User Guide

Cessna 172R
Before Takeoff Checklist*
Flight Instruction
108
1. Flight controls . . . . . . . . . . . . . . . .FREE & CORRECT
2. Flight instruments (DG/Altimeter) . . .CHECK AND SET
3. Fuel quantity . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
4. Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RICH
(or as required for high altitude takeoffs)
5. Fuel selector valve . . . . . . . . . . . . . .RECHECK BOTH
6. Elevator trim . . . . . . . . . . . . . . . . . . . .SET for takeoff
7. Runup: . . . . . . . . . . . . . . . . . . . . Throttle 1800 RPM
8. Magnetos . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
9. Suction gauge . . . . . . . . . . . . . . . . . . . . . . . .CHECK
10. Engine instruments . . . . . . . . . . . . . . . . . . . . .CHECK
11. Annunciator panel . . . . . . . . . . . . . . . . . . . . .CHECK
(none illuminated)
12. Strobe lights . . . . . . . . . . . . . . . . . . . . . .AS DESIRED
13. Radios and avionics . . . . . . . . . . . . . . . . . . . . . . .SET
14. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
15. Wing flaps . . . . . . . . . . . . . . . . . . . . . .SET for takeoff
(0-10 deg.)
16. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASE
*Note that all Final Checklists assume that you are at the
end of the runway with the engine(s) running, with the
sole exception of the Malibu Mirage.
109
Cessna 172R - Advanced
ONWARD AND UPWARD
In this section, we’re going to try a few more advanced flight
maneuvers, including a potentially life-saving emergency proce-
dure and a couple of spins; and we’ll take our first, very basic,
look at the arcane techniques of instrument flying.
Why do we choose to do these in the 172? In the case of
spins, it’s simple: of the airplanes in this release of FLY!, this is the
only one in which spins are authorized. In fact, in the real world,
none of the others were even intentionally spun during certifica-
tion flight tests - so, to some extent, whether or not the Malibu,
Navajo, or King Air would recover from a spin is a matter of con-
jecture; and it’s a fair bet that the Hawker 800XP jet wouldn’t.
As far as instrument flying is concerned, we’ll cover only the
very basics that a private pilot needs to know: essentially, if you
fly into a cloud and lose visual reference, how to either fly out the
other side or turn around without wrapping the airplane up into a
spiral. We’ll leave radio navigation and instrument flying for later
on and bigger planes; not only are they more stable, but they have
more sophisticated instrumentation that’ll make your job easier.
LET’S DO THE “MUSH”
No, it’s not the latest dance craze - it’s a confidence builder,
as well as being a good way to use up excess altitude on practice
flights. As usual, we’ll start out at a normal cruise; any altitude
above about 2000 feet will be fine.
What would you do if you had an engine failure? You’d just
pick someplace and land - after all, the airplane glides just fine,
and you typically have the power all the way back at idle during
the last few moments of every landing anyway.
But what about at night, or in bad weather, when you can’t
see the ground? Let’s try a “mush,” not unrelated to “flight at min-
imum controllable airspeed,” but without power. Slow the air-
plane from cruise, pull the throttle to idle, and, as we get down
into the white arc, extend your flaps all the way.
Flight Instruction