Table of Contents - Lanier Flight Center · Lanier Flight Center – Private Pilot Maneuvers Section:.....1 Flight Standards Manual Page:.....1 of 51 Cessna 172SP Date:.....3/31/2009

Lanier Flight Center – Private Pilot Maneuvers Section:..................... 1 Flight Standards Manual Page:............ 1 of 51 Cessna 172SP Date:....... 3/31/2009

For Training Purposes Only © 2009 Lanier Flight Center

Table of Contents Section 1 Table of Contents …….……………………..……..…..….1

Section 2 Pilot References .............................................................3

Gainesville Airport Diagram, KGVL ...............................................4

Takeoff / Climb Abort Plan.............................................................5

Section 3 Normal Procedures ........................................................7

Normal Takeoff ..............................................................................8

Short Field Takeoff ........................................................................9

Soft Field Takeoff.........................................................................10

Clearing Turns .............................................................................11

Maneuvering During Slow Flight..................................................12

Maneuvering During Slow Flight - Diagram.................................13

Approach to Landing / Power-Off Stall ........................................14

Approach to Landing / Power-Off Stall - Diagram .......................15

Departure / Power-On Stalls........................................................16

Departure / Power-On Stalls - Diagram.......................................17

Steep Turns .................................................................................18

Steep Turns - Diagram ................................................................19

Rectangular Courses ...................................................................20

Rectangular Courses - Diagram ..................................................21

S-Turns ........................................................................................22

S-Turns - Diagram .......................................................................23

Turns Around a Point...................................................................24

Turns Around a Point - Diagram..................................................25

Normal Landing ...........................................................................26

Normal Landing ...........................................................................27

Normal Landing Aircraft Configuration - Diagram .......................29

Shortfield Landing........................................................................30

Shortfield Landing........................................................................31

Short Field Landing Aircraft Configuration - Diagram..................33

Soft Field Landing........................................................................34

Soft Field Landing Aircraft Configuration - Diagram....................37



Balked Landing / Go-Around .......................................................38

Section 4 Miscellaneous Information..........................................39

Uncontrolled Field Radio Call-Outs - Diagram ............................40

VFR Arrivals at Non-Towered Airports ........................................41

VFR Arrivals at Towered Airports ................................................43

How to Obtain A Good Weather Briefing.....................................45

Take off Data Card ......................................................................47

Section 5 Cessna 172SP...............................................................50

C172S V Speeds .........................................................................50

GVL Radio Frequencies ..............................................................50

Notes............................................................................................51



Section 2 Pilot References



Gainesville Airport Diagram, KGVL

CTAF..................123.075 ATL Center ........134.8 ATL Approach…132.47 RCO ...................122.55 LOC Rwy 05.......110.55 FKV ....................365

ASOS .................126.475

5500' x 100'



Takeoff / Climb Abort Plan

• If aborting on the runway:

1. Close throttle

2. Stop aircraft straight ahead.

• If airborne but sufficient runway remains for landing:

1. Pitch forward and perform a normal landing

2. Close throttle

3. Stop aircraft straight ahead.

• If insufficient runway remains and the aircraft is below 1000 feet above the ground

1. Establish a glide at 68 KIAS

2. Choose a landing point within 60° left or right of the aircrafts heading.

• If more than 1000* feet above the ground:

1. Establish a glide at 68 KIAS

2. Consider turn back towards the airport for a normal landing as an option.

3. Do not exceed 30° bank angle. Exceeding a 30° bank angle may result in a rapid loss of altitude and control may result.

*At Gainesville, 1000 feet AGL is approximately 2,300 feet MSL.



This Page Intentionally Blank



Section 3 Normal Procedures



Normal Takeoff Objective:

To develop proficiency in conducting takeoffs under normal situations

Normal Takeoff:

1. Complete Before Takeoff checklist and Abort briefing

2. Select Flaps 10 ° (recommended by Cessna).

3. Taxi the aircraft into position, centered on the runway, as close to the approach end as possible.

4. Smoothly and positively apply full power.

5. Check engine instruments ( Engine approximately 2300-2400 RPM, all other engine instruments in the green. Fuel Flow gauge will indicate above normal green range )

6. At 55 KIAS, apply backpressure and establish 74 KIAS (Vy) climb attitude.

7. Above 1000 feet AGL establish a cruise climb of 80 to 90 KIAS.

8. Complete the Climb checklist when above pattern altitude.

Completion Standards:

• Maintains positive directional control on the runway center, adjusts aileron deflection during acceleration, as necessary.

• Rotates at recommended airspeed and accelerates to Vy +10 -5kts during the climb.

• Completes the prescribed checklist.



Short Field Takeoff Objective:

To develop proficiency in conducting takeoffs under short field situations

Short Field Takeoff:

1. Complete Before Takeoff checklist and Abort briefing

2. Flaps set to 10°

3. Taxi the aircraft into position, centered on the runway, as close to the approach end as possible.

4. Hold the brakes, preventing any movement of the aircraft.

5. Advance the throttle smoothly and evenly.

6. Check engine instruments ( Engine approx. 2300-2400 RPM, all other engine instruments in the green. )

7. Release the brakes, allowing the aircraft to accelerate as quickly as possible.

8. Rotate at 51 KIAS and establish a 56 KIAS climb attitude.

9. Maintain 56 KIAS until clear of obstacles.

10. After clearing obstacles, establish a Vx or Vy pitch attitude as appropriate.

11. Retract flaps (positive rate of climb; above 60 KTS)

12. Climb out at Vy (74 KIAS).

13. Establish cruise climb when clear of obstacles.



• Maintains positive directional control on the runway center, adjust aileron deflection during acceleration, as necessary.

• Rotates at recommended airspeed and accelerates to Vx, +10 / -5kts during the climb.


Lanier Flight Center – Private Pilot Maneuvers Section:..................... 3 Flight Standards Manual Page:.......... 10 of 51 Cessna 172SP Date:....... 3/31/2009


Soft Field Takeoff Objective:

To quickly get the aircraft airborne to eliminate the effects of grass and soft soil on the takeoff performance of the aircraft

Soft Field Takeoff:

1. Complete Before Takeoff and Takeoff Checklists prior to taxiing onto the soft field

2. Set flaps 10°

3. Pull control wheel all the way back and taxi onto runway for takeoff. NEVER STOP ON A SOFT FIELD. The aircraft could sink into the soft soil and get stuck.

4. Line up with the centerline and slowly advance power.

5. As the nose wheel rises, release just enough backpressure to keep the tail from dragging on the ground.

6. As the main wheels leave the ground, lower the nose and remain in ground effect while accelerating to Vx then establish a Vy climb attitude.

7. Retract flaps (pos. rate/ above 60 KIAS), climb out at Vy (74 KIAS).

8. Above 1000 feet AGL establish a cruise climb of 80 to 90 KIAS.



• Maintains positive directional control on the runway center, adjust aileron deflection during acceleration, as necessary.

• Lifts off at the lowest possible airspeed and remains in ground effect while accelerating to Vx or Vy.

• Maintains desired Vy climb speed +10/ -5kts during the climb.




Clearing Turns Objective:

To ensure there are no aircraft in your immediate area that would pose a collision hazard during the maneuver.

Clearing Turns:

1. Select an altitude that will allow all maneuvers to be completed no lower than 1500 AGL. Ground reference maneuvers are the only exception. They should be performed at 1000 feet above the ground.

2. Complete Pre-Maneuver Checklist

a. Fuel Selector ..............................Both

b. Fuel Shutoff Valve ......................On (Pushed In)

c. Mixture........................................As Required

d. Throttle .......................................As Required

e. Landing Light & Strobes.............On

3. Establish a cardinal heading North, South, East or West

4. Enter a 30° banked turn. Turn left 90° LOOK FOR TRAFFIC

5. Enter a 30° banked turn. Turn right 90° and return to your original cardinal heading LOOK FOR TRAFFIC

6. Stabilize and configure aircraft for maneuver

It is expected that aircraft trim will be used as required for all phases of flight.


Aircraft not in danger of collision with either ground or airborne obstructions



Maneuvering During Slow Flight Objective:

Establishes and maintains an airspeed at which any further increase in angle of attack, increase in load factor, or reduction in power, would result in an immediate stall. This is also known as Slow Flight at Minimum Controllable Airspeed.

Maneuvering During Slow Flight:

1. Complete Pre-Maneuver Checklist and Clearing Turns

2. Decrease power to 1500 RPM.

3. Below 110 KIAS set flaps to 10°

4. Apply backpressure to maintain altitude

5. As airspeed decreases below 85 KIAS select 30° flaps

6. When stall horn sounds increase power to approximately 1900 RPM to maintain altitude. ( 1900 RPM is approximate and will need to be adjusted to control altitude )

7. Use pitch attitude to control airspeed at MCA ( Stall horn should stay on continuously – Approx 40 KIAS )

8. Maintain coordination ( Use lots of right rudder )

9. Perform any requested maneuvers (i.e. turns), requires increased power for increased bank angles. ( Add 100 to 200 RPM when entering a turn depending on bank angle )

10. Recover - Full Power, Nose to the horizon

11. While coordinating power, pitch, and rudder to maintain altitude; slowly retract the flaps 10°at a time


• Altitude ± 100 feet

• Airspeed +10 -0 KIAS

• Heading ± 10°

• During maneuvers:

• Angle of bank not to exceed 30° in level flight (+0° -10°)

• Angle of bank not to exceed 20° in climbing or descending flight (+0° -10°)



Maneuvering During Slow Flight - Diagram



Approach to Landing / Power-Off Stall Objective:

To stall the airplane without power in the landing configuration, then recover with a minimum loss of altitude.

Approach to Landing Stall:


2. Decrease power to 1500 RPM.

3. Below 110 KIAS set flaps to 10°

4. Apply backpressure to maintain altitude

5. As airspeed decreases below 85 KIAS select 30° flaps

6. Establish a stabilized descent at 65 KIAS

7. Slowly and smoothly apply backpressure and reduce power to idle to transition from an approach attitude to a slightly nose high attitude that will induce a stall.

8. Recognize and announce the first aerodynamic indications of an oncoming stall ( For example; buffeting or decay of control effectiveness )

9. Recognize and announce full stall ( Nose breaks through horizon )

10. Recover from stall

a. Simultaneously:

i. Apply Full Power.

ii. Relax backpressure. ( Place nose at or slightly above the horizon )

iii. Level wings (using rudder; avoid aileron)

iv. Flaps to 20°

b. Establish a climb and retract flaps according to the following schedule:

i. Establish positive climb rate and set flaps to 10°

ii. With a positive rate of climb, set flaps to 0° and climb at Vy



Approach to Landing / Power-Off Stall - Diagram


• Heading ± 10°

• Maintain coordination at all times

• Transition smoothly from stabilized approach attitude to a pitch attitude that will induce a stall

• Recover promptly after stall occurs by simultaneously decreasing pitch attitude, applying power and leveling wings to return to straight and level flight with a minimum loss of altitude.



Departure / Power-On Stalls Objective:

Stall the aircraft with full power, in the takeoff configuration, and then recover with a minimum loss of altitude

Departure / Power-On Stalls:


2. Decrease power to approximately 1200 RPM.

3. Apply backpressure to maintain altitude and slow aircraft.

4. Slow aircraft to 55 KIAS (rotate speed).

5. At 55 KIAS smoothly apply maximum power while raising the nose to an attitude that will induce a stall and apply generous amounts of right rudder to maintain coordinated flight.

6. Recognize and announce the first aerodynamic indications of an oncoming stall ( For example; buffeting or decay of control effectiveness )

7. Recognize and announce full stall ( Nose breaks through horizon )

8. Recover from stall

a. Simultaneously:

i. Apply or verify Full Power.

ii. Relax backpressure. ( Place nose at or slightly above the horizon )

iii. Level wings (using rudder; avoid aileron).

b. Establish positive climb rate Vx,62 KIAS.

c. When all obstacles are cleared, lower nose and continue climb at Vy,, 74 KIAS.



Departure / Power-On Stalls - Diagram Completion Standards:

• Heading ± 10°


• Maintain specified bank (not to exceed 20°) +0° -10°

• Recover promptly after stall occurs by simultaneously decreasing pitch attitude and leveling wings to return to strait and level flight with a minimum loss of altitude.



Steep Turns Objective:

Turn 360° in a steep (greater than 45°) bank, maintaining constant altitude and airspeed

1. Complete Pre-Maneuver Checklist

2. Clearing Turns

3. Decrease power to 2100 – 2200 RPM

4. Establish recommended airspeed 95 knots

5. Establish a cardinal heading North, South, East or West.

6. From straight-and-level flight, smoothly coordinate aileron and rudder to roll into a 45° banked turn.

7. Add power as needed to maintain desired airspeed

8. Exert back pressure on the yoke to maintain altitude

9. Divide attention between outside and inside

10. Use the relative position of the horizon on the cowling to maintain altitude and bank angle

11. Reference altimeter and directional gyro to maintain altitude and plan rollout. (Begin rollout about 25° before desired heading )

12. During rollout release back pressure and reduce power in order to avoid climbing

13. Repeat turn in the opposite direction



• Airspeed ± 10 KIAS

• Bank 45° ± 5°




Steep Turns - Diagram



Rectangular Courses Objective:

To fly a ground track equidistant from all sides of a selected rectangular area on the ground, accounting for wind effects and maintaining a constant altitude and airspeed.

Rectangular Courses


2. Set power to approximately 2200 RPM to yield 95 to 100 KIAS

3. Enter the maneuver on a 45° downwind leg, 1000 feet above the ground.

4. Maintain distance from boundary throughout all legs

a. Steepest turn for fastest groundspeed

b. Shallowest turn for slowest groundspeed

5. Exit at point of entry at the same altitude and airspeed at which the maneuver was started, and reverse course



• Maintain Bank angle ± 5°

• Maintain rollout heading ± 10°


• Maneuver to be performed 800’ to 1000’ AGL



Rectangular Courses - Diagram



S-Turns Objective:

To develop the pilot's ability to compensate for drift during turns, orient the flight path with ground references, and divide the pilot's attention.

S-Turns:


2. Note Wind Direction

3. Set power to approximately 2200 RPM to yield 95 to 100 KIAS

4. Enter maneuver at 1000 feet AGL.

5. Cross the road or line feature wings-level (and perpendicular to the line feature)

a. Begin turn to maintain an equal distance radius turn and cross road or reference line perpendicular and wings level then turn in opposite direction.

6. Varying bank angle as ground speed changes

a. Slowest ground speed, shallowest bank angle

b. Highest ground speed, steepest bank angle.

7. Maintain coordination throughout the maneuver

8. Exit the maneuver at the same altitude and airspeed at which the maneuver was started





• Apply adequate wind-drift correction to track a constant-radius half circle on each side of the selected reference line.




S-Turns - Diagram



Turns Around a Point Objective:

Fly two or more complete circles of uniform distance from a ground reference point by varying bank angle to account for wind effects while maintaining constant altitude and airspeed.

Turns Around a Point:


2. Set power to approximately 2200 RPM to yield 95-100 KIAS

3. Enter maneuver at 1000 feet AGL.

4. Keep equal distance from selected point by varying the bank angle for the changing ground speed.

a. Highest ground speed, steepest bank angle

b. Slowest ground speed, shallowest bank angle

5. Maintain coordination throughout the maneuver

6. Exit at point-of-entry at the same altitude and airspeed at which the maneuver was started





• Apply adequate wind-drift correction to track a constant-radius circle.


• Divides attention inside and outside of aircraft



Turns Around a Point - Diagram



Normal Landing Objective:

To exhibits knowledge of the elements related to a normal and crosswind approach and landing. These elements include wind conditions, landing surfaces, obstructions, and selecting suitable touchdown points.

Normal Landing:

1. On downwind, stabilize aircraft at 100 kts (2100-2200 rpm)/ flaps retracted. Complete Prelanding Checklist/ Traffic call. Pick an aimpoint on the runway allowing a normal descent rate and clearance of any obstacle at the approach end of the runway as well as enough room to land and stop the aircraft.

2. Abeam point of intended touchdown, reduce throttle to approx. 1500 rpm, while simultaneously adjusting pitch to maintain pattern altitude and extend flaps 10 degrees.

3. When airspeed slows to 80 kts, reduce pitch and trim aircraft for a stabilized descent to maintain 80Kts. This should yield a descent rate of approx. 500-600 fpm.

4. Turn base leg at appropriate point. When wings are level again, check speed at 80 kts and extend flaps to 20 degrees. This will slow the aircraft to approx. 75 kts while continuing a stabilized descent.

5. At appropriate point, turn final and make traffic call. Again, verify speed at 75 kts and extend full flaps (30 degrees). This will slow the aircraft to 65 kts while continuing descent. Reference the aimpoint and obstacle clearance path (if any). Adjust approach path to maintain aimpoint in the same relative position on the windshield. Aimpoint and airspeed should be maintained and stable throughout the remainder of the approach until roundout.

6. By approx. ¾ mile final, adjust power and pitch to maintain approach path and aimpoint at airspeed of 65 Kts (smooth air).



Normal Landing

7. When approaching aimpoint and starting the roundout, visual reference should shift to the far end of the runway. As pitch is gently increased to flare the aircraft, at the same rate, simultaneously reduce throttle to idle.

8. Touchdown should be made with power at idle and on the main wheels first in a nose high attitude, on the center line of the runway and with the longitudinal axis aligned with the runway. In calm air, the nose wheel should be held off from touching down (by slowly increasing backpressure on the yoke until the aircraft has slowed to a safe speed for conditions (i.e. runway length, winds, etc…). Braking may then be used as required to slow to a safe turnoff speed and exit the runway.


• Pilot correctly considers wind conditions, landing surface, obstructions, and selects appropriate touchdown point.

• Pilot establishes recommended approach and landing configuration and airspeed; adjusts power and pitch as required.

• Maintains a stabilized approach at recommended approach airspeed +10/-5 knots with wind gust factor applied.

• Pilot makes smooth, timely, and correct control application during roundout and touchdown.

• Pilot touches down smoothly at minimum control airspeed.

• Pilot touches down at or within 400 feet beyond a specified point, with no side drift, minimum float, and with the airplane’s longitudinal axis aligned with and over the runway center/ landing path.

• Pilot maintains crosswind correction and proper drift control throughout the entire approach and landing sequence.

• Pilot completes appropriate checklist.






Normal Landing Aircraft Configuration - Diagram

Upwind / Crosswind:

Altitude.........C

limbing

Power..........Maxim

um

Speed .........74 KIAS

Flaps............0°

Checklist......C

limb - complete this above

pattern altitude

Downwind:

Altitude........1000’ AGL

Power..........2100 R

PM

Speed .........100 KIAS

Flaps...........0°

Checklist......Before Landing

Base:

Altitude.........800’ AGL

Power..........1500 R

PM


Flaps............20°

Checklist......Before Landing -

Complete

Downwind – Abeam Touchdown

Point:


Power...........1500 R

PM

Speed ..........80 KIAS

Flaps............10°


Complete

Final:


Power..........As R

equired


Flaps...........30°


Complete



Shortfield Landing Objective:

To demonstrate proficiency with the techniques to safely land the aircraft on a short runway.

Short Field Landing:

1. On downwind, stabilize aircraft at 100 kts/ flaps retracted. Complete Prelanding Checklist/ Traffic call.

2. Pick an aim point on the runway allowing a normal descent rate and clearance of any obstacle at the approach end of the runway as well as enough room to land and stop the aircraft.

3. Abeam point of intended touchdown, reduce throttle to approx. 1500 rpm, while simultaneously adjusting pitch to maintain pattern altitude and extend flaps 10°.


5. Turn base leg at appropriate point. When wings are level again, check speed at 80 kts and extend flaps to 20°. This will slow the aircraft to approx. 75 kts while continuing a stabilized descent.

6. At appropriate point, turn final and make traffic call. Again, verify speed at 75 kts and extend full flaps (30 degrees). This will slow the aircraft to 65 kts while continuing descent. Reference the aimpoint and obstacle clearance path (if any). Adjust approach path to clear all obstacles and allow flight to aimpoint on runway.

7. By approx. ¾ mile final, adjust power and pitch to maintain approach path at an airspeed of 61 Kts (smooth air).

8. Adjust pitch and power to maintain airspeed and stabilized descent to aim point.

9. Touchdown should be made with power at idle and on the main wheels first. Immediately after touchdown, safely lower the nose wheel, retract the flaps, hold full back on the control wheel and apply moderate (initially) to heavy (eventually) brake pressure as needed to stop the aircraft. Use caution NOT to lock up the brakes and enter a skid during these simulations.



Shortfield Landing






• Pilot touches down smoothly at minimum control airspeed.

• Pilot touches down at or within 200 feet beyond a specified point, with no side drift, minimum float, and with the airplane’s longitudinal axis aligned with and over the runway center/ landing path.

• Pilot applies brakes or elevator control as necessary, to stop in the shortest distance consistent with safety.







Short Field Landing Aircraft Configuration - Diagram

Upwind / Crosswind:

Altitude.........C

limbing

Power..........Maxim

um


Flaps............0°

Checklist......Climb - complete this above

pattern altitude

Downwind:


Power...........2100 R

PM

Speed ..........100 KIAS

Flaps............0°

Checklist......Before Landing

Base:


Power...........1500 R

PM


Flaps............20°


Complete


Point:


Power...........1500 R

PM


Flaps............10°


Complete

Final:


Power..........As R

equired


Flaps............30°

Checklist......B

efore Landing -

Complete



Soft Field Landing Objective:

To demonstrate proficiency in the techniques required to safely land the aircraft on a soft or unimproved landing field.

Soft Field Landing:

1. On downwind, stabilize aircraft at 100 kts/ flaps retracted. Complete Prelanding Checklist/ Traffic call. Pick an aimpoint on the runway allowing a normal descent rate and clearance of any obstacle at the approach end of the runway as well as enough room to land and stop the aircraft.

2. Abeam point of intended touchdown, reduce throttle to approx. 1500 rpm, while simultaneously adjusting pitch to maintain pattern altitude and extend flaps 10 degrees.


4. Turn base leg at appropriate point. When wings are level again, check speed at 80 kts and extend flaps to 20 degrees. This will slow the aircraft to approx. 75 kts while continuing a stabilized descent.

5. At appropriate point, turn final and make traffic call. Again, verify speed at 75 kts and extend full flaps (30 degrees). This will slow the aircraft to 65 kts while continuing descent. Reference the aimpoint and obstacle clearance path (if any). Adjust approach path to maintain aimpoint in the same relative position on the windshield. Aimpoint and airspeed should be maintained and stable throughout the remainder of the approach until roundout.

6. By approx. ½ mile final, adjust power and pitch to maintain approach path and aimpoint at an airspeed of 61 kts (smooth air).



7. When approaching aim point and starting the roundout,

visual reference should shift to the far end of the runway. As pitch is gently increased to flare the aircraft, at the same rate, simultaneously reduce throttle to idle. Just before touchdown, increase throttle just enough to hear a change in rpm. This will allow touchdown at minimal descent rate.

8. Touchdown should be made with power at near idle, on the main wheels first, in a nose high attitude, on the center line of the runway, and with the longitudinal axis aligned with the runway. Backpressure should be progressively increased to prevent premature nose wheel contact with the runway but pitch should be adjusted to lower nose wheel to ground while still having enough elevator authority. The aircraft should be kept in motion, with the flaps extended, until a safe turnoff speed is reached. DO NOT STOP ON THE RUNWAY. This would allow the aircraft to sink into soft turf if on an actual soft field. Once clear of the runway, bring the aircraft to a stop and execute the “After-Landing” Checklist.






• Pilot touches down softly at minimum control airspeed.

• Pilot touches down softly with no side drift, minimum float, and with the airplane’s longitudinal axis aligned with and over the runway center/ landing path.

• Pilot maintains crosswind correction and proper drift control throughout the entire approach and landing sequence.







Soft Field Landing Aircraft Configuration - Diagram

Upwind / Crosswind:

Altitude.........C

limbing

Power...........Maxim

um

Speed ..........74 KIAS

Flaps............0°

Checklist......Climb - complete this above

pattern altitude

Downwind:


Power..........2100 R

PM

Speed .........100 KIAS

Flaps............0°

Checklist......B

efore Landing

Base:


Power..........1500 R

PM


Flaps...........20°


Complete


Point:


Power..........1500 R

PM


Flaps...........10°


Complete

Final:


Power...........As R

equired

Speed ..........61 KIAS

Flaps............30°


Complete



Balked Landing / Go-Around Objective:

To demonstrate proficiency in the techniques required to safely reconfigure the aircraft and re-enter the traffic pattern after a rejected landing

Balked Landing / Go Around:

1. Simultaneously apply full power and pitch nose at or slightly above the horizon to stop descent.

2. Immediately reduce the flap setting to 20°. ( If obstacles must be cleared during the Go Around, reduce the flaps to 10° and maintain a safe airspeed until obstacles are cleared )

3. As required, maneuver to the right side of the runway to clear, avoid and observe conflicting departing runway traffic.

4. After clearing obstacles, accelerate to VY, retract remaining flaps and resume climb at 74 KIAS


• Pilot makes timely decision to discontinue the approach to landing

• Applies takeoff power immediately and transitions to climb pitch attitude for VY, and maintains VY +10/-5 knots

• Retracts the flaps as appropriate.

• Maneuvers to the side of the runway/landing area to clear and avoid conflicting traffic.

• Maintains takeoff power VY +10/-5 knots to a safe maneuvering altitude.

• Maintains directional control and proper wind-drift correction throughout the climb.

• Completes the appropriate checklist.



Section 4 Miscellaneous Information



Uncontrolled Field Radio Call-Outs - Diagram

“Gainesville Traffic

N2132W Entering Left

Downwind R

unway 36,

Gainesville”


N2132W Turning Left Base

Runway 36, Gainesville”


N2132W Turning Final

Runway 36, full stop

Gainesville”


N2132W Turning Left

Crosswind R

unway 36,

Gainesville”


N2132W U

pwind

Runway 36,

Gainesville”



VFR Arrivals at Non-Towered Airports Objective:

To allow a safe, situationally-aware descent from altitude, entry into the traffic pattern, and landing at a non-towered airport with allowances and considerations for weather conditions, traffic, and uncontrolled airport procedures.

VFR Arrivals at Non-Towered Aiports:

1. Descent planning should be a consideration before departure. Take into account groundspeed and altitude loss needed. While in cruise flight, initiate your descent to arrive at the appropriate pattern altitude by approximately 3 miles from the airfield.

2. As soon as practical (i.e. 20 miles out), obtain any weather reports (automated or FBO/aircraft advisory) available at the destination airport and determine the appropriate flight path to allow entry into the pattern for the selected runway. If no reports are available, an over flight of the airport above pattern altitude should be considered to allow view of the windsock or wind tee.

3. Initiate first CTAF traffic call approximately 10 miles out from the airport. Depending on traffic conditions, another call should be made 3-5 miles out, being careful to monitor the frequency for other aircraft in the traffic pattern or area.

4. Begin maneuvering for correct position to enter the traffic pattern at a practical distance from the field. Caution: Waiting to maneuver until the aircraft is very close to the airport may mean disrupting arriving or departing traffic and should be avoided.

5. Maneuver the aircraft for a 45º entry into the downwind leg and complete the traffic pattern. Depending on traffic conditions at the airport, radio calls can be made on each leg of the pattern (busy field such as KGVL) or on downwind and final at non-busy fields.

6. Once landed and clear of the runway, another radio call should be made to advise any aircraft waiting to use the runway that it is clear.



7. If the traffic pattern for the appropriate runway is located on the opposite side of the airport from the direction of flight, fly overhead the airport at least 500 ft above traffic pattern altitude. Call overhead position and altitude and proceed outbound to maneuver for the 45° to downwind entry.



VFR Arrivals at Towered Airports

Objective: To allow a safe, situational-aware descent from altitude into controlled airspace with allowances for weather, traffic and controlled airport operations.

1. Plan for when you need to contact either the Air Traffic Control Tower or Approach Control; 10 miles out for Class Delta, 20 miles out for Class Charlie and 30 miles out for Class Bravo.

2. As soon as practicable, obtain the ATIS information or current ASOS/AWOS reading (aka, “the numbers”). This should be done before contacting the appropriate ATC.

3. Establish contact with ATC. Example “Peachtree tower, Skyhawk 2132W”

4. Wait for a call back, the controller will call you back with your call sign.

5. Upon hearing your call sign from ATC, state who you are, where you are at, ATIS information letter, and what your intentions are. Example: “Peachtree Tower, Skyhawk 2132W, 10 miles northeast, information India, inbound for touch-and-go’s (or full stop).”

6. ATC will take into consideration your direction of flight and the local runway in use and issue instructions as how to enter the pattern for the runway. Example “Skyhawk 2132W, enter the left downwind (or base or straight in) for runway 20L, and report 2 miles out”

7. Plan your entry for what ATC has advised you to do (if you cannot comply, inform ATC IMMEDIATELY with a brief reason and ATC will normally issue an amended instruction) and plan a descent to the pattern altitude or as appropriate.

8. Listen for a landing clearance from ATC. Example “Skyhawk 2132W, cleared to land (cleared touch-and-go/cleared for option) runway 20L”. Read back the clearance and advise ATC if the clearance is other than expected (“cleared to land” verses cleared for “touch-and-go”).



9. Acknowledge and follow ATC clearances for the remainder of time inside controlled airspace. Examples: “Skyhawk 2132W, left next taxiway and contact ground 121.6”, “Skyhawk 2132W, make left closed traffic for Runway 20L and advise mid-field downwind,” “Skyhawk 2132W, I’ll call your base.” “Skyhawk 2132W, hold short runway 20L, landing traffic.”

10. If landing, ATC will advise you to contact Ground Control. Upon contacting ground, advise position on the airport and intentions. Example “Peachtree Ground, Skyhawk 2132W, off of runway 20L at Charlie, taxi to Mercury Air Center”

11. Ground Control will issue a taxi clearance to destination on airport. Read back of all runway holding instructions is required (If told to hold short of a runway in route to position on airport). If unfamiliar with airport, request “progressive taxi instructions.”

12. Consider using appropriate terms as needed: “please say again,” “unfamiliar,” “verify cleared to land,” or “verify #2 following traffic on short final.” If you’re not sure, always ask for clarification.



How to Obtain A Good Weather Briefing

1. Obtain a textual description of the weather using websites such as:

A) www.duat.com

B) www.duats.com

C) www.adds.aviationweather.gov

2. After printing off a standard weather briefing, call 1800-WX-Brief (1-800-992-7433). If a cell phone is used, it will send call to the FSS station in home calling area. Ask the briefer for a Standard Weather Briefing. Follow along on printed briefing while highlighting important information.

3. Obtain weather charts to get a pictorial view of the weather.

4. Combine the 3 elements together to get a full view of the weather that lies ahead.

Types of Weather Briefs:

1. Outlook – used to find out the weather the night before a flight.

2. Standard – used to find out current day conditions.

3. Abbreviated – used after obtaining a standard briefing to update weather information.

What is included in a Standard Weather Briefing: 1. Adverse Conditions – information that could alter your

proposed route or cancel the flight altogether. Examples include airport closures and hazardous weather.

2. VFR Flight Not Recommended - if you hear this, in the briefer’s opinion, you might not be able to complete the flight under the current conditions in VFR.

3. Synopsis – a broad overview of major weather systems and air masses.

4. Current Conditions – the current weather (hour or less) for your proposed route. Includes METAR’s/PIREP’s/Radar Weather Repots.

5. Enroute Forecast – a summary of the forecast conditions along the proposed route.



6. Destination Forecast – forecast for destination +/- 1 hour of ETA.

7. Wind and Temp Aloft – summary forecast of wind direction, speed and temps at planned altitude for route.

8. Notices to Airmen (NOTAMs) – pertinent information regarding your proposed route. See Section “NOTAM’s”

9. ATC Delays – any know ATC delays along proposed route.

10. Other Information – upon request, the briefer will provide information such as density altitude data, MOA and MTR activity within 100 N.M and customs/immigration procedures.

Types of Notices to Airmen (NOTAM’s):

1. Flight Data Center (FDC) – contain regulatory information such as temporary flight restrictions (TFR) or amendments to instrument approach procedures (IAP) and other current aeronautical charts (sectionals, TAC).

2. Distant (NOTAM(D)) – information is disseminated for all navigation facilities which are part of the U.S. airspace system, all public use airports, seaplane bases and heliports listed in the AF/D.

3. Local (NOTAM (L)) – distributed locally and contain information, such as taxiway closures, personnel and equipment near or crossing runways, and airport rotation beacon and lighting aid outages. NOTAM (L) information for other FSS areas must be specifically requested.



Take off Data Card Performance / Weather

Factor Departure Arrival

ATIS Code

Ceiling/Visibility

Temperature

Winds

Altimeter Setting

Pressure Altitude

Density Altitude

Active Runway

Runway Length

Headwind Component

Crosswind Component

Aircraft Performance Data Take Off Distance Normal:________________________________ Take Off Distance 50ft Obstacle: ___________________________ Cruise Performance: RPM ____ MP___ TAS____ GPH ___ Landing Distance Normal: ________________________________ Landing Distance 50ft Obstacle ____________________________ VSO ____ VY______ VNO_____________ VS1 ____ VFE _____ VNE_____________ VR _____ VA______ Best Glide _______ VX _____ VLO_____ App. Speed ______ VLE ____



Fuel Required for Trip ............................. ____________Gallons

Minimum Reserve Fuel Required............ ____________Gallons

Minimum Fuel Required for This Trip...... ____________Gallons

Weight & Balance Weight Arm Moment

Basic Empty Weight

Pilot & Passenger

Rear Passengers

Baggage

Zero Fuel Weight

Fuel

Ramp Weight

Start/Taxi/Run-up Fuel

Departure Weight

Load Adjustments

Passenger

Baggage

Fuel

Adjusted CG for 182 RG or PA-28R Gear Retracted

Adjusted Departure Weight

Fuel Burn

Landing Weight



Section 5 Miscellaneous Information



C172S V SPEEDS

VR ................... 55 KIAS

VX .................. 62 KIAS

VY .................. 74 KIAS

VS ................... 40 KIAS

VA ................ 105 KIAS

VFE ................. 85 KIAS

VNO ............... 129 KIAS

VNE............... 163 KIAS

Glide .............. 68 KIAS

Max X-wind..... 15 KIAS

RADIO FREQUENCIES GVL ASOS .............126.475

GVL CTAF..............123.075

GVL UNICOM.........123.075

Atlanta Approach……132.47

Macon Radio………...122.55

Emergency ..............121.500



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Table of Contents - Lanier Flight Center · Lanier Flight Center – Private Pilot Maneuvers Section:.....1 Flight Standards Manual Page:.....1 of 51 Cessna 172SP Date:.....3/31/2009

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