Cessna 172 Flight Training172 Cessna flight training
Flying a Cessna
Examine a Cessna 172 airplane dashboard. This is a typical airplane control unit with six round "basic flight instruments", often referred to as six packs. There are six different types of music in the following order on the dashboard: Above LH - The top LH indicates the speed of the airplane, usually in nodes. Above middle - The artificial horizon shows the flight position and whether the airplane climbs or descends as well as whether it is in a shore right or right.
Above right - The altimeter displays the elevation (height) of the airplane in foot MSL-foot above mean or mean ocean levels. Bottom LH - The direction indicator is a double gauge that indicates the tilt you are at during a lap (change of direction) as well as whether you are in coordinated flight and feel the correct G-force in the seated position from the curve.
Calibration must be performed according to a periodic timetable. Bottom right - The vertical speed indicator shows how quickly the airplane rises or falls. Investigate plane checks. Do not fully remove the button unless you are on the floor and prepared to stop the motor.
Usually dampers are used to bring the airplane to a secure airspeed in preparedness for descent. Notice that the dampers should be pushed forward groove by groove, one step (10°) at a time. Selecting the type of petrol tanks - A Cessna 172 is almost always adjusted to "Both tanks". "Yokes " ("Steering Wheel") - This is used to adjust the setting (climb and turn) and the airplane velocity.
Rotate the bay to the right and right to overtake the plane. Pushing the lower part of the foot pedal allows you to steer on the take-off and landing runways. Inspection fairing - There are two fairing rings in the front part. On the one hand the pilot adjusts the elevator and on the other hand the elevator, thus decreasing the pilot force necessary to actuate the relevant position.
Tuning makes it easier for you to keep your flight heading. Be careful not to overtrim when you land, as you may not have enough tilt controls to quickly increase height in the event of a go-around. Get on the plane and devote your free moments to study each one.
They should be able to find and name each tool at a glance, even in a shaded dashboard setting, and also describe the information you receive from each tool. Take a look at the meters and see if you can describe the meter and know how you would use its measurements to adapt your trajectory.
You are strongly advised to take enough air travel to be familiar with all your musical equipment and to have the feeling that you have it. Locate a wireless handbook and tune the walkie-talkies to the frequency you need to talk to them: Below is an example for most cross-country flying.
The airport controls. Air traffic controller. Air Flight Service Center. Air traffic controller. Air Traffic Approach. If you are a new pupil, however, you can adjust to the speed of the floor controller and ask the floor controller for a wireless signal. As an alternative, your flight tutor will make this information available to you.
The VOR is the most important feature in IFRS approach, but no longer the only choice when vision is bad, GPS has taken the place of VOR in some respects such as VFR flight and even ISLS approach. When you have the VOR handbook, you should be able to hear the original and even test your VOR instrument for precision by looking at it on the airplane control board.
As an alternative, your trainer will show you how to setup the instrument and make the necessary instrument available to you. Practise establishing your own BEFORE radio station at the airfield while you are on the floor. Drive to the test area "Compass Rose" and switch on the front lights in your airplane.
Now most planes have got global positioning systems and some skilled pilot even have a portable GPS. It' s a good idea to have a few more. It is not legally allowed to operate the airplane, but it is still useful from now on. The airplane edition, however, is designed so that you'll probably have to invest many long hours really good at coding and interpretation of the global positioning system indicator (and that should be your goal).
ADF is a great back-up system that shows you where to use a system that searches for a LAN ADF base unit or a AM general purpose audio and points to the audio sources. When you turn the arrow in the right and left directions and turn and fly, you will be taken directly to the earth terminal.
Narrow by 180 degree, the pin points directly behind the plane. Transponder is a panel-mounted tool for transmitting your airplane location and elevation to ATC so they can trace your airplane for your and other airplane's security. A VFR flight is a general VFR flight that circles near or in a training area.
If, for example, you have a malfunction in flight, you quack 7600 (pronounced seven six zero) so that ATC knows your issue. The ATC will give you a unique entry key for your tag depending on the flight you will be making. Read the handbook of this tag and get to know all other operating states.
It will give you a blinking flash of your screen with a beep (if your plane is exactly above each of the markers) indicating your precise position in the last glide to an area. Each of the three marks is named Outer Marker, Middle Marker and Inner Marker and is located in three distant locations along the ILS (Instrument Landing System) midline.
The system is conceived in such a way that it does not spend any effort in the pilot's search for the tool. Get ready for the latest in navigational safety. The FAA has placed an order with ADS-B for all planes that operate in the air and now require a Mode C transponder. The new system, when correctly fitted and used, will allow pilots to see and be seen and shun any other nearby aircrafts.
Besides air travel, the pilots can also be provided with flight information and meteorological information. It is a sight check of the aeroplane to ensure that the aeroplane component is in good condition. You should have your flight tutor give you a more comprehensive and very useful check list, not only for the walk around, but also for all your own particular flight techniques that apply to the other flight stages.
" Use the checklist in the Airplane Handbook or one provided by your flight instruction guide. Inspect the steering areas. Disconnect all interlocks and ensure that the controls, valves and rudders move free and evenly. I think your teacher should show you how to do it. When you need to fill in the weights and balances because you have extra weights on the plane, your trainer will show you how to do it.
When only you and your trainer are on the plane and you check that there is no additional load on the plane, you usually do not need to fill in any weights and balances. Collaborate with your trainer to get the flight deck ready for the flight. You will be shown how to get the plane ready by your trainer.
Time consuming process is involved in setting up the flight deck area of the aeroplane and preparing it for powerplant start-up. Following are just an approach to what your trainer will ask of you. It will show you what to look forward to, but please obey your instructor's instructions. As soon as the airplane is installed and in operation, switch on your stroboscope beacons.
Contact the floor inspection and ask for release to roll out. Indicate the strip and heading. Apply, for example, for a southern descent on the 20R take-off strip (pronounced two zero rights) or in which directions and take-off strip you favour the descent. It is the duty of all pilot to return all free space to the floor or all given instruction in all flight states.
Don't fly across airport airstrips until you are expressly requested to do so by the airport security. When you stop for an motor run-up, let the floor controller know. Run up the powerplant as described in your Airplane Handbook (or by your instructor). Contacting floor and requesting clear to proceed to allocated airstrip.
Drive on to the shield and stop at your running held location (do not leave your plane on or above any part of the holding location markers). Obtain the launch controls from the turret. See, when Towers says "line up and wait," which means line up behind every plane in front of you.
When there is no plane in front of you, you can step on the airstrip, but stop there for the Tower's Clear for Takesoff order and reread it. Positioning and waiting commands (and the holding positions sign) are the most important commands in air travel and must be fully understandable by all pilot.
If you are on a take-off and landing strip, always turn on stroboscope beacons, land beacons, and nav beacons... then turn on the electrical supply and, after inspection, go to other planes in the terminal or to an airplane or car on the take-off and landing strip. When the plane is gaining airspeed, it pulls to the leftside and you need to put in a small right oar to remain on the centerline of the takeoff area.
As a result, the plane takes off gradually from the take-off area. If the airplane is 70 to 80 kn, keep this rate throughout the entire ascent. Simultaneously hold back at the bay to hold 70 to 80 Knots (the rate of ascent needed for a Cessna 172).
Keep the Needleball (rotation coordinator) in co-ordinated flight. Notice that the elevators adjust the tilt and work in combination with the elevator. Levelling and setting up cruising. Here the departure controller can ask you to switch on your TP and adjust it to "Send" (Squawk 1200) (pronounced one-two zero squawk).
Transponder is a panel-mounted tool for transmitting your plane location and elevation to ATC so they can trace your plane for your security and that of otherplanes. During the voyage every plane has an optimised powerplant adjustment. This is where some pilot set up the autopilot and relaxed, but most would rather take the plane.
The autopilot is definitely a very useful tool and will often prove useful. You' ll rarely need to use wing trimming in this one. It is an integral part of flight to stay in contact with ATC (Air Traffic Control), approach control and tower (in this order) during the arrival and departure procedure.
Alternatively, on an approach chart as shown above. The FAA's AIM (Airman Information Manual) demands that you answer with "Traffic in Sight" if you see the signal, or "No Contact" if you do not. Take-off and landing numbers relate to the course of the take-off and landing runways on the compass. There' s a process known as LAHSO (Land and hold short).
However, this means that you will have to stop at the LAHSO signs at the level crossings in front of you. When you have the feeling that you can't deal with this process, tell the control center and get another airstrip. Lower the doors only when you have reached your boarding point. When the flight speed is within the limits of the tachograph's blank area.
Attempt to keep the plane a few metres from the take-off and landing runways until the two landing bikes land. Keep the nosewheel away from the floor, it will set down securely on the floor. That slows down the plane in order to leave the airstrip safe. Do not stop on a take-off or landing strip unless prompted to do so by the tower or control panel.
You will see the marks of the airport exit on the tarmac in front of you. Quickly cross this line to a point where the rear of your plane has also passed the line. Stop at this point and call the ground control to get the permit to roll to the car park. Airstrip arrivals at midnight show you many useful indications about the airstrip arrival area for security purposes.
RAIL (Runway Alignment Indicator Lights) is the name of the chain of light above the end of the take-off and landing area. Please also be aware that the strip marks and side light are blank, tarmac light but always blank. Aeronautical service stations like those of Air Force Tailor made and others will always use this phonetic. Studying signage for runways. Slope signposts are very important, all drivers have to understand what they mean.
Slope signposts shown above indicate that you are on the taxiways to Slope 21 via Alfa. An ILS (Instrument Landing System) holding shield is located there, as well as a runningway holding shield. They must stop at both stops (if not already cleared) in order to obtain clearance to get to runway 21.
Keep in mind that you must receive the "Line-up-and wait" order before you enter a take-off or landing area. Could you tell the state they call the soil effect? When you fly your plane close to the floor (usually during a take-off or landing), you are in the so-called floor effect if you are within a span of the floor. A build-up of atmospheric humidity is created at this point by the blades.
These pressures allow the plane to move when it really can't move. The effect is a hazardous predicament, and you should not try to exceed that height, quicker than the plane can reach. Simply go to your nearest aerodrome and speak to a flight tutor there.
If you are up for your multi-engine evaluation, try how to pilot a Cessna 310. At least 40 hrs of the entire flight duration (usually 50 hrs). Twenty lessons with a certified flight teacher. Ten hour solitary flight. 3-hour flight at dark. A flight of over 100nm (nautical miles). A flight of 150nm overall range with refueling stop.