C172S Standardization Manual Embry Riddle

CESSNA 172S
Nav III
Standardization
Manual
CESSNA 172S STANDARDIZATION MANUAL
Copyright © 2012
Embry-Riddle Aeronautical University
All rights reserved.
Revised 07-01-2012 © Embry-Riddle Aeronautical University Rev 06

CESSNA 172S STANDARDIZATION MANUAL i
TABLE OF CONTENTS
REVISION HIGHLIGHTS ........................................................................ III
LIST OF EFFECTIVE PAGES ................................................................. IV
INTRODUCTION .................................................................................... 1
SECTION 1: TAKEOFF AND CLIMB ........................................................ 3
NORMAL TAKEOFF AND CLIMB ........................................................... 5
CROSSWIND TAKEOFF AND CLIMB .................................................... 7
SHORT-FIELD TAKEOFF AND MAXIMUM PERFORMANCE CLIMB..... 9
SOFT-FIELD TAKEOFF AND CLIMB.................................................... 13
TOUCH AND GO OPERATIONS .......................................................... 17
SECTION 2: TRAFFIC PATTERN OPERATIONS ................................... 19
TRAFFIC PATTERN ARRIVAL ............................................................. 21
TRAFFIC PATTERN DEPARTURE ...................................................... 23
SECTION 3: FLIGHT MANEUVERS........................................................ 25
CLEARING TURNS .............................................................................. 27
MANEUVERING DURING SLOW FLIGHT............................................ 29
APPROACHES TO STALLS ................................................................. 31
POWER-OFF STALL ............................................................................ 33
POWER-ON STALL .............................................................................. 35
SECONDARY STALL ........................................................................... 37
ELEVATOR TRIM STALL ..................................................................... 39
CROSS-CONTROL STALL................................................................... 41
ACCELERATED STALL ....................................................................... 43
SPINS................................................................................................... 45
STEEP TURNS..................................................................................... 49
CHANDELLE ........................................................................................ 51
LAZY EIGHT ......................................................................................... 53
STEEP SPIRAL .................................................................................... 57
EMERGENCY DESCENT ..................................................................... 59
WIND DRIFT CIRCLE ........................................................................... 61
RECTANGULAR COURSE................................................................... 63
TURNS AROUND A POINT .................................................................. 65
S-TURNS ACROSS A ROAD................................................................ 67
EIGHTS ON PYLONS ........................................................................... 69
EMERGENCY APPROACH AND LANDING ......................................... 73
DIVERSION .......................................................................................... 77
LOST PROCEDURES .......................................................................... 79
Rev 06 © Embry-Riddle Aeronautical University Revised 07-01-2012

ii CESSNA 172S STANDARDIZATION MANUAL
SECTION 4: APPROACH AND LANDING .............................................. 81

NORMAL APPROACH AND LANDING ................................................. 83
CROSSWIND APPROACH AND LANDING .......................................... 87
SHORT-FIELD APPROACH AND LANDING......................................... 91
SOFT-FIELD APPROACH AND LANDING ........................................... 95
NO FLAP APPROACH AND LANDING ................................................. 99
180° POWER–OFF ACCURACY APPROACH AND LANDING ........... 101
GO-AROUND/REJECTED LANDING ................................................. 105
FORWARD SLIP TO A LANDING ....................................................... 107
SECTION 5: INSTRUMENT OPERATIONS........................................... 109
INSTRUMENT TAKEOFF (ITO) .......................................................... 111
VOR RADIAL INTERCEPT ................................................................. 113
VOR RADIAL TRACKING ................................................................... 115
NDB BEARING INTERCEPT .............................................................. 117
NDB BEARING TRACKING ................................................................ 119
MAGNETIC COMPASS TURNS ......................................................... 123
TIMED TURNS TO MAGNETIC COMPASS HEADINGS ..................... 125
STEEP TURNS (IR) ............................................................................ 127
RECOVERY FROM UNUSUAL FLIGHT ATTITUDES ......................... 129
DME ARC ........................................................................................... 131
APPROACHES WITH COURSE REVERSAL...................................... 133
RADAR VECTORS FOR APPROACH ................................................ 135
PRECISION APPROACH (ILS) ........................................................... 137
NON-PRECISION APPROACH .......................................................... 141
DETERMINING APPROACH RATE OF DESCENT............................. 143
AIRPORT SURVEILLANCE RADAR (ASR) APPROACH .................... 145
NO GYRO APPROACH ...................................................................... 149
MISSED APPROACH PROCEDURE .................................................. 153
CIRCLING APPROACH ...................................................................... 155
HOLDING ........................................................................................... 157

CESSNA 172S STANDARDIZATION MANUAL iii
REVISION HIGHLIGHTS
The following items were changed, modified, added, or deleted in this

revision.
Rev # Date Page Description Initials

01 09-01-07 All Complete revision WSC
05 07-01-11 All Complete revision RLT
06 07-01-12 All Complete revision PMC

iv CESSNA 172S STANDARDIZATION MANUAL
LIST OF EFFECTIVE PAGES
This list of effective pages is used to determine the current status of every
page in this manual. Any page dated “07/01/12” indicates it has not been
changed since 07/01/12.
Page Rev # Date Page Rev # Date Page Rev # Date

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19 06 07/01/12 55 06 07/01/12 DATE:_________________
20 06 07/01/12 56 06 07/01/12
21 06 07/01/12 57 06 07/01/12 BY:___________________
(Maitely Santiago, Training
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Center Program Manager)
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117 06 07/01/12 157 06 07/01/12 DATE:_________________
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119 06 07/01/12 159 06 07/01/12 BY:___________________
(Maitely Santiago, Training
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Center Program Manager)
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vi CESSNA 172S STANDARDIZATION MANUAL
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CESSNA 172S STANDARDIZATION MANUAL 1
INTRODUCTION
The ERAU Cessna 172S Standardization Manual provides standardized

procedures for the training maneuvers required to be learned in ERAU
flight courses utilizing the Cessna 172S. Used in combination with the FAA
Airplane Flying Handbook, FAA Practical Test Standards, and other ERAU
approved sources of information; this manual will assist you in attaining the
insight, understanding, and skill of a required professional aviator.
During all visual maneuvers, your instructor will show you various flight
attitudes referencing the natural horizon and integrating instrument
references. However, fully utilizing outside visual references is critically
important in establishing a good habit pattern for collision avoidance and
maintaining a safe flying environment. Collision avoidance precautions can
never be overstated.
The pitch attitudes and power settings contained within should be

considered approximate values and are provided simply as a means of
assisting you more quickly in attaining the performance levels required.
Minor changes to those values may be required to achieve the desired
performance. During maneuvers without outside visual reference, you will
attain the skills necessary to safely control the airplane solely by reference
to the flight instruments, replacing the natural horizon with an attitude
indicator. Pitch attitude reference should then be applied to the attitude
indicator as the only horizon reference.
To help develop an understanding of each maneuver and the performance

standards that must be attained prior to attempting a maneuver in flight, all
pilots must use a combination of the ERAU Cessna 172S Standardization
Manual and other ERAU approved information sources, and the FAA’s
Airplane Flying Handbook, Instrument Flying Handbook, and the
appropriate Practical Test Standard (PTS).
We encourage and welcome your help in making suggestions to improve

the quality of this document. All recommended changes to this publication
should be submitted, in writing, to the Chief Flight Instructor. Please
include a complete example of the item with your revision recommendation
included.

2 CESSNA 172S STANDARDIZATION MANUAL

Section 1:
TAKEOFF AND CLIMB

NORMAL TAKEOFF AND CLIMB
10-12
9
8
1-3 4, 5 6, 7

NORMAL TAKEOFF AND CLIMB
Ref: FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To safely execute a takeoff under normal conditions.
Maneuver Standards:
1. Ensure that the Before Takeoff Checklists are complete.

2. Taxi into takeoff position utilizing all runway possible, positioning the
flight controls for existing wind conditions. After lining up with the
runway, call out “Runway (Runway Number), Check Heading.” Wait for
the instructor’s response, “Heading Set, (Compass/HSI Heading).”
3. Smoothly and continuously apply full throttle, maintaining directional
control and runway centerline with the rudder pedals.
4. Check engine instruments and tachometer (RPM).
5. As appropriate, call out, “Engine Instruments in the Green, Airspeed
Alive.”
6. At VR (55 KIAS), call out, “VR, Rotate”, and increase control yoke back
pressure to pitch up until the top of the glareshield meets the horizon
(approx. 9-10°).
7. After liftoff, establish and maintain VY (74 KIAS) while maintaining the
flight path over the runway centerline. Trim as necessary.
8. With a positive rate of climb and no available landing area remaining,
depress the brake pedals, call out, “Positive Rate.”
9. During the climbout (no less than 200’ AGL), lower the nose
momentarily to ensure that the airspace ahead is clear, and then re-
establish and maintain VY (74 KIAS), maintaining the flight path over
the extended runway centerline. Trim as necessary.
10. At 500’ AGL, lower the pitch (approx. 7-8°) to establish and maintain
85 KIAS.
NOTE
Maintain VY (74 KIAS) if climb performance warrants.
11. Execute a departure procedure, or remain in the traffic pattern, as

appropriate.
12. Complete the Climb Flow/Checklist, when appropriate.

CROSSWIND TAKEOFF AND CLIMB
12-14
11
10
1-4 5-7 8, 9

CROSSWIND TAKEOFF AND CLIMB
Objective: To safely execute a takeoff during crosswind conditions.
Maneuver Standards:
1. Ensure the Before Takeoff Checklists are complete.

2. Note wind direction and velocity.
flight controls for existing wind conditions (full ailerons into the wind and
neutral elevator). After lining up with the runway, call out “Runway
(Runway Number), Check Heading.” Wait for the instructor’s response,
“Heading Set, (Compass/HSI Heading).”
Alive.”
7. During the ground roll, decrease aileron input to keep wings level.
8. At VR (55 KIAS), call out, “VR, Rotate”, and increase control yoke
backpressure to pitch up until the top of the glareshield meets the
horizon (approx. 9-10°).
establish VY (74 KIAS) while maintaining the flight path over the
extended runway centerline. Trim as necessary.
12. At 500’ AGL, lower the pitch (approx. 7-8°) to establish and maintain 85
KIAS.
NOTE

appropriate.
SHORT-FIELD TAKEOFF AND

MAXIMUM PERFORMANCE CLIMB
13-15
11, 12
10
8, 9
1-6 7

SHORT-FIELD TAKEOFF AND

MAXIMUM PERFORMANCE CLIMB
Objective: To obtain maximum performance during takeoff to minimize the

runway length required.
Maneuver Standards:
1. Ensure the Before Takeoff Checklists are complete and the Flaps are
set to 10°.
flight controls for existing wind conditions. After lining up with the
runway, call out “Runway (Runway Number), Check Heading.” Wait for
the instructor’s response, “Heading Set, (Compass/HSI Heading).”
3. Firmly depress the brake pedals to ensure holding the airplane in
position during full power run-up.
4. Smoothly and continuously apply full throttle, checking engine
instruments and tachometer (RPM).
5. As appropriate, call out, “Engine Instruments in the Green” and release
the brakes, maintaining directional control and runway centerline with
the rudder pedals.
6. As appropriate, call out, “Airspeed Alive.”
7. At VR (51 KIAS, or as recommended for lower takeoff weight), call out,
“VR, Rotate”, and increase control yoke backpressure to pitch up
(approx. 11-12°).
8. After liftoff, establish and maintain obstacle clearance speed (56 KIAS,
or as recommended for takeoff weight) until all obstacles are cleared
(50’ AGL), while maintaining the flight path over the runway centerline.
10. With obstacle(s) cleared, lower the pitch to begin accelerating to VY (74
KIAS).
11. At or above 65 KIAS, retract the flaps to 0°. Establish and maintain VY
(74 KIAS). Trim as necessary.
establish VY (74 KIAS), while maintaining the flight path over the
85 KIAS.
NOTE
14. Execute a departure procedure or remain in the traffic pattern, as

appropriate.


SOFT-FIELD TAKEOFF AND CLIMB
14-16
10-13
9
1- 4 5, 6 7 8
3

SOFT-FIELD TAKEOFF AND CLIMB
Objective: To obtain maximum performance when taking off from a soft or

rough surface runway.
Maneuver Standards:
1. Ensure the Before Takeoff Checklists are complete and the Flaps are
set to 10°.
2. Taxi toward the takeoff position while maintaining the control yoke fully
aft, positioning the flight controls for existing wind conditions. After
lining up with the runway, call out “Runway (Runway Number), Check
Heading.” Wait for the instructor’s response, “Heading Set,
(Compass/HSI Heading).”
3. Without stopping the airplane, smoothly and continuously apply full
throttle, checking engine instruments and tachometer (RPM), and
maintaining the nose wheel clear of the runway during the takeoff roll
(approx. 7-8°).
NOTE
Do not allow the airplane to pitch up excessively causing a tail
strike.
4. Maintain directional control and runway centerline with the rudder
pedals.
Alive.”
7. As the main wheels lift off the runway, lower the pitch attitude to
establish and maintain a level flight attitude while remaining in ground
effect and accelerating to obstacle clearance speed (56 KIAS, or as
recommended for takeoff weight), then:
8. With no obstacle(s):
a. Establish a VY climb attitude (approx. 9-10° Up).
b. Establish and maintain VY (74 KIAS) while maintaining the flight
path over the runway centerline. Trim as necessary.
9. With obstacle(s):
a. Establish and maintain obstacle clearance speed (56 KIAS, or as
recommended for lower takeoff weight) until all obstacles are
cleared (50’ AGL).
b. Maintain the flight path over the runway centerline. Trim as

necessary.
11. With obstacle(s) cleared, lower the pitch to begin accelerating to VY
(74 KIAS).
12. At or above 65 KIAS, retract the flaps to 0°. Establish and maintain VY
(74 KIAS). Trim as necessary.
establish VY (74 KIAS), while maintaining the flight path over the
85 KIAS.
NOTE
15. Execute a departure procedure or remain in the traffic pattern, as

appropriate.


TOUCH AND GO OPERATIONS
12-14
8-11
1 2, 3 4-6 7

TOUCH AND GO OPERATIONS
Objective: To safely transition the aircraft from an approach and landing to

the takeoff phase of flight.
Maneuver Standards:
NOTE
Touch and go operations are restricted to dual flights only. In
addition, density altitude, wind conditions, and available
runway length and after touchdown must be considered prior to
attempting this maneuver.
1. Complete the appropriate landing procedure.

2. After the nose wheel is down and directional control is maintained, call
out, “Flaps Identified” and wait for Instructor’s Response, “Flaps
Verified”, and then place the Flap Selector switch in the 10° position to
retract the flaps to 10° (assumes flaps were extended to greater than
10°).
3. Reset the pitch trim as required.
Alive.”
7. At VR (51 KIAS, or as recommended for takeoff weight), call out, “VR,
Rotate”, and increase control yoke back pressure to pitch up until the
top of the glareshield meets the horizon (approx. 9-10°).
10. Above 65 KIAS, place the Flap Selector switch in the 0° position to
retract the flaps to 0°.
establish and maintain VY (74 KIAS), maintaining the flight path over
the extended runway centerline. Trim as necessary.
85 KIAS.
NOTE

appropriate.

Section 2:
TRAFFIC PATTERN
OPERATIONS

TRAFFIC PATTERN ARRIVAL
Upwind
Leg

TRAFFIC PATTERN ARRIVAL

Aeronautical Information Manual (AIM)
Objective: To develop the ability to safely and efficiently arrive at an

uncontrolled airport, or after arrival, the procedure to utilize for
traffic pattern operations.
Maneuver Standards:
1. Complete the Descent Flow/Checklist.

2. At least 10 nm from the airport, attempt to determine the active
runway.
If the runway in use cannot be determined:

3. Over fly the airport at 500-1000’ above traffic pattern altitude to
observe traffic, wind direction indications, etc. to determine a runway to
use.
NOTE
Remain vigilant for traffic turboprop and jet traffic that may
operate in traffic patterns as high as 2500’ AGL.
4. At least 2 nm from the runway, enter the traffic pattern at traffic pattern
altitude on a 45° entry to the downwind, maintaining a one-half mile
distance from the runway on the downwind leg.
5. Complete the appropriate approach and landing procedure.
NOTE
The above procedures assume an ideal pattern situation. Other
traffic, ATC, local traffic pattern restrictions and noise
abatement procedures, obstacles, etc., may require a
modification of these procedures. In all cases, the pilot shall
exercise good judgment and maintain positive airplane control.

TRAFFIC PATTERN DEPARTURE
3
2 1
4, 5

TRAFFIC PATTERN DEPARTURE
Objective: To safely depart an airport after takeoff or integrate into the flow
of traffic when remaining in the traffic pattern.
Maneuver Standards:
For Non-Tower Operations:
Departing the pattern

1. Continue straight out for at least 2 miles before turning on course, or,
2. After reaching pattern altitude, exit the pattern with a 45° turn in the
direction of the traffic pattern.
Remaining in the pattern

4. Extend the upwind leg to establish the appropriate spacing,
5. Commence a turn to the crosswind leg when beyond the departure end
of the runway and within 300’ of pattern altitude.
NOTE
The above procedures assume an ideal pattern situation. Other
traffic, ATC, local traffic pattern restrictions and noise
abatement procedures, obstacles, etc., may require a
modification of these procedures. In all cases, the pilot shall
exercise good judgment and maintain positive airplane control.


Section 3:
FLIGHT MANEUVERS

CLEARING TURNS
1, 2
3-6 7 8, 9 10-12

CLEARING TURNS
Ref: Aeronautical Information Manual (AIM), Section 4
Objective: To exercise conscientious and continuous surveillance of the

airspace in which the airplane is being operated.
Maneuver Standards:
NOTE
While in a local practice area, monitor the respective practice
area frequency, making position reports prior to beginning each
maneuver (e.g., “Ashby Practice Area, Skyhawk Four-Six-Two
Echo Romeo, two east Lake Ashby, tree thousand fife hundred,
Stalls.”)
1. Verify that the Fuel Selector is on BOTH.

2. Set the Mixture Control as required.
First 90° clearing turn:

3. Visually scan the area to the left and to the right of the aircraft.
4. Select a visual landmark off the wing tip in the direction of the turn to
be executed as a 90° reference point to roll onto.
5. Enter into a 30° bank turn in the direction of the visual landmark.
6. Continuously scan the area above, below and ahead of the flight path.
7. After 90° of turn has been completed, rollout to wings level on the
selected landmark.
Second 90° clearing turn:

8. Visually scan the area to the left and right of the aircraft.
9. Select a visual landmark off the wing tip in the direction of the turn to
be executed as a 90° reference point to roll onto.
10. Enter a 30° bank turn in the same or opposite direction.
11. Continuously scan the area above, below and ahead of the flight path.
12. After 90° of turn has been completed, rollout wings level on the
selected landmark.
NOTE
After completion of the second clearing turn and with no
conflicting traffic observed, immediately commence the
maneuver to be performed.
MANEUVERING DURING SLOW FLIGHT
7-9 6
5
1 2 3 4

MANEUVERING DURING SLOW FLIGHT
Objective: To recognize changes in aircraft flight characteristics and

control effectiveness at critically slow airspeeds in various
configurations.
Maneuver Standards:
1. Select an altitude that will allow the maneuver to be completed no

lower than 1500’ AGL.
2. Perform clearing turns.
3. Reduce power to 1500 RPM, adjusting pitch (trim) to maintain altitude.
4. Maintain heading.
For Flaps Down (“Dirty”) configuration:

 Below VFE 10° (110 KIAS), call out “Below 110, Flaps 10” and extend
the flaps to 10°, adjusting pitch (trim) to maintain altitude.
 Below VFE 30° (85 KIAS), call out “Below 85, Flaps 30” and extend the
flaps to 30°, adjusting pitch (trim) to maintain altitude.
5. When approximately 5 kts. above target speed, increase power

(approx. 1700 RPM “Clean”, or 1900 RPM “Dirty”)and set the pitch
attitude (trim as necessary) to maintain the minimum airspeed at the
entry altitude (straight and level).
6. Turn, climb, and descend as directed.
7. To recover, smoothly and continuously increase power to full, adjusting
pitch to maintain altitude, trim as necessary. Maintain heading.
For Flaps Down (“Dirty”) configuration:

 Retract the flaps to 20°.
 At or above 60 KIAS, retract the flaps to 10°.
7. Set cruise power.

8. Re-trim as necessary.
9. Complete the Cruise Flow/Checklist.


APPROACHES TO STALLS
Ref: FAA-S-8081-5F (ATP and Aircraft Type Rating PTS)
Objective: To transition from cruise flight to critically slow airspeeds in

various configurations.
Maneuver Standards:
1. Select an altitude where recovery will occur no lower than 1500’ AGL.
3. While maintaining heading, reduce power to 1500 RPM, adjusting pitch
(trim) to maintain altitude.
For Flaps Down configuration:

 Below VFE 10° (110 KIAS), call out “Below 110, Flaps 10” and extend
the flaps to 10° (Takeoff configuration), or
 Below VFE 30° (85 KIAS), call out “Below 85, Flaps 30” and extend the
flaps to 30° (Landing configuration), adjusting pitch (trimming) to
maintain altitude.
4. While maintaining altitude, slowly establish the pitch attitude, power

setting, and, if applicable, bank (15°-30°) that would induce a stall.
5. At the first indication of an impending stall, call out, “Stalling”, and
initiate recovery, maintaining heading while smoothly and continuously
increasing power to full and adjusting pitch to maintain altitude. Trim
as necessary.
For Flaps Down configuration:

 Retract the flaps to 20°.
 At or above 65 KIAS), retract the flaps to 0°.


POWER-OFF STALL
13
1, 2 3-6
7 8 9 10-12

POWER-OFF STALL
Objective: To recognize the indications of an imminent or full stall during

power-off situations with the flaps down, and to make prompt,
positive, and effective recoveries with a minimum loss of
altitude.
Maneuver Standards:
3. Reduce power to 1500 RPM, adjusting pitch (trimming) to maintain
altitude.
4. Below VFE 10° (110 KIAS), call out “Below 110, Flaps 10” and extend
the flaps to 10°, adjusting pitch (trimming) to maintain altitude.
5. Below VFE 30° (85 KIAS), call out “Below 85, Flaps 30” and extend the
flaps to 30°, adjusting pitch (trimming) to maintain altitude.
6. Maintain altitude until reaching 70 KIAS, and then establish a stabilized
descent (trimmed) at 65 KIAS to simulate a normal approach to landing
(3° Down).
7. Descending no lower than 200’ from the entry altitude, simultaneously
reduce power to idle and slowly pitch Up to the VY attitude (approx. 9-
10°) in straight flight or in turns with up to 20° bank.
8. At the stall, call out, “Stalling”, reduce the angle of attack to regain
control effectiveness and apply full power.
9. Maintain coordinated use of the ailerons and rudder to level the wings
and prevent a spin.
10. Adjust pitch to the VY attitude (9-10° Up), retract the flaps to 20° (re-
trimming as necessary), and minimize altitude loss.
11. At or above 60 KIAS, retract the flaps to 10°.
13. Return to the altitude, heading, and airspeed specified.

POWER-ON STALL
3, 4 5 6, 7
1, 2 5 8

POWER-ON STALL
Objective: To recognize the indications of an imminent or full stall during

power on situations with the landing gear down and to make
prompt, positive, and effective recoveries with a minimum loss
of altitude.
Maneuver Standards:
altitude.
4. At VR (55 KIAS), set full power and slowly increase pitch up to
approximately 20° in straight flight or in turns with up to 20° bank.
control effectiveness.
and prevent entering into a spin.
7. Adjust pitch to a VY attitude (9-10° Up) (re-trimming as necessary) and
minimize altitude loss.

SECONDARY STALL
1, 2 3, 4 5 13
6 8-12
7

SECONDARY STALL
Objective: To recognize the effects of improper control usage inducing

another stall after initiating a recovery from the initial stall.
Maneuver Standards:
3. Perform a Power-Off or Power-On Stall, as directed.
and prevent a spin.
6. Immediately increase the pitch attitude to induce another (secondary)
stall.
and prevent a spin.
9. Set the flaps to 20o (if the flaps are extended).
10. Adjust pitch to the VY attitude (9-10o Up).
11. At or above 60 KIAS, retract the flaps to 10o (if the flaps are extended).
12. At or above 65 KIAS, retract the flaps to 0o (if the flaps are extended).

ELEVATOR TRIM STALL
1, 2 3-5 6 8, 9 10-12 13
7

ELEVATOR TRIM STALL
Objective: To recognize the effects of not maintaining positive airplane

control during a go-around/rejected landing.
Maneuver Standards:
altitude.
(3° Down).
7. Descending no lower than 200’ from the entry altitude, apply full
throttle, allowing the airplane to roll left and the pitch to increase to the
VX pitch attitude (approx. 12°).
8. Reduce the angle of attack to regain control effectiveness.
9. Maintain coordinated use of the ailerons and rudder to level the wings.
10. Adjust pitch to the VY attitude (9-10° Up) and retract the flaps to 20°
(re-trimming as necessary).

CROSS-CONTROL STALL
1-4 5
6
7 8 9-10

CROSS-CONTROL STALL

Objective: To recognize the effects of improper control flight control
technique.
Maneuver Standards:
altitude.
NOTE
Because of the possibility of exceeding VFE, flaps are not
extended.

(2° Down).
5. Descending no lower than 200’ from the entry altitude, simultaneously
reduce power to idle and pick a reference point off the left or right wing
tip.
6. Turn towards the reference point using a 25-30° bank while:
a. Simultaneously applying excessive rudder pressure in the direction
of the turn,
b. Using opposite aileron to prevent over-banking (maintaining a
constant 25-30° bank) during the turn, and
c. Increasing elevator back-pressure to keep the nose from lowering
and to achieve 11-12° pitch Up.
7. At the imminent stall, call out, “Stalling”, reduce the angle of attack to
regain control effectiveness, and apply full power.
NOTE
Completion of the maneuver should occur by the 90° reference
point and before full deflection of the rudder and aileron.
and prevent entering into a spin.
9. Adjust pitch to the VX attitude (11-12° Up) (re-trimming as necessary)
and minimize altitude loss.
ACCELERATED STALL
1-3 4 5, 6
7 8 9

ACCELERATED STALL
Objective: To demonstrate that the stall is a function of angle of attack,

weight, and load factor, rather than airspeed.
Maneuver Standards:
1. Select an altitude no lower than 3000’ AGL.

3. Reduce power to 1500 RPM to allow the airplane to decelerate to 85
KIAS, adjusting pitch (trimming) to maintain altitude.
NOTE
The flaps must be in the 0° (Up) position.
4. At 85 KIAS, establish a 45-50o bank to the left or right.

5. After the bank and turn are established, smoothly and steadily increase
elevator back-pressure.
6. As the airspeed reaches 68 KIAS (20 knots above the unaccelerated
stall speed), firmly increase elevator back-pressure.
7. At the imminent stall (buffet):
a. Note the indicated airspeed,
b. Call out, “Stalling”,
c. Reduce the angle of attack to regain control effectiveness, and
d. Add power as necessary.
8. Maintain coordinated use of the ailerons and rudder to:
a. Level the wings,
b. Prevent entering into a spin, and
c. Minimize altitude loss.

SPINS
5, 6
1, 2 3 4
8
9-11
This maneuver is only authorized during the spin training flight in the
ERAU Flight Instructor course.

SPINS
This maneuver is only authorized during the spin training flight

in the ERAU Flight Instructor course.

AC 61-67C
Objective: To develop awareness regarding the recognition of, entry into,

and recovery from spins.
Maneuver Standards:
NOTE
Prior to conducting spin training, weight and balance
computations must be performed, and a copy of the
computations must be left with the flight desk.
1. Select an altitude no lower than 6000’ AGL.

altitude.
NOTE
The use of power at the entry will assure more consistent and
positive entries to the spin.
4. At the first indication of stall (Entry phase):

a. Smoothly pull the elevator control (control yoke) to the full aft
position.
b. Just prior to reaching the stall “break”, apply rudder in the desired
direction of spin rotation so that full rudder deflection is achieved
almost simultaneously with reaching full aft elevator.
5. As the spin is entered (Incipient phase), reduce the throttle to the idle
position and ensure that the ailerons are in the neutral position.
NOTE
Allow the spin to develop, and be fully recovered no later than
one full turn.

6. Hold the elevator and rudder controls in full until the spin recovery is
initiated (Developed phase).
7. To recover:
a. Verify that the throttle is in the idle position and the ailerons are in
the neutral position.
b. Apply and HOLD full rudder opposite to the direction of the
rotation.
c. Just after the rudder reaches the stop, move the control wheel
(yoke) briskly forward, far enough to break the stall.
d. HOLD these flight control inputs until the rotation stops.
8. As the rotation stops, neutralize the rudder and make a smooth
recovery from the resulting dive.


STEEP TURNS
9-13

STEEP TURNS
Objective: To develop smoothness, coordination, orientation, division of

attention, and control techniques while executing high
performance turns.
Maneuver Standards:

2. Select a prominent visual reference point directly ahead of the airplane
and out towards the horizon.
3. Adjust the pitch and power to maintain altitude and 95 KIAS (approx.
2150 RPM). Re-trim as necessary.
4. Note the pitch attitude required for level flight.
5. Roll into a 45° bank (Private) or 50° bank (Commercial) in the direction
previously cleared.
6. Rolling through 30° of bank, increase power (approx. 2250-2350 RPM)
to maintain airspeed while pitching up (1° Up) to maintain altitude. Use
trim, as necessary, to assist with increasing the backpressure.
7. Referencing the selected visual point, initiate your rollout
approximately 20°-25° before the entry heading.
8. Transitioning through 30° of bank, reduce power (approx. 2150 RPM)
to maintain airspeed and decrease pitch (trimming) to maintain altitude.
9. Return to wings level flight at the entry heading, altitude, and airspeed.
10. Immediately roll into a 45° bank (Private) or 50° bank (Commercial) in
the opposite direction and repeat steps 6 through 9.

CHANDELLE
8-12
7
1-3 4, 5 6

CHANDELLE
Objective: To develop the pilot’s coordination, orientation, planning, and

feel for maximum performance flight, and to develop positive
control techniques at varying airspeeds and attitudes.
Maneuver Standards:

4. Select a prominent visual reference point directly off from the wing tip
(left or right) and out towards the horizon.
5. Initiate a roll into a 30o bank in the direction of the reference point.
6. After the bank is established, initiate a climbing turn by smoothly
applying elevator backpressure to increase the pitch attitude, and
apply full power.
7. While maintaining a 30° bank, continue increasing the pitch attitude at
a constant rate so as to attain the highest pitch attitude (approx. 13-
15°) at the 90° point (reference point) in the turn.
8. At the 90o point in the turn, maintain the pitch attitude by continuing to
increase backpressure (due to decreasing airspeed) and initiate a slow
rate of rollout so as to arrive at the 180o point with the wings level
(reference point off from the opposite wing) and at minimum
controllable airspeed (stall warning).
9. To recover, maintain the heading while decreasing the pitch attitude,
allowing the airplane to accelerate while maintaining the last altitude
attained.

LAZY EIGHT
6
7 9-12
1-4

LAZY EIGHT
Objective: To develop the pilot’s feel for varying control forces, and the
ability to plan and remain oriented while maneuvering the plane
with positive and accurate control.
Maneuver Standards:

4. Select 45o, 90 o, and 135 o reference points on or out toward the
horizon.
5. From straight and level flight, initiate a climbing turn (simultaneously
increase bank and pitch slowly) in the direction of the 45° reference
point. At the 45° reference point the maximum pitch up (highest)
attitude (approx. 13-15°) should be achieved with a 15° bank angle
continuing to increase to 30°.
6. From the 45° reference point, while allowing the bank angle to continue
increasing, allow the pitch to decrease so that at the 90o reference
point the maximum bank angle (30o) is achieved and the pitch attitude
is passing through level flight at minimum airspeed (5-10 kts. above
VS).
7. From the 90o reference point, allow the pitch attitude to continue
decreasing and initiate a slow decrease in the bank angle, continuing a
descending turn in the direction of the 135° reference point. At the
135° reference point, the maximum pitch down (lowest) attitude
(approx. 13-15°) should be achieved with a 15° bank angle continuing
to decrease to 0°.
8. From the 135° reference point, continue decreasing the bank angle
while allowing the pitch to increase so that the airplane returns to the
entry airspeed and altitude by the 180o reference point.
NOTE
The airspeed should not exceed the entry airspeed during the
turn from the 90° reference point to the 180° reference point.
9. From the 180° point, immediately commence a climbing turn in the

opposite direction, repeating steps 4 through 7.


STEEP SPIRAL
1-4
5
6
7-11

STEEP SPIRAL
Objective: To improve pilot technique for airspeed and wind drift control,
planning, orientation, and division of attention.
Maneuver Standards:

2. Determine the wind direction.
4. Select a reference point in an area where an emergency landing can
be made if necessary.
5. Approaching the reference point so as to enter on downwind, enrichen
the mixture and reduce throttle to idle, adjusting pitch to establish and
maintain an 80 KIAS descent. Trim as necessary.
6. Abeam the reference point, roll into a steep bank (50-55°), adjusting
the bank angle as necessary (not to exceed 60°) to maintain a
constant radius around the reference point.
NOTE
Operating the engine at idle speed for prolonged periods may
result in excessive engine cooling or spark plug fouling. Check
engine operation during the glide by “clearing” the engine on
every upwind (to minimize any variation in groundspeed and
turn radius).
7. Complete at least three 360o turns.

8. Complete the maneuver on entry heading.
NOTE
Recover no lower than 1500’ AGL unless combining the
maneuver with an Emergency Approach and Landing
(simulated).



EMERGENCY DESCENT
Objective: To descend the airplane as rapidly as possible, within the

operating limitations of the airplane.
Maneuver Standards:
1. Select an altitude where recovery will occur no lower than 1500’ AGL
and a descent will be no more than 2000’.
2. Brief all passengers.
4. Reduce the Throttle to idle and pick a visual landmark off the wing tip
in the direction of turn to be made.
5. Simultaneously roll into a 30°- 45° bank in that direction while lowering
the pitch to maintain 124 KIAS (approx. 17-18° Down).
6. Roll out on the 90° point (visual landmark) in the turn, making shallow
S-turns to continue checking for other traffic while descending.
7. Approaching the target altitude, begin to level off by increasing pitch to
reduce the descent rate.
8. At target altitude, adjust pitch to maintain level flight.

WIND DRIFT CIRCLE
Draw an imaginary line from the point where the wind drift
circle began to the point where the airplane ended up when the
wind drift circle was completed.
The imaginary line represents the direction the wind is coming

from. The length of the imaginary line gives information about
the wind velocity.

WIND DRIFT CIRCLE
Objective: To determine wind direction and strength (velocity) while in

flight and recognize the effect of wind on the airplane’s ground
track.
Maneuver Standards:

3. Establish and maintain 100 KIAS (approx. 2200 RPM) and 1000’ AGL.
4. Enter the maneuver from any direction to the reference point.
5. Over the reference point, roll into a 30° bank and perform a 360° turn,
maintaining a constant bank angle.
6. Initiate a rollout at a point where the wings will be level when
completing the turn.
7. Note any difference in position between the starting and finishing
positions.
8. Determine the approximate wind direction and strength based on any
differences in the starting and finishing positions.

RECTANGULAR COURSE
Medium bank Shallow bank

More than 90o turn Less than 90o turn
W
I
N
1-4 D
5, 6
Medium bank
Less than 90o turn
9-12 7, 8
Steeper bank
More than 90o turn
Bank angle and degree of turn will vary

based on wind speed.

RECTANGULAR COURSE
Objective: To maneuver the airplane over a predetermined ground path

while dividing attention inside and outside the airplane.
Maneuver Standards:

3. Select a square or rectangular area, or an area bounded on four sides
by section lines or roads, in an area where an emergency landing can
5. Enter on a 45o to the mid-field downwind.
NOTE
Although the maneuver may be entered for any direction, for
training purposes, only downwind entry may be used.
6. Establish a crab angle as necessary to maintain a uniform distance

from the area boundaries for each leg of the maneuver.
NOTE
The airplane should be flown parallel to and at a uniform
distance ¼ to ½ mile away from the field boundaries (reference
one-half the wing strut).
7. Begin the turn to next leg when airplane is abeam the corner of the
area boundary.
8. Vary the bank angle (not to exceed a 45° bank) to maintain a constant
radius during the turns.
9. Depart on a 45° from the downwind at the downwind turn boundary.

TURNS AROUND A POINT
W
I
N
D
1-5
Increasing Shallowest
Bank Bank
9 8
6 7
10-13
Decreasing
Bank
Steepest Bank

TURNS AROUND A POINT

Maneuver Standards:

5. Enter on a downwind to one side of the selected point at a distance
equal to the desired radius of the turn.
NOTE
In a high-wing airplane, the radius distance must permit seeing
the point throughout the maneuver, even in a bank.
6. Directly downwind (highest groundspeed) and abeam the reference

point, roll into the steepest bank (not to exceed 45°) to initiate
maintaining a constant radius.
7. As the turn continues (groundspeed decreases), begin to shallow the
bank as necessary to continue maintaining a constant radius.
8. Directly upwind (lowest groundspeed), the bank should be at its
shallowest.
9. As the turn continues (ground speed increases), begin to steepen the
NOTE
In addition to varying the bank angle, “crabbing” is also
necessary: crab in during the downwind half of the circle; crab
out during the upwind half of the circle.
10. Complete two complete circles, or as directed, and depart on the entry
heading.
S TURNS ACROSS A ROAD
W
I
N
1-5 D
8 9
6 7
10-14

S TURNS ACROSS A ROAD
Objective: To teach the student to maneuver the airplane over a

predetermined ground path while dividing attention inside and
outside the airplane.
Maneuver Standards:

3. Select a straight ground reference line or road in an area where an
emergency landing can be made if necessary, and that lies 90°
(perpendicular) to the direction of the wind.
5. Enter on a downwind heading.
6. When directly over the line or road (highest groundspeed), roll into the
steepest bank (not to exceed 45°) to initiate maintaining a constant
radius.
7. As the turn continues (groundspeed decreases), begin to shallow the
8. Level the wings when crossing the reference line (lowest groundspeed)
and immediately begin a turn back in the opposite direction.
9. As the turn continues (groundspeed increases), begin to steepen the
10. Level the wings when crossing the reference line (highest
groundspeed).
NOTE
The rollouts must be timed in order to be straight and level
directly over and perpendicular to the line or road.
In addition to varying the bank angle, “crabbing” is also

necessary: crab in during the downwind half of the circle; crab
out during the upwind half of the circle.
11. After completing the second turn depart on the entry heading.
EIGHTS ON PYLONS
W
1-5 I
N
D
8
Pylon Pylon
7
6
9
10-13

EIGHTS ON PYLONS

Maneuver Standards:

3. Select two (2) reference points (pylons) in an area where an
emergency landing can be made if necessary and that lies 90°
(perpendicular) to the direction of the wind.
4. Establish 100 KIAS (approx. 2200 RPM) and pivotal altitude.
NOTE
Power should remain set (fixed) during the maneuver.
To determine pivotal altitude, calculate the following:

Pivotal Altitude = GS2 / 11.3
5. Enter the maneuver on a 45 (diagonally) to the downwind and at a

distance from the pylons that will require the use of a 30° to 40° angle
of bank at the steepest point during the maneuver.
6. At the position where the pylon appears to be just ahead of the wingtip,
smoothly roll into a coordinated turn so that the line of sight reference
can be placed on the pylon.
7. As the turn around the pylon progresses, gradually increase/decrease
the bank and pitch, as necessary, to hold the line of sight reference to
the pylon.
NOTE
The effects of the wind on the airplane’s groundspeed should
be anticipated so as to smoothly adjust pitch, where necessary,
to maintain the line of sight reference with the pylon.
8. Approximately three-quarters around the pylon (perpendicular to the

original entry track), establish straight and level flight with adequate

wind correction (crab) to maintain a constant ground track, and

transition to the second pylon.
9. Approaching the second pylon, complete steps 6 and 7 in the opposite
direction.
10. After completing the turn around the second pylon, depart the
maneuver on the entry heading.


EMERGENCY APPROACH AND LANDING

(simulated)
High Key Point

(1000' AGL)
Low Key Point

(500' AGL)

EMERGENCY APPROACH AND LANDING

(Simulated)

Cessna 172S Information Manual (IM)
Objective: To execute a safe approach and landing in the event of an

engine failure.
Maneuver Standards:
NOTE
When simulating an engine failure, the Instructor Pilot (IP) will
call out, “Simulated Emergency Landing.”
1. Establish best glide attitude for attaining 68 KIAS.

2. Ensure that the flaps are in the 0° (Up) position.
3. When 68 KIAS is attained, trim to maintain that speed.
4. Determine wind direction and select a suitable landing site, checking
the area in the immediate vicinity of the aircraft’s position (i.e. seek a
suitable site in all directions closest to the airplane’s position first; then,
looking outward from the aircraft as necessary).
5. Turn the airplane towards the selected landing site.
NOTE
The student must advise the IP of the site selected and the
direction of intended landing.
6. Complete the Engine Failure During Flight checklist as appropriate.

7. If engine restart is unsuccessful, maneuver the aircraft as necessary
for the approach and landing.
NOTE
Operating the engine at idle speed for prolonged periods may
result in excessive engine cooling or spark plug fouling. The IP
is responsible for checking engine operation during the glide
by “clearing” the engine approximately every 1000’.

NOTE
How to maneuver the aircraft for the pattern and the approach
and landing will depend on many variables, including location
of the closest suitable landing site to the aircraft’s current
position, altitude, wind direction, landing direction,
obstructions, etc. All variables must be considered when
developing a maneuvering plan.
Maneuvering the aircraft from an altitude significantly higher

than the desired altitude for the commencement of the
approach and landing, may require that the landing area is
circled (spiral).
Circling over the landing area allows for continual monitoring of

the intended landing site (the landing area is always in sight),
and allows for making immediate corrections to the planned
flight path when necessary.
When circling over the landing area, bank angle may be

adjusted to vary altitude loss so as to arrive at the abeam point
at the appropriate altitude.
8. When appropriate, maneuver the aircraft to arrive at a point abeam the

point of intended landing at 1000’ AGL (high-key point).
NOTE
In some situations, the remaining altitude may not permit
reaching the abeam point as part of the maneuvering plan. In
those situations, proceed as appropriate to the point (low-key
point) where a judgment can be made as when to turn onto the
final approach.
9. If the use of an abeam point was possible, turn onto the base leg when
appropriate.
10. From the base leg (low-key point), determine if adjustment of the flight
path of the base leg is necessary to conserve or dissipate altitude to
ensure reaching the desired landing point. Call out “Below 10, Flaps
10” and set flaps to 10°, if desired.
11. When appropriate, turn onto final, aligning the aircraft’s flight path with
the landing site, and, if desired, call out “Below 85, Flaps 30” and set
the flaps to 30° when the landing is assured.

12. Ensure that Engine Failure During Flight checklist has been completed
prior to touchdown.
13. Touchdown slightly tail low and apply brakes as required.
NOTE
Unless the approach is made to an ERAU approved airport
runway, the simulated emergency approach and landing
should be terminated as soon as it can be determined that
a safe landing could have been made, or 500’ AGL, whichever
occurs first. The Instructor Pilot (IP) will notify the student
when to go around.

DIVERSION

DIVERSION
Objective: To develop skills necessary for plotting a new course and

determining a new ETA while en route.
Maneuver Standards:
1. Note the time.

2. Verify the airplane’s present position.
3. Determine the location of the new destination.
4. Turn in the appropriate direction to an estimated heading, taking into
consideration airspace, obstructions, and/or adverse weather.
5. Determine the distance and compass heading to the new destination.
6. Turn to the compass heading.
7. Select prominent landmarks to aid in flying the new course.
8. Compute ETE, ETA, and the fuel required to reach the new
destination.
9. Contact FSS to amend your flight plan.
NOTE
When diverting to a nearby airport (25 miles or less) and fuel is
not critical, make reasonably accurate estimates rather than
performing actual computations.

LOST PROCEDURES

LOST PROCEDURES
Objective: To develop the skills necessary for determining airplane

position.
Maneuver Standards:
1. Maintain positive aircraft control at all times.

2. Remain calm.
3. Conserve fuel by leaning the engine for a best economy operation and
reducing power as much as practical.
4. Regain situational awareness, using a sectional chart and NAVAIDs as
follows:
Sectional chart:
 Check the HSI and magnetic compass.
 Turn the sectional chart to match your heading.
 Watch for prominent landmarks.
 Match the landmarks to the sectional chart.
NAVAIDs:
 Check the HSI and magnetic compass.
 Tune and identify an available VOR and/or NDB station.
 Locate the aircraft position using radials/bearings.
 Plot a course to proceed direct to the destination or to intercept the
planned course, as appropriate.
 Use the GPS:
 Use NRST to locate the nearest airport or VOR, or
 Use the moving map.
5. Obtain assistance from ATC or FSS.

6. If unable to establish contact with anyone, squawk 7700 and transmit
“in the blind” on 121.50 MHz to obtain assistance.
7. Carefully monitor the amount of fuel and make a precautionary landing
at an airport BEFORE exhausting the fuel supply.


Section 4:
APPROACH AND
LANDING

NORMAL APPROACH AND LANDING
1-8
19-11
12
2 3 13
4

NORMAL APPROACH AND LANDING
Objective: To safely and accurately establish and maintain a stabilized

approach to a landing in a designated area.
Maneuver Standards:

3. Set power to 2200 RPM to establish and maintain 100 KIAS (1° nose
up). Trim as necessary.
4. Abeam the point of intended landing, set power to 1500 RPM, at or
below VFE10° (110 KIAS), call out “Below 110, Flaps 10” and set the
flaps to 10°, and establish a descent at 85 KIAS (1° nose down). Trim
as necessary.
5. At the 45° point to the intended touchdown point (or as appropriate for
wind conditions), commence a turn to the base leg.
6. Call out “Below 85, Flaps 20” and set the flaps to 20°, and establish
and maintain 75 KIAS (3° nose down). Trim as necessary.
7. Visually verify that the final approach (including the extended final and
the opposite base leg) is clear, and turn final.
8. Call out “Runway (Runway Number), Check Heading.” Wait for the
instructor’s response, “Heading Set (Compass/HSI Heading).”
9. When landing is assured, call out “Below 85, Flaps 30” and set the
flaps to 30°. Establish and maintain 65 KIAS (+ ½ gust factor, if
applicable). Trim as necessary.
10. By 300’ AFE, complete the Descent “Final Items” Flow.
11. At 200’ AFE, if the approach is stabilized, call out, “200 feet, Stabilized,
Continuing.”
NOTE
If the approach is not stabilized, call out, “200 feet, Not
stabilized, Going around”, and execute a go-around.

12. At the round out, commence reducing power to idle, continuing the
flare to touch down on the main wheels first, holding the nose wheel off
with back pressure (3° nose up) throughout the rollout; allow settling
gently.
13. Maintain directional control throughout the rollout, slowing sufficiently
before turning onto a taxiway.


CROSSWIND APPROACH AND LANDING
1-8
9-10
11
12 13

CROSSWIND APPROACH AND LANDING

approach to as landing, correcting for a crosswind during the
approach, touchdown, and roll out.
Maneuver Standards:

4. .Abeam the point of intended landing, set power to 1500 RPM, at or
as necessary.
wind conditions), commence a turn to the base leg. Call out “Below
85, Flaps 20” and set the flaps to 20°, and establish and maintain 75
KIAS (3° nose down). Trim as necessary.
flaps to 30°, and establish and maintain 65 KIAS (+ ½ gust factor, if
NOTE
In gusty wind conditions, use no more than 20° of flaps.

10. At 200’ AFE if the approach is stabilized, call out, “200 feet, Stabilized,
Continuing.”

NOTE
11. Use the wing-low method (side slip) for drift control.
12. At the round out, reduce power to idle and continue the flare to touch
down on the upwind main wheel first, followed with the downwind main
wheel touchdown, while holding the nose wheel off with back pressure
(3° pitch up) throughout the rollout; allow settling gently.
13. Increase aileron deflection into the wind while maintaining directional
control throughout the rollout, slowing sufficiently before turning onto a
taxiway.


SHORT-FIELD APPROACH AND LANDING
1-8
9-10
11 12-13 14-15

SHORT-FIELD APPROACH AND LANDING

approach to a landing, obtaining maximum performance by
stopping in a minimum distance.
Maneuver Standards:

as necessary.
wind conditions), commence a turn to the base leg. Call out “Below
85, Flaps 20” and set the flaps to 20°, and establish and maintain 75
KIAS (3° nose down). Trim as necessary.
flaps to 30°, and establish and maintain 61 KIAS (+ ½ gust factor, if
applicable), or as recommended for lower landing weight. Trim as
necessary.
Continuing.”
NOTE

11. Before the roundout, begin smoothly reducing power, continuing the
power reduction during the roundout while increasing the pitch to
maintain a constant glide path to the desired touchdown point
(airspeed will begin decreasing).
NOTE
Avoid closing the throttle rapidly, which may result in an
immediate increase in the rate of descent and a hard landing.
12. Touch down at minimum controllable airspeed with a power-off stall

pitch attitude, on the main wheels first (minimum float), and with the
throttle at the idle (closed) position.
13. Immediately after touchdown, lower the nose wheel to touch down.
14. At nose wheel touch down:
 Retract the flaps to the Up (0º) position (for maximum braking
effectiveness),
 Hold the control wheel full back and
 Apply braking as necessary to stop within the shortest distance
possible, consistent with safety and controllability.
NOTE
For training purposes, retraction of the flaps and application of
the brakes are authorized only during dual flight activities.



SOFT-FIELD APPROACH AND LANDING
1-8
9
10-11
12 13 14

SOFT-FIELD APPROACH AND LANDING
Objective: To develop the student’s ability to safely and accurately

maintain a stabilized approach to land the airplane obtaining
maximum performance by touching down at the slowest
possible airspeed.
Maneuver Standards:

as necessary.
6. Call out “Below 85, Flaps 20” and set the flaps to 20°, and establish
and maintain 75 KIAS (3° nose down). Trim as necessary.
flaps to 30°. Establish and maintain 65 KIAS (+ ½ gust factor, if
Continuing.”
NOTE

12. At the round out, commence reducing power as necessary and

initiating the flare to hold the airplane 1-2 feet off the surface in ground
effect as long as possible (to gradually dissipate forward speed).
NOTE
Use power (typically 1400-1500 RPM) throughout the level-off
and touchdown to ensure touching down at the slowest
possible speed.
13. Touch down on the main wheels first, holding the nose wheel off with
back pressure (3° nose up) throughout the rollout; allow settling gently.
NOTE
Use power and control wheel back pressure (elevator
deflection) to control the rate at which the airplane’s weight is
transferred to the main wheels.

NOTE
Conduct all taxi operations with the control wheel fully aft. On
softer surfaces, additional power may be needed to maintain
taxi speed and to avoid becoming stuck. Avoid the use of
brakes to prevent imposing a heavy load on the nose gear,
causing the nose gear to “dig” into the soft surface.


NO FLAP APPROACH AND LANDING
1-8
9-10
11 12

NO FLAP APPROACH AND LANDING
Objective: To execute an approch and landing with an inoperative flap

system, or when landing in strong/gusty crosswinds without
flaps.
MANEUVER STANDARDS:

4. Abeam the point of intended landing, set power to 1200 RPM to
commence a descent at 85 KIAS (1° Down).
8. Set power to approximately 1000 RPM to establish and maintain 70
KIAS. Trim as necessary.
Continuing.”
NOTE
11. At the round out, commence reducing power to idle, continuing the
flare to touch down on the main wheels first, holding the nose wheel off
with back pressure (3° Up) throughout the rollout; allow settling gently.

180° POWER–OFF ACCURACY

APPROACH AND LANDING
Downwind Leg
Key Position
Base Leg
Key Position

180° POWER–OFF ACCURACY

APPROACH AND LANDING
Objective: To demonstrate the judgment, technique, and skill necessary

for accurately flying the airplane, without power, to a safe
landing.
Maneuver Standards:

3. Set power to 2200 RPM to establish and maintain 100 KIAS. Trim as
necessary.
4. Abeam the point of intended landing (downwind leg key position),
smoothly reduce power to idle, slowing to 68 KIAS, and then
commencing a descent at 68 KIAS. Trim as necessary.
5. At a point as appropriate for wind conditions, commence a turn to the
base leg using a medium (20 - 40°), or slightly steeper bank.
NOTE
Position the base leg (in toward, perpendicular to, or out from
intended touchdown point) considering altitude or wind
condition so as to conserve/dissipate altitude as necessary to
reach the intended touchdown point.
6. On the base leg, at the base leg key position, call out “Below 110,
Flaps 10” and set the flaps to 10°, and establish and maintain 65 KIAS.
Trim as necessary.
NOTE
The base leg key position is not a fixed point on the ground and
may be adjusted to accommodate varying conditions.

Continuing.”
NOTE
11. When landing is assured, call out “Below 85, Flaps (to desired setting)”
and set the flaps as needed (up to 30°) and maintain 65 KIAS. Trim as
necessary.
NOTE
The use of slips is permitted to ensure a good, safe landing,
touching down on, or within 200’ beyond, the desired point on
the runway.
12. Complete the round out and flare to touchdown holding the nose wheel
off with back pressure throughout the rollout; allow settling gently.
NOTE
No touch-and-go is permitted immediately after the completion
of a 180° Power-Off Accuracy Approach and Landing.


GO-AROUND/REJECTED LANDING
7-11
5, 6
1 4
2 3

GO-AROUND/REJECTED LANDING
Objective: To develop the ability to safely transition at a critical time from

the approach and landing phase to the climb.
Maneuver Standards:
1. Upon deciding to go-around:

a. Simultaneously establish an appropriate climb attitude (based on
airspeed at the go-around),
b. Verify that the Mixture Control is in the Full Forward (full rich)
position, and
c. Apply full power.
d. Call out “Going Around.”
2. With the rate of descent slowed or stopped, retract the flaps to 20°.
4. Establish and maintain VX (62 KIAS) or VY (74 KIAS), as appropriate.
5. Maneuver to the non-pattern side of the runway (left or right side, as
appropriate) to remain clear and avoid any conflicting traffic.
6. Maintain directional control and proper wind-drift correction throughout
the climb.
7. Clear of obstacles, lower the nose to check for potential traffic, clear
the airspace ahead, and then establish/re-establish VY (74 KIAS).
9. At 500’ AGL, lower pitch (7-8° Up) to establish and maintain 85 KIAS.
10. Execute an appropriate departure procedure, or remain in the traffic
pattern, as appropriate.

FORWARD SLIP TO A LANDING
36
5,6 67
44 5
122

FORWARD SLIP TO A LANDING

Objective: To increase the descent rate on a final approach path without
increasing airspeed.
Maneuver Standards:
NOTE
If flap settings greater than 20° are used in sideslips with full
rudder deflection, some elevator oscillation may be felt at
normal approach speeds. However, this does not affect the
control of the airplane.
1. Ensure that the Flaps are set to the final setting and the Throttle is in
the idle position.
2. Initiate the slip by simultaneously providing aileron input (bank) to
lower a wing (upwind wing in a crosswind condition) and rudder input
(yaw) in the opposite direction so that the longitudinal axis is at an
angle to the original flight path.
3. Maintain the appropriate amount of bank and yaw to maintain the
extended runway centerline.
NOTE
The amount of slip (sink rate) is determined by the bank angle:
the steeper the bank—the greater the descent rate—the greater
(steeper) the descent angle—the greater the need for opposite
direction yaw (rudder) up to the “practical slip limit” (banking
capability exceeds rudder effectiveness).
4. Adjust the pitch attitude, as appropriate, to maintain airspeed. Trim as

necessary.
NOTE
Because of the location of the pitot tube and static source,
airspeed indicator error may be observed when performing
slips. Recognize a properly performed slip by the airplane’s
attitude, sound of the airflow, and flight control feel.
5. Prior to the roundout, discontinue the forward slip.

6. Complete the appropriate approach and landing procedure.


Section 5:
INSTRUMENT
OPERATIONS

INSTRUMENT TAKEOFF (ITO)
11-12
10
9
1-6 7 8

INSTRUMENT TAKEOFF (ITO)
Ref: FAA-H-8083-15A (Instrument Flying Handbook)
Objective: To develop the skill necessary to perform a takeoff solely by

reference to the flight instruments.
Maneuver Standards:
1. Align the airplane with the runway centerline and depress the brake
pedals to ensure holding the airplane in position.
2. Check/set the heading indicator or Horizontal Situation Indicator (HSI),
and the heading bug (if equipped) to the runway alignment heading.
Call out “Runway (Runway Number), Check Heading.” Wait for the
instructor’s response, “Heading Set, (Compass/HSI Heading).”
3. Verify that the Attitude Indicator (AI) is set correctly.
4. Smoothly apply partial power to increase rudder effectiveness,
checking engine instruments, manifold pressure and tachometer
(RPM).
5. If appropriate, call out, “Engine Instruments in the Green.”
6. Gradually release the brakes while smoothly and continuously
increasing the power.
7. Maintain precise heading control using the rudder pedals. If
appropriate, call out, “Airspeed Alive.”
8. At VR (55 KIAS), call out, “VR, Rotate”, and, referencing the attitude
indicator, pitch Up approximately 2-3°.
9. After liftoff, establish and maintain VY (74 KIAS) (9-10° Up). Trim as
necessary.
10. With a positive rate of climb, depress the brake pedals, and call out,
“Positive Rate.”
85 KIAS. Trim as necessary.
NOTE
For Airline Transport Pilot (ATP) training, the takeoff is made in
visual meteorological conditions (VMC). However, instrument
meteorological conditions (IMC) must be encountered before
reaching 100’ AGL.

VOR RADIAL INTERCEPT

VOR RADIAL INTERCEPT
Objective: To establish the airplane on a predetermined VOR radial.
Maneuver Standards:
1. Tune the VOR frequency, verify the station’s Morse Code identifier,
and monitor the VOR.
2. Check the Heading Indicator (HI) or Horizontal Situation Indicator (HSI)
with the magnetic compass. Reset as necessary.
3. Turn the airplane to a heading to parallel the desired course, in the
same direction as the course to be flown.
4. With the Omni Bearing Selector (OBS), center the Course Deviation
Indicator (CDI) with a TO flag indication (inbound), or a FROM flag
indication (outbound), as appropriate.
5. Determine the difference between the radial to be intercepted and the
radial presently on.
6. Double the difference to determine the interception angle (may not be
less than 20°, nor more than 90°).
NOTE
Since the distance between radials varies with distance from
the VOR (at 60 nm 1° between radials = 1 nm, 30 nm = .5 nm, 15
nm = .25 nm, etc.), the amount of intercept heading used must
vary accordingly to prevent overshooting the desired course.
7. Rotate the OBS to select the desired radial (From), or the course (To).
8. Turn to the intercept heading determined and hold the heading
constant until the CDI begins to center.
9. As the CDI begins to center, begin turning to the heading
corresponding to the radial or course selected.
10. Track the radial (outbound) or course (inbound), as appropriate.
NOTE
As proficiency increases, steps 3 and 4 may be eliminated.

VOR RADIAL TRACKING

VOR RADIAL TRACKING
Objective: To track a VOR radial, making necessary corrections for the

effects of wind.
Maneuver Standards:
1. After the course has been intercepted, maintain the heading that
corresponds to the course selected.
2. If the CDI should move off center, re-intercept by beginning with a 20°
change (intercept angle) in heading (intercept heading) toward the
deflection of the CDI.
3. Maintain the intercept heading until the CDI re-centers, and then turn
back to a new course heading by taking out ½ of the intercept angle.
EXAMPLE
The airplane has drifted to the right of the 090° radial
(outbound). To re-intercept the radial, a left turn is made to a
heading of 070°. When the CDI re-centers, a right turn is made
to maintain a new Course Heading of 080° (10° Wind Correction
Angle).
4. If the CDI should move off center, re-intercept by beginning with a 10°
change in heading (intercept heading) toward the deflection of the CDI.
5. Maintain the intercept heading until the CDI re-centers, and then turn
back to a new course heading by taking out ½ of the heading change.
EXAMPLE
The airplane has drifted again to the right of the 090° radial
(outbound). To re-intercept the radial, a left turn is made to a
heading of 070° (10° change). When the CDI re-centers, a right
turn is made to maintain a new Course Heading of 075° (5°
change, 15° Wind Correction Angle).
NOTE
Wind conditions may require the use of intercept angles greater
than 20° to change the direction of the CDI deflection. However,
the “bracketing” procedures outlined above are still applicable.

NDB BEARING INTERCEPT

NDB BEARING INTERCEPT

Objective: To establish the airplane on a predetermined NDB course.
Maneuver Standards:
1. Tune the ADF frequency, verify the station’s Morse Code identifier, and
monitor the ADF.
2. Check the Heading Indicator (HI) or Horizontal Situation Indicator (HSI)
with the magnetic compass. Reset as necessary.
3. Turn the airplane to a heading to parallel the desired course, in the
same direction as the course to be flown.
4. Note the Relative Bearing Indicator (RBI) and note if the station is to
the left or right of the nose (0°) or tail (180°) of the airplane.
5. Determine the number of degrees of needle deflection from the 0°
point (inbound) or the 180° point (outbound) and double the amount for
the intercept angle.
6. Determine the intercept heading to establish and maintain.
EXAMPLE
The airplane is heading 360° (paralleling the desired bearing).
The RB is 030° (30° deflection to the right of the nose). A turn
to the right to a heading of 060° is made to intercept the desired
bearing (60° intercept angle to the desired bearing).
7. Maintain the intercept heading until the deflection angle equals the
intercept angle (Deflection = Correction).
NOTE
When turning to intercept an NDB bearing inbound, the RBI
needle deflection will appear on the opposite side of the nose.
When turning to intercept an NDB bearing outbound, the RBI
needle deflection will remain on the same side of the tail.
8. As the deflection angle and intercept angle equal, begin turning to the
heading corresponding to the desired bearing.
9. Track the bearing inbound or outbound, as appropriate.
NOTE
As proficiency increases, steps 3 and 4 may be eliminated.

NDB BEARING TRACKING
3
4

NDB BEARING TRACKING
Objective: To follow a course directly to or from a non-directional beacon

(NDB) while making necessary corrections for the effects of
wind.
Maneuver Standards:
1. After the course has been intercepted, maintain the heading that
corresponds to the Course To or Bearing From the station.
2. If a 10° course deviation is indicated [from the 0° (nose) or 180° (tail)
points on the RBI], re-intercept by beginning with a 20° change in
heading towards the “head” of the needle.
NOTE
Always make corrections toward the “head” of the needle.
3. Maintain the intercept heading until the angle of deflection from the
“nose” or “tail” is 20°, and then turn to a new course heading by taking
out ½ of the intercept angle.
EXAMPLE
The airplane has drifted to the right of the 360° bearing from the
station (outbound). To re-intercept the bearing, a left turn is
made to a heading of 340°. When the needle deflection is equal
to the intercept angle (20°), a right turn is made to maintain a
new Course Heading of 350° (10° Wind Correction Angle, 10°
deflection to the left of the tail, RB = 190°).
4. If the ADF needle deflects toward the “nose” or away from the “tail”, re-
intercept by beginning with a 10° change in heading (intercept
heading) toward the needle deflection.
5. Maintain the intercept heading until the deflection angle equals the
intercept angle (Deflection = Correction), and then turn back to a new
course heading by taking out ½ of the heading change.
EXAMPLE
The airplane has drifted again to the right of the 360° bearing
from the station (outbound). To re-intercept the bearing, a left
turn is made to a heading of 340°. When the deflection =

correction, a right turn is made to maintain a new Course
Heading of 345° (5° change, 15° Wind Correction Angle).
NOTE
Wind conditions may require the use of intercept angles greater
than 20° to change the direction of the CDI deflection. However,
the “bracketing” procedures outlined above are still applicable.


MAGNETIC COMPASS TURNS
000 030 060 090 120 150

002 033 060 086 122 151
Magnetic
Compass
330 300 Lags
360
000 030 060 090 120 150
181 210 244 273 303 333 330 030
30
300 20 20 060
ROLL OUT
10 BEFORE 10
270 090
10 ROLL OUT 10
AFTER
Magnetic 240
Compass 20 20 120
Leads 30
210 150
180
NOTE
The amounts of rollout indicated above are approximate for a
30° latitude locality and bank angles between 15-18°.

MAGNETIC COMPASS TURNS
Objective: To make turns to specific headings solely by reference to the

magnetic compass.
Maneuver Standards:
1. Determine the latitude in which the aircraft is operating.
NOTE
Magnetic compass turning errors are approximately equivalent
to the airplane’s latitude.
2. Estimate the amount of northerly turning error that corresponds to the

heading to be flown.
3. Enter a standard rate turn in the appropriate direction.
4. When turning to a northerly heading, apply the normal rollout lead (½
the angle of bank) to the magnetic compass heading, adjusted for the
amount of northerly turning error.
EXAMPLE
Using the magnetic compass to make a right standard rate turn
(15° bank at 100 KIAS) from 270° to 360°, a rollout will be
initiated at a magnetic compass heading of approximately 323°.
5. When turning to a southerly heading, apply the normal rollout lead (½

the angle of bank) to the magnetic compass heading, adjusted for the
amount of southerly turning error.
EXAMPLE
Using the magnetic compass to make a left standard rate turn
(15° bank at 100 KIAS) from 270° to 180°, a rollout will be
initiated at a magnetic compass heading of approximately 157°.

TIMED TURNS TO MAGNETIC COMPASS HEADINGS

TIMED TURNS TO MAGNETIC COMPASS HEADINGS
Objective: To accomplish turns to specific compass headings without the

use of the attitude and heading indicator.
Maneuver Standards:
1. Calibrate the turn coordinator:

 Using the turn coordinator, establish a standard rate turn and start
the timer.
 While holding the indicated rate of turn constant, note the
indicated heading change after ten seconds.
 If the turn is more than 30°, a smaller deflection of the turn
coordinator’s miniature aircraft is necessary to maintain a standard
rate turn.
 If the turn is less than 30°, a larger deflection of the turn
coordinator’s miniature aircraft is necessary to maintain a standard
rate turn.
 Repeat as necessary to confirm turn coordinator calibration.
2. Determine the number of degrees to be turned and compute the time
needed to accomplish the turn at a standard rate (3° per second).
3. Note the time as the roll in to a standard rate turn is initiated.
4. When the computed time to turn expires, initiate a roll out.

STEEP TURNS (IR)
1-3
6, 7
8, 9 5
10-12

STEEP TURNS (IR)
Objective: To enter and recover from turns greater than standard rate
when operating in instrument meteorological conditions.
Maneuver Standards:

3. Note the entry heading and the pitch attitude required to maintain
straight and level flight.
4. Roll into a 45° bank in the direction previously cleared.
5. Rolling through 30° of bank, increase power (approx. 2250-2350 RPM)
to maintain airspeed while pitching up (2° Up) to maintain altitude. Use
trim, as necessary, to assist with increasing the backpressure.
6. Referencing the entry heading, initiate your rollout approximately 20°-
25° (½ the bank angle) before the entry heading.
7. Transitioning through 30° of bank, reduce power (approx. 2150 RPM)
to maintain airspeed and decrease pitch (trimming) to maintain altitude.
8. Return to wings level flight at the entry heading, altitude, and airspeed.
9. Immediately roll into a 45° bank in the opposite direction and repeat
steps 5 through 8.

RECOVERY FROM UNUSUAL FLIGHT ATTITUDES
Nose high
Nose low recovery
recovery

RECOVERY FROM UNUSUAL FLIGHT ATTITUDES
Objective: To properly recover from unusual attitudes solely by reference

to the flight instruments.
Maneuver Standards:
NOTE
All control applications should be changed simultaneously in
the sequence given below for a smooth recovery.
Recovery should be initiated by reference to the airspeed

indicator, altimeter, vertical speed indicator, and turn
coordinator.
To recover from a nose-high attitude (airspeed decreasing or below

desired airspeed):
1. Increase power to full or in proportion to the observed deceleration.

2. Lower the nose and prevent a stall by applying forward elevator
pressure.
3. Level the wings by applying coordinated aileron and rudder pressure.
To recover from a nose-low attitude (airspeed increasing or above

desired airspeed):
1. Reduce power as necessary to prevent excessive airspeed and loss of

altitude.
2. Level the wings by applying coordinated aileron and rudder pressure.
3. Raise the nose to level flight attitude by smoothly applying back
elevator pressure.

DME ARC

DME ARC
Objective: To track a predetermined DME arc at a specified distance.
Maneuver Standards:
1. Tune and identify the navaid and DME.

2. Verify that the HI or HSI is aligned with magnetic compass.
3. Establish a track to the DME fix.
4. Determine when to start the initial turn - For groundspeed less than
150 kts., calculate .5% of groundspeed (e.g., .5% * 140 = .7 miles).
NOTE
The procedure above is based on a 90° intercept. If radar
vectored to the arc at an intercept angle less than 90°, the
distance required to lead the turn to join the arc will be less
than the value calculated for the 90° intercept.
5. Determine whether to join the arc with a left or right turn.

6. Start the turn to intercept the arc by distance calculated.
7. Turn to a heading that is 90° from the radial you are tracking.
8. Note the DME distance after the turn is completed:
 If the DME is .1 greater than the arc, turn 10° toward the arc.
 If the DME is .1 less than the arc, maintain your current heading
until the DME increases to the assigned DME distance, then turn
10° toward the arc.
9. To help maintain positional orientation and situational awareness, use
the OBS to determine your position along the arc.
10. Complete the Descent Flow/Checklists.
11. At the lead radial, commence a turn to an appropriate heading to
intercept the final approach course.
12. For arcs without a lead radial, commence a turn to an appropriate
heading to intercept the final approach course 5° to 10° prior to the
final approach course.

APPROACHES WITH COURSE REVERSAL

APPROACHES WITH COURSE REVERSAL

AIM (Aeronautical Information Manual), Section 4
Objective: To safely and accurately maneuver the airplane to the final

approach course.
Maneuver Standards:
1. Review the appropriate approach chart to determine frequencies,

courses, altitudes and missed approach procedures.
2. Prior to reaching the Initial Approach Fix (IAF), tune and identify the
navaid.
3. Verify that the HI or HSI is aligned with the magnetic compass.
4. At the IAF, perform the “5 Ts”:
 Time: Take the time.
 Turn: To track the course outbound.
 Twist: Set the OBS to outbound course.
 Throttle: Slow to 100 KIAS (2200 RPM).
 Talk: Make required reports.
5. When cleared, begin descent to initial approach altitude.
6. At or below VFE10° (110 KIAS), call out “Below 110, Flaps 10” and set
the flaps to 10°.
8. Set the OBS to the inbound course.
9. Complete the published course reversal within the published distance
limit.
10. Intercept the final approach course inbound. Call out “Runway
(Runway Number), Check Heading.” Wait for the instructor’s response,
“Heading Set (Compass/HSI Heading).”
11. Fly the published altitude(s).
NOTE
Continue with a Precision or Non-Precision Approach
Procedure, as appropriate.

RADAR VECTORS FOR APPROACH

RADAR VECTORS FOR APPROACH

Objective: To safely and accurately maneuver the airplane in response to

ATC instructions to the final approach course.
Maneuver Standards:
1. Review the appropriate approach charts to determine frequencies,

courses, altitudes, and missed approach procedures.
2. Prior to reaching the Initial Approach Fix (IAF), tune and identify the
navaid.
4. When within 30° of the final approach course, or 5 nm of the final
approach fix (FAF):
a. Slow to 100 KIAS (2200 RPM).
b. At or below VFE10° (110 KIAS), call out “Below 110, Flaps 10” and
set the flaps to 10°.
c. Complete the Descent Flow/Checklist.
5. When cleared for the approach, intercept the final approach course
inbound. Call out “Runway (Runway Number), Check Heading.” Wait
for the instructor’s response, “Heading Set (Compass/HSI Heading).”
NOTE
Continue with a Precision or Non-Precision Approach
Procedure, as appropriate.

PRECISION APPROACH
N 1
W E
S
2 3-5
6-7
PLAN VIEW
PROFILE VIEW
2
1 3-5
6-7

PRECISION APPROACH
Objective: To safely and accurately maneuver the airplane vertically and

horizontally on a precision approach.
Maneuver Standards:
1. At the FAF (glideslope intercept), set power to 2100 RPM and adjust
pitch to 1° Down to maintain glideslope and 100 KIAS.
NOTE
To determine an approximate rate of descent to maintain the
glideslope, divide groundspeed by 2, and then multiply the
result by 10 (e.g., 90 knots/2= 45, 45 x 10 = 450 fpm).
2. At the Outer Marker (OM) or Locator Outer Marker (LOM):

a. Check the altimeter crossing the OM/LOM.
b. Perform the “5 Ts:
 Turn: To track the inbound course.
 Twist: Verify that the OBS is set to inbound course.
 Throttle: Maintain 100 KIAS.
3. At 1000’ above DA(H), call out, “1000’ above DA(H).”
4. At 500’ above DA(H), call out, “500’ above DA(H),” and complete the
Descent “Final Items” Flow.
5. At 100’ above DA(H), call out, “100’ above DA(H).”
6. At DA(H), continue the descent when:
a. At least one visual reference for the intended runway is distinctly
visible and identifiable, and the flight visibility is not less than
prescribed in the standard instrument approach being used. Call
out, “(Visual Reference) in Sight, Continuing.”
NOTE
Descend no lower than 100 above touchdown zone elevation
when referencing the approach light system without seeing the
red terminating bars or red side-row bars.

b. With the runway in sight and in a position from which a descent to

a landing on the intended runway can be made at a normal rate of
descent using normal maneuvers. Call out, “Runway in Sight,
Landing.” At or below VFE30° (85 KIAS), call out “Below 85, Flaps
30” and set the flaps as appropriate for landing (up to 30°).
NOTE
Maintain the localizer and glideslope during the visual descent
to a point over the runway where the glideslope must be
abandoned to accomplish a normal landing.
7. If no visual reference is in sight at DA(H), or visual reference is lost

when continuing the descent from DA(H), call out, “Missed Approach”,
and execute a go-around, complying with the published missed
approach procedure, or as directed.


NON-PRECISION APPROACH
N
W E 1
S
2,1 3
4-6
2
VOR
37 8-11
4
PLAN VIEW
PROFILE VIEW
1 2,13
4-6
2 37 8-11
4
V
VOR

NON-PRECISION APPROACH

horizontally on a non-precision approach.
Maneuver Standards:
1. Determine the desired rate of descent for approach (see page 143).
2. At the FAF:
a. Set power and adjust pitch to establish and maintain the
predetermined rate of descent necessary to ensure descending to
and maintaining MDA prior to the missed approach point.
b. Maintain 100 KIAS.
3. Perform the “5 Ts”:
4. At 1000’ above MDA, call out, “1000’ above MDA.”
5. At 500’ above MDA, call out, “500’ above MDA,” and complete the
7. Leveling off at the MDA, set power to maintain 100 KIAS (2400 RPM)
and set pitch 1° Up.
8. Initiate a descent from MDA when:
NOTE
b. With the runway in sight and at the VDP, or, where no VDP is
provided, in a position from which a descent to a landing on the
intended runway can be made at a normal rate of descent using

normal maneuvers. Call out, “Runway in Sight, Landing.”
9. Set power to 1500 RPM and, at or below VFE30° (85 KIAS), call out
“Below 85, Flaps 30” and set the flaps as appropriate for landing (up to
30°).
10. If no visual reference is in sight, continue to the missed approach point.
11. At the missed approach point, call out, “Missed Approach”, and
execute a go-around, complying with the published missed approach
procedure, or as directed.

DETERMINING APPROACH RATE OF DESCENT
Ref: FAA-H-8261-1A (Instrument Procedures Handbook)
Objective: To determine the descent rate for a non-precision approach

that should be used to ensure that the airplane reaches the
MDA at a distance from the threshold that will allow landing in
the touchdown zone.
Maneuver Standards:
1. To determine the required rate of descent for a non-precision

approach:
a. Subtract the Touchdown Zone Elevation (TDZE) from the Final
Approach Fix (FAF) altitude,
b. Divide the result by the time inbound.
EXAMPLE
If the FAF altitude is 2000’ MSL, the TDZE is 400’ MSL, and the
estimated time inbound is two (2) minutes, then a rate of
descent of 800 FPM should be used [(2000-400)/2 = 800].
2. To verify the position from which a descent from MDA (on a 3° glide
path) to a landing on the intended runway can be made:
a. Subtract the MDA from the TDZE,
b. Divide the result by 300.
EXAMPLE
With an MDA of 800’ MSL and a TDZE of 400’ MSL, the position
from which a descent from MDA to a landing should be initiated
is approximately 1.3 nm from the threshold [(800-400)/300 = 1.3]
NOTE
The runway threshold should be crossed at a nominal height of
50’ above the TDZE.

AIRPORT SURVEILLANCE RADAR (ASR) APPROACH
N
W E 3, 4
S
3
45-7
1, 22 58-12
6 7
1
PLAN VIEW
PROFILE VIEW
1,
12 3 3, 4
2 4 5-7
5 8-12
6 7

AIRPORT SURVEILLANCE RADAR (ASR) APPROACH

horizontally in response to ATC instructions on a radar
instrument approach.
Maneuver Standards:
1. Comply with the heading and altitude instructions issued by ATC.

2. Determine the desired rate of descent for the approach (see page
143).
3. Begin a descent to MDA when instructed by ATC:
8. Leveling off at the MDA, set power to 2400 RPM and set pitch 1° Up.
NOTE

30°).


NO GYRO APPROACH
N
W E 3, 4
S
3
4 5-7
1, 22 5 8-12
6 7
1
PLAN VIEW
PROFILE VIEW
12
1, 3 3,44
5-75
6 7
8-12

NO GYRO APPROACH
Objective: To safely and accurately maneuver the airplane without the use
of the attitude and heading indicators vertically and horizontally
in response to ATC instructions on a radar instrument
approach.
Maneuver Standards:
1. Comply with the heading and altitude instructions issued by ATC.

2. Determine the desired rate of descent for the approach (see page
143).
3. Begin a descent to MDA when instructed by ATC:
8. Leveling off at the MDA, set power to 2400 RPM and set pitch 1° Up.
visible and identifiable and the flight visibility is not less than
NOTE
30°).


MISSED APPROACH PROCEDURE
N
E
VOR
W
S
4
1-7 2 3 8-10
VOR
1
PLAN VIEW
PROFILE VIEW
VOR
8-10
4 VOR
1-71 2 3

MISSED APPROACH PROCEDURE
Objective: To comply with published missed approach procedures, or as

directed by ATC, while maintaining airplane control.
Maneuver Standards:
1. At the missed approach point without the appropriate approach

lights/runway/airport and/or not in a position to make a normal
approach and landings, call out, “Missed Approach.”
a. Simultaneously establish an appropriate climb attitude (based on
airspeed/pitch attitude at the MAP) and apply full power.
b. Verify that the Mixture Control is in the Full Forward (full rich)
position.
2. Set the pitch to establish and maintain VX (62 KIAS) or VY (74 KIAS),
as appropriate.
3. If applicable, retract the flaps to 20°.
4. With a positive rate of climb established, call out, “Positive Rate.”
5. If applicable, at or above 60 KIAS, retract the flaps to 10°.
6. If applicable, at or above 65 KIAS, retract the flaps to 0°.
7. Report the missed approach to ATC and, if applicable, advise
intentions.
8. At 500’ AGL, lower pitch to 2-3° Up to establish and maintain 85 KIAS.
9. Complete the Climb Flow/Checklist.
10. Comply with the published missed approach procedure, or as directed.
NOTE
Special consideration must be given to traffic established in the
pattern to maintain adequate traffic separation. During training,
execute the appropriate missed approach procedure no later
than 2 nm prior to the actual missed approach point
(terminating the instrument approach procedure early) when
approaching runways with opposite direction traffic (e.g.,
executing KDED VOR Rwy 23 approach, KDED using Rwy 5 or
Rwy 12).

CIRCLING APPROACH
N
W E
VOR
S
11-32 3
4, 5
PLAN VIEW
PROFILE VIEW
VOR
1-3 1 24, 35

CIRCLING APPROACH
Objective: To safely and accurately maneuver the aircraft to the landing

from an instrument approach procedure where the runway is
not aligned with the approach course.
Maneuver Standards:
NOTE
Circling may be made while other flying is in progress at the
airport. Standard left turns or ATC instructions must be
considered when planning circling to land.
1. Maneuver on the shortest path to the base or downwind leg, as

appropriate, considering existing weather conditions.
2. Remain within the circling visibility minima during the circling approach.
NOTE
While there is no restriction from passing over the airport or
other runways, during training operations, restrictions may be
imposed.
3. Remain at circling minimums until continuously in a position from which

a normal descent rate to a landing on the intended runway can be
made using normal maneuvering.
4. When descending from circling minimums:
a. Call out, “Runway in Sight, Landing”,
b. Set power to 1500 RPM.
c. Complete the Descent “Final Items” Flow.
d. When appropriate, at or below VFE30° (85 KIAS), call out “Below 85,
Flaps 30” and set the flaps (up to 30°).
5. Complete the appropriate landing procedure.

HOLDING
12
1-7 3 4 W
58 I
N
D
Teardrop Entry
69
710 10
13
Established
16 0
8
9
Adjustments for
11
Time and Wind 12
12
11
14, 15

HOLDING

Objective: To determine the recommended entry into a holding pattern,

maneuvering the aircraft over a predetermined fix, and holding
at a fix while correcting for the effects of the wind.
Maneuver Standards:
1. Tune and identify the appropriate navaid(s).

3. Identify the holding fix.
4. Determine the holding pattern position relative to the holding fix.
5. Determine the aircraft position relative to the holding fix.
6. Determine the holding pattern entry (Direct, Teardrop, or Parallel)
relative to aircraft position and the holding pattern position.
7. Within 3 minutes from the holding fix, set power to 2200 RPM, slowing
to 100 KIAS (1° pitch Up).
8. Crossing the holding fix, perform the “5 Ts”:
 Turn: At a standard rate to the entry heading.
 Talk: Report the time and altitude entering the hold.
9. After one minute outbound in the entry procedure, turn at a standard
rate to intercept the inbound course to return to the holding fix.
[Removed Note]
10. Over the holding fix, turn in the direction specified at a standard rate to
the outbound leg heading. Report the time/altitude crossing the
holding fix to ATC.
NOTE
When holding at a VOR, begin the turn to the outbound leg at
the time of the first complete reversal of the TO/FROM indicator.

11. Start the outbound time upon rollout or abeam the fix, whichever
occurs later. If the abeam position cannot be determined, start timing
when the turn to the outbound leg has been completed.
12. After one minute outbound, or as adjusted based groundspeed (actual
or anticipated), turn at a standard rate to intercept the inbound course.
13. Start the inbound time at wings-level on the inbound course or on a
heading to intercept the inbound course, whichever occurs first. Note
the heading that maintains the course inbound.
14. Adjust the outbound leg time to achieve a one-minute inbound leg time
(e.g., 1 minute 15 seconds inbound = 45 seconds outbound).
NOTE
Any navigational means available (GPS, DME, RNAV, etc.) may
be used (unless the IP or Evaluator instructs otherwise) to
ensure the appropriate inbound leg times.
15. When outbound, triple the inbound drift correction to avoid major
turning adjustments (e.g., if correcting left by 10° when inbound,
correct right by 30° when outbound) and to intercept the course at the
completion of the turn.
[Removed Item]
16. Resume cruise, or as appropriate.

End of Cessna 172S Standardization Manual

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CESSNA 172S

Revised 07-01-2012 © Embry-Riddle Aeronautical University Rev 06

Rev 06 © Embry-Riddle Aeronautical University Revised 07-01-2012

SECTION 4: APPROACH AND LANDING .............................................. 81

Revised 07-01-2012 © Embry-Riddle Aeronautical University Rev 06

The following items were changed, modified, added, or deleted in this

Rev # Date Page Description Initials

Rev 06 © Embry-Riddle Aeronautical University Revised 07-01-2012

LIST OF EFFECTIVE PAGES

Page Rev # Date Page Rev # Date Page Rev # Date

Revised 07-01-2012 © Embry-Riddle Aeronautical University Rev 06

Page Rev # Date Page Rev # Date Page Rev # Date

Rev 06 © Embry-Riddle Aeronautical University Revised 07-01-2012

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Revised 07-01-2012 © Embry-Riddle Aeronautical University Rev 06

The ERAU Cessna 172S Standardization Manual provides standardized

The pitch attitudes and power settings contained within should be

To help develop an understanding of each maneuver and the performance

We encourage and welcome your help in making suggestions to improve

Rev 06 © Embry-Riddle Aeronautical University Revised 07-01-2012

(This page intentionally left blank)

Revised 07-01-2012 © Embry-Riddle Aeronautical University Rev 06

Rev 06 © Embry-Riddle Aeronautical University Revised 07-01-2012

NORMAL TAKEOFF AND CLIMB

Revised 07-01-2012 © Embry-Riddle Aeronautical University Rev 06

NORMAL TAKEOFF AND CLIMB

Ref: FAA-H-8083-3A (Airplane Flying Handbook)

Objective: To safely execute a takeoff under normal conditions.

1. Ensure that the Before Takeoff Checklists are complete.

11. Execute a departure procedure, or remain in the traffic pattern, as

Rev 06 © Embry-Riddle Aeronautical University Revised 07-01-2012

CROSSWIND TAKEOFF AND CLIMB

Revised 07-01-2012 © Embry-Riddle Aeronautical University Rev 06

CROSSWIND TAKEOFF AND CLIMB

Ref: FAA-H-8083-3A (Airplane Flying Handbook)

Objective: To safely execute a takeoff during crosswind conditions.

1. Ensure the Before Takeoff Checklists are complete.

13. Execute a departure procedure, or remain in the traffic pattern, as

SHORT-FIELD TAKEOFF AND

Revised 07-01-2012 © Embry-Riddle Aeronautical University Rev 06

SHORT-FIELD TAKEOFF AND

Ref: FAA-H-8083-3A (Airplane Flying Handbook)

Objective: To obtain maximum performance during takeoff to minimize the

14. Execute a departure procedure or remain in the traffic pattern, as

Revised 07-01-2012 © Embry-Riddle Aeronautical University Rev 06

(This page intentionally left blank)

Rev 06 © Embry-Riddle Aeronautical University Revised 07-01-2012

SOFT-FIELD TAKEOFF AND CLIMB

Revised 07-01-2012 © Embry-Riddle Aeronautical University Rev 06

SOFT-FIELD TAKEOFF AND CLIMB

Ref: FAA-H-8083-3A (Airplane Flying Handbook)

Objective: To obtain maximum performance when taking off from a soft or

b. Maintain the flight path over the runway centerline. Trim as

15. Execute a departure procedure or remain in the traffic pattern, as

Revised 07-01-2012 © Embry-Riddle Aeronautical University Rev 06

(This page intentionally left blank)

Rev 06 © Embry-Riddle Aeronautical University Revised 07-01-2012

TOUCH AND GO OPERATIONS

Revised 07-01-2012 © Embry-Riddle Aeronautical University Rev 06

TOUCH AND GO OPERATIONS

Ref: FAA-H-8083-3A (Airplane Flying Handbook)

Objective: To safely transition the aircraft from an approach and landing to

1. Complete the appropriate landing procedure.

13. Execute a departure procedure, or remain in the traffic pattern, as