing, T/C wing right, ball left
• L turn, attitude indicator, altimeter, VSI steady, compass, heading indicator swing, T/C wing left, ball right

• ENGINE RUN-UP CHECK (remember to move the head towards the wind direction)
• Throttle (Slowly) TO IDLE: here remember to check the RPM is above between 525 - 625?

• LINE UP CHECK
• Lights — AS REQUIRED: turn on landing and strobe.
• Remember to look at the final leg and do radio if there is no traffic.

Basic Manenvers

Straight & Level

• Reduce power setting and apply appropriate rudder

• Apply sufficient back pressure

• Trim

• Advance the throttle smoothly and apply approperiate rudder

• Apply sufficient forward pressure

• Trim

Climbing

• Best rate

• Best angle

• Normal

• En route

• Attitude pitch up

• Power full

• Trim

• Attitude to cruise

• Power back to cruise

• Trim

Descending

• Reduce power & left rudder

• Allow the airspeed to drop to desired airspeed and desired rate of descent

• Attitude pitch down

• Trim

• Advance power & right rudder

• Attitude pitch back to cruise

• Trim

Turns

• Enter
• Make sure S&L
• Look around “clear left / clear right”
• Roll the wings to the desired bank attitude
• Apply appropriate rudder pressure to control any tendency for the aircraft to yaw

• Exit
• Look around
• Roll the wings level
• Appropriate rudder pressure

Procedure

• Enter
• Lookout LRFB (360)
• Roll the wings & appropriate rudder in the same direction
• When reaches 30 bank angle, pull back and power add 100rpm
• Maintain at 45 to complete the 360 turn

• Exit
• Look around
• Wings level & rudder
• Make sure cruising attitude
• Resume power (-100rpm)

Flight for Range and Endurance

• Optimize for Lift/Drag ratio

• Optimize for minimum power

• Reduce power

• Wait until the airspeed drops to the desired speed

• Lean mixture

Upper Airwork

HASEL check

• Height: recover by 2000 feet

• Area: non-populated / non-buildup area

• Safety: seat, seatbelt secured, copilot also secured

• Engine:
• Magneto / Ignition on both
• Master switch on
• Circuit breakers in
• Mixture rich
• Emergency fuel cut off in
• Fuel tank on both

• Lookout:
• 180 turn or 2 90 turn (S turn)

Slow Flight

• Enter
• Power 1500 rpm & left rudder
• Nose up, reduce speed to 55knots
• After the speed is reduced under max endurance speed (60?)
• Add power to 1800 rpm to maintain altitude

• Recognize
• low airspeed, high power setting, say “slow flight”

• Maintain
• S&L(heading, attitude)
• maintain airspeed, altitude

• Exit / Recovery
• Power full & right rudder
• Nose down (to horizon is enough! don’t overdo it)
• When speed is back to cruise, resume to cruising setting

• Enter
• Power 1500 rpm & left rudder
• Nose up, start to reduce speed
• Enter white arc range, flaps down (full)
• Hear the stall horn, power to 1800 rpm (maintain a steady stall horn)

• Recognize
• low airspeed, high power setting, say “slow flight”

• Maintain
• S&L(heading, attitude)
• maintain airspeed, altitude
• Note once enter into slow flight, it is ok to adjust power to maintain altitude and add power for turning etc.

• Exit / Recovery
• Power full & right rudder
• Nose down (to horizon)
• Flaps 30 - 20, nose up slightly
• Positive & Positive
• Positive vertical speed
• Positive altitude
• Flaps 20 - 10, nose up slightly
• Flaps 10 - 0, nose up slightly
• When speed is back to cruise, resume to cruising setting

Stalls

• Enter
• Power to idle & left rudder
• Nose up, control column keep back pressure
• Reduce speed until stalled

• Recognize
• Altitude drop, Nose drop, Wing drop
• Do not use control column (aileron is useless under stall situation)
• Apply opposite rudder

• Exit / Recovery
• Nose down (immediately reduce the angle of attack, in stall situation, nose will drop automatically so sometime you might need to hold the control column)
• Power full & right rudder (smoothly)
• When speed is back to cruise, resume to cruising setting

• Enter
• Power to 1500 & left rudder
• Nose up (pointing to horizon is enough)
• Enter white arc range, flaps down (full)
• Flaps down, gently press nose down to keep at horizon
• Hear the stall horn and stalled

• Recognize
• Altitude drop, Nose drop, Wing drop (more likely to happen if with no rudder control)
• Do not use control column (aileron is useless under stall situation)
• Apply opposite rudder

• Exit / Recovery
• Nose down (immediately reduce the angle of attack, in stall situation, nose will drop automatically so sometime you might need to hold the control column)
• Power full & right rudder (smoothly)
• Nose to horizon, Retract flaps

Spinning

• Enter
• Power to 1500 & left rudder
• Nose up (pointing to horizon is enough)
• Hear the stall horn and stalled
• Full rudder (one direction) to aggravate the rotation

• Exit/Recovery
• Power idle, ailerons neutral position
• Full opposite rudder to stop the rotation
• Positive control column to break the stall (forward)
• Neutralize rudder once the rotation stops, and recover smoothly from the resulting dive
• Back to cruise

• Aircraft loading
• Distribution (?)
• Centre of Gravity (?)
• Weight (increase inertia, extend recovery)

• Altitude (higher altitude will lengthen recoveries)

• Power (result in increased airspeed and height loss during the dive recovery)

• Flaps (extended flaps)
• Prolong the spin
• Reduce the effectiveness of the rudder
• Might incur damage form high speed or high loading during recovery from the dive

• Rigging (?)

Spiral

• Recognize
• Airspeed increasing rapidly
• Altitude drop
• “Say Spiral”

• Exit/Recovery
• Power idle
• Wings level
• Ease out of the dive
• Back to cruise

Slipping

• Increase the rate of descent without increasing airspeed

• Counteract the effect of drift when landing in a cross-wind (side-slip)

• Forward slip
• Enter power off glide 68
• Feel the wind
• Bank to the wind
• Opposite rudder

• Side-slip (counteract the effect of drift)

• Slipping turn (same as forward slip but in a turn)

• Enter
• Bank
• Full opposite rudder

• Exit
• Wings level
• Neutralize rudder

Take-off

• Power full & right rudder

• Gauges green
• Oil temp & pressure
• Vacuum Gauge (link)

• Airspeed alive

• Nose up at 55knots

• Wing Flaps -- 10°.

• Brakes -- APPLY.

• Throttle -- FULL OPEN.

• Mixture -- RICH (above 3000 feet, LEAN to obtain maximum RPM).

• Brakes -- RELEASE.

• Elevator Control -- SLIGHTLY TAIL LOW.

• Rotate at 51 knots

• Climb Speed -- 56 KIAS (until all obstacles are cleared).

• Wing Flaps -- RETRACT slowly after reaching 60 KIAS.

• 10 flaps

• Control column full back (no brakes)

• Power gradually to full

• Nose wheel up hold (adjust to maintain nose wheel up)

• After lift off, adjust to cruise attitude and accelerate to 70kts

• Maintain Vy, retract flaps at 400 feet (200 AGL)

Approach and Landing

• Approach
• Last 500 feet (152 metres) should be straight
• Aim at the runway number (for now)
• Airspeed 65knots

• Landing (beginner landing)
• Pull 1: At approximately 15 to 30 feet above the ground, power idle, flare/round-out
• Put the nose to horizon (1 metre)
• Pull 2: Attempting to hold same altitude by increasing angle as speed is lost (feel the sink)
• Pull 3: Final pull before touching the runway, make sure the main landing gear touches first followed immediately after the nose wheel.

• Landing (intermedia landing)
• Gradually power idle and gradually flare
• Natural attitude when over the aim point
• Depends on you height, second pull steadily and allow gliding sink down
• Final pull to glide down and touch down
• After the touch down, do not release control column, the nose wheel will touch down itself.
• Retract flaps only after the aircraft is stabilized, and gently release control column but consider wind input.

• Airspeed -- 65-75 KIAS (flaps UP).

• Wing Flaps -- FULL DOWN (30°).

• Airspeed -- 61 KIAS (until flare).

• Power -- REDUCE to idle after clearing obstacle.

• Touchdown -- MAIN WHEELS FIRST.

• Wing Flaps -- RETRACT.

• Brakes--APPLY HEAVILY. Can pull control column to increase friction

• Normal approach

• Power idle and flare

• When feel the sink add back some power to maintain nose up (1100-1300rpm)

• After touch down, power idle

• Adjust control column to maintain nose up (control column full back)

• The nose wheel will touch down eventually

• Remember to retract the flaps

The Circuit

• Upwind
• Take off
• 80knots climb to 700ft (500ft above ground)
• Climbing turn 90 degree

• Cross-wind
• 80knots climb to 1200 ft (1000ft above ground)
• Level off, cruise setting
• Climbing turn 90 degree

• Downwind
• L check
• Magneto/ignition switch
• Master switch
• Landing light on
• Circuit breakers
• Mixture rich
• Emergency fuel cut off in
• Fuel tank on both
• Radio
• Abbotsford tower, FAQA, on downwind, requesting for touch and go (need to confirm)
• When in parallel with the runway number (90 degree), reduce power to 1600 - 1700rpm, flap to 10 degree (do not start descending on downwind)
• Descending turn 90 degree (when looking at the runway number, 45 view angle)

• Base
• 70knots descending to 700 ft, flaps to 20
• Descending turn 90 degree

• Final
• 65knots, flaps to 30
• Entering landing procedure

• Reference landmark

• Reference heading

• Reference the runway

• Turns should be <20 degrees

• Do not retract flap immediately after touch down

• Hold control column, the nose wheel will drop automatically

Emergency Landing Procedure

• Precision 180
• Start on downwind
• Start 180 turn towards the runway
• Speed maintain at 68
• If too high
• Use flaps
• Use forward slide
• If still top high we can extend the base leg
• If too low
• Cut corners, fly straight to the runway

• Flapless Landing
• Since there is no flap, the nose position will be higher than normal landing if the speed is maintained at 65

• If engine failure after take off below circuit altitude
• Close the throttle and land straight ahead

• Communication failure
• Check radio volume and headphone plug
• Call tower (you can find the tower emergency number in CFS)
• If ^ not working, set transponder to squawk 7600
• Perform a normal circuit to land with full stop. (note be aware of the traffic)
• While landing pay attention to tower light
• Only land if tower light is green
• Overshoot and continue normal circuit if tower light is red

Forced Landing

Precaution Landing

• High pass 1000 ft and use COWLS (Civilization, Obstacle, Wind, Length, Surface (light green)) to select field
• Say: I have observed the field, it looks good for a lower pass observation

• Descending to 500 and enter 65knots slow flight before low pass. Put 20 flaps, power to 1800 maintain altitude

• Start counting and measuring the field length
• Say: I have observed the field, and the field is solid, light green, free of rocks, bumps etc.

• Overshoot and climb back to 1000ft
• Passenger briefing (final downwind) 126.7 Pacific radio

• Start the normal approach and landing

Navigation

Flight Plan (FPL)

• Weather

• Notam

• CFS
• Radio
• Arrival, departure procedure

• Airdrome chart (taxi map)

• File flight plan
• Call Kamloops FIC (866) 541 - 4101
ICAO Flight Plan.pdf
41.9KB

Diversion

• Circle (destination), circle (set heading point SHP), line (draw a line in between)

• Heading (pen align with the line and estimate), distance (use pen to estimate with the map), time (assuming cruising speed is 100nm/hr, estimated time = (distance / 100) * 60mins or distance * ~1/2, or distance * 2/3 if speed is 90nm/hr)\

• Fuel 10gallon/hr

• obstacles (mountain, bridge, tower etc.)

• Communicate
• Talk to current radio (e.g. harrison / summas / control zone tower)
• Talk to passenger, we have a flight plan change blah, I will inform pacific radio

• Cruise check (trim, mixture, heading)

• Question: do I need to say ete before reaching the SHP?

Instrument Flying

• Straight & Level
• Attitude Indicator ↔ Heading Indicator
• Attitude Indicator ↔ altimeter

• Turn
• Attitude Indicator ↔ Turn coordinator
• Attitude Indicator ↔ altimeter

• Straight Climb & Descent
• Attitude Indicator ↔ Airspeed Indicator
• Attitude Indicator ↔ Heading Indicator

• Turning Climb & Descent
• Attitude Indicator ↔ Turn coordinator
• Attitude Indicator ↔ Airspeed Indicator

• while turning, it is also important to pay attention to the current heading and target heading

• while climb & descent, it is also important to pay attention to the current attitude and the target attitude

• ^ scanned less frequently, but still need to pay attention so we don’t miss the target

• Tune the receiver to the frequency, and identify the station by listening to the morse code

• Tune to find center line and flag is TO

• Turn and fly the top heading

• Intercept in bound to the station
• Set the radial number on the OBS to bottom
• Look at the CDI and add/subtract 90 degree
• Set the heading and fly that heading until the CDI is almost coming back to the center (2 units)
• Turn to the inbound heading

• Intercept out bound from the station
• Set the radial number on the OBS to top
• Look at the CDI and add/subtract 90 degree
• Set the heading and fly that heading until the CDI is almost coming back to the center (2 units)
• Turn to the inbound heading

Radio

• Standby

• Line up (line up means runway center line)

• Hold short (means holding outside the runway)

• If I see traffic, i say CAU, with traffic

• If I am looking for traffic, I say CAU, looking for traffic

• If can't locate any traffic, I say CAU, negative traffic

• If found the traffic, can say with traffic

• Possible pull up means possible overshoot

• If I am on downwind, and for some reason I didn't have time to do radio, just flight straight & level

• To confirm something:
• Tower, FAQA, on blah, confirm [the info you want to confirm
 

• Position report CAU: Harrison traffic, (A/C Type) C172, (Registration/Call Sign) FCAU, (Current position and altitude) 2500 over Clayburn, (Intentions) North-east bound towards the farmers fields north of Sumas Mountain, lower air works

• Starting the descent for forced landing CAU: Harrison traffic, ……, (Intentions) Descending for simulated forced approach over the farmers fields north of Sumas Mountain, over shooting W/E bound.

• Starting the overshoot and climbing back up CAU: Harrison traffic, ……, currently at 500 west bound, (Intentions) climbing to 2500 followed by an east bound turn then descent for another simulated forced approach

• Leaving the practice area Optional position report CAU: Harrison traffic, ……, (Current position and altitude) 2500 over Hazic lake, (Intentions) South bound for CYXX, leaving the zone, switching.

• All passengers, please be aware, we have an engine failure on board.

• We will be conducting a forced landing into the farmers’ fields’ north of Sumas Mountain.

• Please remain calm, don’t panic, I am trained to do this. Keep your seat belts fastened and unlatch the doors before touch down. I will meet you around the airplane after touching down.

• Listen to 122.97 for the weather and decide the runway

• 122.70 Chilliwack traffic, C172 FAQA, 2500 over (Yarrow/Vedder/south of Sardis/Chilliwack), inbound for the circuit

• Check the wind sock to double check for the runway

• Chilliwack traffic, C172, FAQA, 1500 over Sardis or south of the airport, northbound crossing midfield

• Teardrop 180 turn (initiate with right 30 degree heading)

• Chilliwack traffic, C172 FAQA, 1500 over Chilliwack City, descending to 1000, followed by southbound crossing midfield

• Chilliwack traffic, C172 FAQA, 1000 north of the airport, southbound crossing midfield, joining left downwind of runway 25

• L check

• Chilliwack traffic, C172 FAQA, on left downwind of runway 25, touch and go, remain in the circuit / westbound departure

• Leaving the circuit / stay in the circuit

• Climb to circuit altitude (1000ft) before turning

• Chilliwack traffic, C172 FAQA, at [ ft] south of Chilliwack mountain, south west bound for abbotsford

• Switch from 122.70 → 122.77

• Listen to ATIS 119.8

• Switch to the freq specified in the ATIS

• Radio wake up call followed by requesting for a full stop

Frequent Land Marks

• Mission Bridge

• Misson City

• Hazic lake

• Dewdney

• Deroche

• Stave lake dam

• Stave lake

• Emmy

• Rocky

Flight Test

• When lining up, maps out, give an eta

• Climb check at 1000’ AGL
• Airspeed 70-85
• Throttle full
• Mixture rich, lean for max RPM above 3000’
• Landing light off

• Cruise check
• Cruising attitude, cruise power
• Trim
• Lean mixture
• Engine gages check
• Align heading indicator with compass

• Reach SHP or Checkpoint 6Ts
• Twist, Turn, Time, Track, Throttle, Talk