26 illustrated Commercial ASEL lessons: 19 flight maneuvers and 7 supporting flight-skill / awareness lessons. Use with an instructor and the exact airplane’s approved documents. Select the aircraft to switch its setup, reference data, and callouts throughout the manual.
Basis: 1971 Cessna 172L Owner’s Manual, 1978 Cessna 172N POH, FAA-H-8083-3C, and FAA-S-ACS-7B as listed by FAA on October 21, 2026. Confirm model / serial, current weight and CG, engine / propeller STCs, flap limits, and supplements before adopting these reference flows. A 1970 manufacture date does not establish a 1970 model-year 172L. No tail-specific approval or instructor endorsement is implied.
Airspeed units are deliberately preserved. 172L CAS limits are not KIAS targets. Cessna reference data, FAA technique, and proposed callouts are labeled separately; no unsupported fixed training RPM is assigned.
Checkride selection: initial ASEL performance tasks select steep turns or steep spiral, chandelles or lazy eights, plus eights on pylons. Learn all five. Intentional spin execution is not a Commercial ASEL task. The complete ACS also includes preflight, airport procedures, oral knowledge, risk management, high-altitude topics, emergency equipment, and postflight. This is not a multiengine or seaplane syllabus.
Cessna 172L reference profile
Stock 172L reference configuration; tail number, serial number, installed engine/propeller, and supplements not yet matched.
Model identity: use the data plate and serial number. A manufacture year can differ from model year; the 172L reference manual is for the 1971 model.
Cockpit technique speeds here retain the manual’s MPH. The limitations page uses CAS: 122 MPH CAS maneuvering and 100 MPH CAS flaps-extended limit. Do not relabel these as IAS or KIAS. Apply the actual placards and airspeed-calibration table.
The reference maneuver table lists 122 MPH (106 knots) for chandelles, lazy eights, and steep turns; it is not a universal cockpit target or a substitute for a weight-appropriate limit.
For the listed utility-category maneuver operations, the reference manual requires a 2,000-lb maximum, utility-category CG, and unoccupied rear seat / baggage compartment. Check actual approval and loading before flight.
ACS speed tolerances are in knots. ±10 knots is approximately ±11.5 MPH; +5/−0 knots is approximately +5.8/−0 MPH. Do not silently substitute MPH for knots.
Phase
Published reference
Location
Normal liftoff / initial climb
Nosewheel lift at 60 MPH; climb 75–85 MPH
§ I, PDF p. 8
Enroute climb
80–90 MPH; use performance chart for maximum rate
§ I, PDF p. 9
Short-field / obstacle climb
Flaps 0°; 68 MPH until obstacles clear
§ I, PDF pp. 8–9
Soft-field obstacle climb
Flaps 10° when applicable; 65 MPH over obstacle
§ II, PDF pp. 22–23
Normal approach
70–80 MPH clean; 65–75 MPH with flaps
§ I, PDF p. 10
Short-field approach
About 69 MPH IAS with 40° flaps
§ II, PDF p. 26
Maximum glide
80 MPH IAS, flaps up; windmilling propeller
§ VI, PDF p. 45
Go-around
Full power, heat cold, flaps 20°; at about 65 MPH retract slowly, retaining obstacle-clearance configuration as required
§ I / II, PDF pp. 10, 26–27
Avoid slips with flap settings greater than 30° in this reference manual. Plan the power-off 180° so a slip is not needed at 40° flaps.
Stock 1978 172N reference configuration; tail number, serial number, engine/propeller STCs, and supplements not yet matched.
Cockpit technique speeds here are KIAS. Do not transfer MPH numbers from the 172L or use a 172S / 172P checklist.
Reference VA is weight-dependent: 97 KIAS at 2,300 lb, 89 at 1,950 lb, and 80 at 1,600 lb in normal-category data. Use the applicable category placard and current-weight information.
The reference utility maneuver table recommends 95 knots for steep turns and 105 knots for chandelles / lazy eights; abrupt control use is prohibited above the applicable maneuvering limit. A smooth manufacturer-recommended entry is not permission for abrupt inputs.
Normal-category §2 permits incidental maneuvers, non-whip stalls, chandelles, lazy eights, and turns up to 60°. Utility-category approval has a 2,000-lb maximum, a narrower CG range, and an unoccupied rear seat / baggage compartment. Determine the category actually required by your maneuver and airplane limitations.
This 1978 reference has an 85 KIAS flap-extension limit. Later model years and STC-modified airplanes can differ; the actual airplane’s placard and supplements control.
Phase
Published reference
Location
Normal liftoff / initial climb
Nosewheel lift at 55 KIAS; climb 70–80 KIAS
§4, PDF p. 27
Best rate / angle at sea level
VY 73 KIAS; VX 59 KIAS, at reference conditions
§4, PDF p. 25
Short-field / obstacle climb
Flaps UP; 59 KIAS until obstacles clear
§4, PDF p. 28
Soft-field obstacle climb
Flaps 10° when applicable; 55 KIAS over obstacle
§4, PDF p. 31
Normal approach
60–70 KIAS clean; 55–65 KIAS with flaps
§4, PDF p. 28
Short-field approach
60 KIAS until flare with 40° flaps
§4, PDF p. 28
Maximum glide
65 KIAS at 2,300 lb
§3, PDF p. 16
Go-around
Full power, heat cold, flaps 20°, climb 55 KIAS; 10° until clear, then retract at safe altitude and 60 KIAS
§4, PDF p. 28
The 1978 reference cautions against steep slips with flaps greater than 20° because of possible elevator oscillation. Plan energy and configuration before final; do not borrow the 172L’s >30° slip wording.
Brief the task, recovery floor, wind, references, actual airplane category / weight / CG, entry target, and exchange of controls.
Complete the actual checklist: fuel, mixture for conditions, carburetor heat, flap / speed limits, trim, harnesses, and engine indications. These reference airplanes are fixed-gear and fixed-pitch.
Clear the area and below as appropriate; use clearing turns as briefed and keep scanning throughout.
Fly coordinated, compare outside attitude with instrument trends, and correct early. In a stall, reduce angle of attack before trying to preserve altitude.
Recover for traffic, terrain, abnormal indications, lost orientation, or the agreed floor. Never force an unsafe landing to satisfy a tolerance.
Restore the checklist configuration and debrief the first deviation, cause, correction, and next improvement.
01 · Performance · ACS V.A
Steep turns
Hold altitude and airspeed through coordinated 360° turns in both directions.
Cessna 172L · model setup
Speed
Brief an IAS target after reviewing the 172L table: 122 MPH (106 knots) listed maximum entry. The separate limitation list is CAS; do not call this 106 KIAS. A tail-specific cockpit target remains to be assigned.
Power
Set enough power to stabilize entry speed; add as needed to hold altitude / speed. No fixed training RPM is prescribed.
Trying to hold one bank angle despite changing groundspeed.
Starting too low or letting engine-clearing power changes alter airspeed.
03 · Performance · ACS V.C
Chandelle
Make a coordinated 180° climbing turn that ends just above stall speed.
Cessna 172L · model setup
Speed
Brief an IAS target after reviewing the 172L table: 122 MPH (106 knots) listed maximum entry. The separate limitation list is CAS; do not call this 106 KIAS. A tail-specific cockpit target remains to be assigned.
Power
Increase smoothly to the approved climb setting; for these fixed-pitch reference airplanes, monitor the 2,700-RPM engine limit.
Flaps
0°
Carb heat
Cold unless icing procedure requires otherwise
Trim
Entry trimmed; fly changing elevator pressure rather than trimming through the maneuver.
Use the reference utility-category maneuver approval and verify weight / CG / rear-seat and baggage restrictions before these operations.
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 39 · Source
Cessna 172N · model setup
Speed
105 KIAS recommended chandelle entry in the reference maneuver table. Apply the actual category / weight limitations and use smooth controls.
Power
Increase smoothly to the approved climb setting; for these fixed-pitch reference airplanes, monitor the 2,700-RPM engine limit.
Flaps
0°
Carb heat
Cold unless icing procedure requires otherwise
Trim
Entry trimmed; fly changing elevator pressure rather than trimming through the maneuver.
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 13 · Source
Pitch and bank schedule against heading change—not a ground-track or climb-angle prescription. Schematic—not to scale.
1. Set up
Clear the area; choose an entry altitude that keeps the entire maneuver at or above 1,500 ft AGL.
Set the recommended entry speed and configuration; flaps are up; these reference 172s have fixed landing gear and fixed-pitch propellers.
Choose references for 90° and 180° of heading change. Brief the airplane’s recommended power setting.
2. Execute
Establish approximately 30° bank in the selected direction.
First 90°: hold bank constant while smoothly adding the recommended power and increasing pitch.
Reach maximum selected pitch at the 90° point; airspeed should be steadily decreasing.
Second 90°: hold that pitch attitude while making a coordinated, constant-rate rollout.
At 180°, reach wings level just above stall speed and hold that condition momentarily without stalling.
3. Finish / recover
Lower pitch smoothly to accelerate and resume straight-and-level flight with minimum altitude loss.
Use changing elevator and rudder pressures to maintain the selected attitude and coordination.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Area clear; ninety and one-eighty references selected.
Thirty bank; pitch increasing.
Ninety—hold pitch, roll out.
One-eighty—wings level, just above stall.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Area clear; ninety and one-eighty references selected.
Thirty bank; pitch increasing.
Ninety—hold pitch, roll out.
One-eighty—wings level, just above stall.
Selected ACS targets
Initial bank approximately 30°
Finish 180° ±10°, just above stall speed
Entire maneuver no lower than 1,500 ft AGL
Common errors
Increasing pitch after the 90° point or relaxing it during rollout.
Finishing the rollout early; judging success only by feet gained.
04 · Performance · ACS V.D
Lazy eights
Blend opposing climbing and descending turns with continuously changing controls.
Cessna 172L · model setup
Speed
Brief an IAS target after reviewing the 172L table: 122 MPH (106 knots) listed maximum entry. The separate limitation list is CAS; do not call this 106 KIAS. A tail-specific cockpit target remains to be assigned.
Power
Set power for symmetrical return to entry energy; adjust between attempts, not by chasing each pitch change.
Flaps
0°
Carb heat
Cold unless icing procedure requires otherwise
Trim
Trim at entry; hold a light, continuous control flow.
Use the reference utility-category maneuver approval and verify weight / CG / rear-seat and baggage restrictions before these operations.
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 39 · Source
Cessna 172N · model setup
Speed
105 KIAS recommended lazy-eight entry in the reference maneuver table. Apply the actual category / weight limitations and use smooth controls.
Power
Set power for symmetrical return to entry energy; adjust between attempts, not by chasing each pitch change.
Flaps
0°
Carb heat
Cold unless icing procedure requires otherwise
Trim
Trim at entry; hold a light, continuous control flow.
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 13 · Source
The phase chart distinguishes pitch from altitude: highest altitude occurs near 90°, after maximum nose-up pitch at 45°. Schematic—not to scale.
1. Set up
Clear the area and select an altitude that keeps the maneuver above 1,500 ft AGL.
Use recommended configuration, entry speed, and power; note original altitude and airspeed.
Select horizon references at 45°, 90°, and 135° for each 180° half.
2. Execute
Begin a slow rolling climb; at 45°, reach maximum nose-up pitch with about 15° bank.
Continue increasing bank as pitch decreases; at 90°, pitch passes through the horizon at about 30° bank and minimum speed.
Continue smoothly into the descent; at 135°, reach the lowest pitch attitude as bank decreases.
At 180°, reach wings level and return to entry altitude and airspeed.
Flow directly into the opposite climbing turn, repeating the same sequence symmetrically.
3. Finish / recover
After the specified number of loops, resume straight-and-level flight.
Keep the controls flowing; do not pause at the 90° point or chase instrument indications.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Forty-five—maximum pitch.
Ninety—level pitch, maximum bank, minimum speed.
One-thirty-five—lowest pitch.
One-eighty—entry altitude and speed.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Forty-five—maximum pitch.
Ninety—level pitch, maximum bank, minimum speed.
One-thirty-five—lowest pitch.
One-eighty—entry altitude and speed.
Selected ACS targets
Maximum bank approximately 30°
At each 180°: altitude ±100 ft · airspeed ±10 kt · heading ±10°
Maneuver no lower than 1,500 ft AGL
Common errors
Rolling too fast initially or confusing maximum pitch with maximum altitude.
Pausing at 90°; failing to return to starting altitude and airspeed.
05 · Performance · ACS V.E
Eights on pylons
Keep a lateral line of sight pivoting on each pylon as groundspeed changes.
Cessna 172L · model setup
Speed
Instructor-selected IAS; calculate pivotal height from actual GROUNDSPEED, not indicated airspeed.
Power
Set power for stable maneuver speed; adjust as needed with the changing flightpath.
Flaps
0°
Carb heat
As required by POH / icing conditions
Trim
Trim for entry speed; use small corrections.
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 10 · Source
Cessna 172N · model setup
Speed
Instructor-selected IAS; calculate pivotal height from actual GROUNDSPEED, not indicated airspeed.
Power
Set power for stable maneuver speed; adjust as needed with the changing flightpath.
Flaps
0°
Carb heat
As required by POH / icing conditions
Trim
Trim for entry speed; use small corrections.
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 28 · Source
Top view shows the alternating turns. Pivotal-height changes are explained separately; the track is schematic, not a fixed-radius requirement. Schematic—not to scale.
1. Set up
Clear the area; choose prominent pylons at about the same elevation, aligned perpendicular to the wind.
Space pylons for about 3–5 seconds straight and level between turns. Check terrain, obstacles, and safe landing options.
Estimate pivotal height: groundspeed² ÷11.3 for knots, in feet above the pylon; add pylon elevation for MSL.
2. Execute
Enter diagonally crosswind to the downwind side of the first pylon and begin the first turn into the wind.
Use a sight line from your eye parallel to the lateral axis; it need not pass through the actual wingtip.
Adjust altitude smoothly as groundspeed changes: generally lower toward upwind, higher toward downwind.
Pylon appears ahead of the sight line: descend. Pylon appears behind it: climb. Use the visual relationship.
Roll out, correct drift between pylons, and enter the opposite turn around the second.
3. Finish / recover
Keep all turns coordinated, maintain a terrain-safe flightpath, then exit smoothly.
Use rudder for coordination; do not yaw the airplane to force the pylon onto the reference.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Pylons and terrain clear; first turn into wind.
Sight line on pylon; bank no more than forty.
Pylon ahead—descend; pylon behind—climb.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Pylons and terrain clear; first turn into wind.
Sight line on pylon; bank no more than forty.
Pylon ahead—descend; pylon behind—climb.
Selected ACS targets
Bank must not exceed 40°
Maintain visual pivot relationship with altitude adjustments
No slips or skids to hold pylon position
Common errors
Using indicated airspeed instead of groundspeed for pivotal height.
Reversing pylon corrections or trying to fly a constant-radius circle.
06 · Takeoffs & landings · ACS IV.A
Normal / crosswind takeoff & climb
Accelerate on centerline and establish a coordinated, wind-corrected climb.
Cessna 172L · model setup
Speed
Lift nosewheel at 60 MPH; initial climb 75–85 MPH; enroute 80–90 MPH or performance-chart speed.
Power
Full throttle; verify normal engine indications and acceleration before committing to liftoff.
Flaps
0°
Carb heat
Cold for takeoff
Trim
Takeoff setting verified
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 8 · Source
Cessna 172N · model setup
Speed
Lift nosewheel at 55 KIAS; climb 70–80 KIAS; maximum-rate chart gives 73 KIAS at sea level under reference conditions.
Power
Full throttle; verify normal engine indications and acceleration before committing to liftoff.
Flaps
0°
Carb heat
Cold for takeoff
Trim
Takeoff setting verified
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 27 · Source
Side view: ground roll, liftoff, and climb. Crosswind control is maintained throughout; use the POH speeds. Schematic—not to scale.
1. Set up
Calculate performance for weight, density altitude, runway, wind, and obstacles; brief abort and engine-failure options.
Complete the before-takeoff checklist and confirm the correct runway and clearance.
Set recommended takeoff configuration; position controls for the wind.
2. Execute
Align on centerline and advance power smoothly; confirm expected engine and instrument indications.
Maintain directional control with rudder; ease crosswind aileron as effectiveness increases, keeping the wind correction needed.
Rotate and lift off at the recommended airspeed.
Establish the recommended climb speed or VY, then correct drift to maintain the intended ground track.
Reconfigure according to the POH and verify a positive climb where required.
3. Finish / recover
Maintain VY or the specified manufacturer speed to a safe maneuvering altitude.
Continue checklists, traffic scanning, and the planned departure.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Correct runway; takeoff briefing complete.
Power set; instruments normal; airspeed alive.
Rotate / lift nosewheel at the model reference; climb established.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Correct runway; takeoff briefing complete.
Power set; instruments normal; airspeed alive.
Rotate / lift nosewheel at the model reference; climb established.
Selected ACS targets
Recommended climb speed or VY, ±5 kt
Directional control and wind correction throughout
Common errors
Rotating with an abnormal power indication or inadequate acceleration.
Over-rotating, drifting off track, or confusing runway heading with ground track.
07 · Takeoffs & landings · ACS IV.B
Normal / crosswind approach & landing
Fly a stabilized approach and touch down aligned without side drift.
Cessna 172L · model setup
Speed
Before landing: 70–80 MPH flaps up or 65–75 MPH flaps down; brief a target and gust correction for conditions.
Power
As needed for a stabilized path; reduce appropriately through roundout.
Flaps
As briefed for wind, runway, and actual flap limitations
Carb heat
Full heat before significant throttle reduction as prescribed
Trim
Trim for stabilized approach; anticipate go-around forces.
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 10 · Source
Cessna 172N · model setup
Speed
Before landing: 60–70 KIAS flaps up or 55–65 KIAS flaps down; brief a target and gust correction for conditions.
Power
As needed for a stabilized path; reduce appropriately through roundout.
Flaps
As briefed for wind, runway, and actual flap limitations
Carb heat
Full heat before significant throttle reduction as prescribed
Trim
Trim for stabilized approach; anticipate go-around forces.
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 28 · Source
Side-view glide and flare; the touchdown window begins at the selected point, not before it. Schematic—not to scale.
1. Set up
Verify the landing runway, wind, performance, and available length; choose a suitable touchdown point.
Complete the landing checklist and set recommended configuration and speed, including the appropriate gust adjustment.
Brief a go-around decision point and crosswind technique suited to the airplane.
2. Execute
Maintain the stabilized approach using coordinated pitch and power changes.
Correct wind drift on final; transition from crab as needed to align the fuselage with the runway for touchdown.
Use the appropriate wing-low / rudder combination to prevent drift and maintain alignment.
Round out and flare smoothly as power is reduced as appropriate.
Touch down in the proper attitude, centered, aligned, and without lateral drift.
3. Finish / recover
Maintain directional control and increase wind correction as the airplane slows.
Go around promptly if unstable or unable to meet safe landing criteria.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Correct runway; landing checklist complete.
On speed, on path, aligned; landing assured.
Go around if unstable or landing cannot be made safely.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Correct runway; landing checklist complete.
On speed, on path, aligned; landing assured.
Go around if unstable or landing cannot be made safely.
Selected ACS targets
Published approach speed; if absent, no more than 1.3 VSO, ±5 kt, with gust factor
Touch down on target or within 200 ft beyond; never short
Common errors
Touching down in a crab or with side drift.
Trying to salvage an unstable approach or forcing the airplane onto the runway.
08 · Takeoffs & landings · ACS IV.C
Soft-field takeoff & climb
Unload the wheels early and accelerate in ground effect before climbing.
Cessna 172L · model setup
Speed
With 10° flaps and obstacles, reference clearance speed is 65 MPH; then accelerate and retract after clearance.
Power
Smoothly advance to full throttle while keeping the airplane moving as appropriate.
Flaps
10° in these reference soft-field procedures
Carb heat
Cold for takeoff
Trim
Takeoff setting; protect nosewheel with elevator.
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 23 · Source
Cessna 172N · model setup
Speed
With 10° flaps and obstacles, reference clearance speed is 55 KIAS; then accelerate and retract after clearance.
Power
Smoothly advance to full throttle while keeping the airplane moving as appropriate.
Flaps
10° in these reference soft-field procedures
Carb heat
Cold for takeoff
Trim
Takeoff setting; protect nosewheel with elevator.
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 31 · Source
The low segment after liftoff is deliberate acceleration in ground effect; the later climb requires the selected climb speed. Schematic—not to scale.
1. Set up
Evaluate the soft surface, runway length, and obstacles; use POH soft-field configuration.
Complete checks before entering; plan a continuous roll when conditions and clearance allow.
Set wind controls and the recommended elevator position to protect the nosewheel.
2. Execute
Enter aligned without unnecessary stopping; apply takeoff power smoothly and check indications.
Transfer weight from wheels to wings promptly with the correct pitch attitude.
Lift off at the lowest appropriate speed without excessive pitch.
Lower the nose as needed to remain in ground effect while accelerating to VX or VY, as appropriate.
Begin the climb only after achieving the required climb speed; configure according to the POH.
3. Finish / recover
Maintain the selected climb speed and wind-corrected track to a safe altitude.
Do not attempt to climb out of ground effect before sufficient airspeed develops.
Climbing out of ground effect too early or striking the tail with excessive pitch.
09 · Takeoffs & landings · ACS IV.D
Soft-field approach & landing
Touch down gently and keep weight off the nosewheel on a soft surface.
Cessna 172L · model setup
Speed
Before landing: 70–80 MPH flaps up or 65–75 MPH flaps down; brief a target and gust correction for conditions.
Power
As needed to arrest sink and cushion touchdown; no fixed RPM is prescribed.
Flaps
As briefed; check full-flap / go-around performance
Carb heat
Apply full heat before reducing throttle per POH
Trim
Trim for approach; maintain elevator to keep nosewheel light.
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 10 · Source
Cessna 172N · model setup
Speed
Before landing: 60–70 KIAS flaps up or 55–65 KIAS flaps down; brief a target and gust correction for conditions.
Power
As needed to arrest sink and cushion touchdown; no fixed RPM is prescribed.
Flaps
As briefed; check full-flap / go-around performance
Carb heat
Apply full heat before reducing throttle per POH
Trim
Trim for approach; maintain elevator to keep nosewheel light.
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 28 · Source
Main wheels touch first; the nosewheel is held clear as appropriate. This is a minimum-sink-rate landing, not a spot-landing drill. Schematic—not to scale.
1. Set up
Assess surface condition and landing distance; use POH soft-field approach configuration and speed.
Choose a suitable touchdown area and complete the landing checklist.
Brief any small power adjustment through touchdown and the recommended elevator position for rollout.
2. Execute
Fly a stabilized, wind-corrected approach at the recommended speed.
Round out and hold the airplane just above the surface to reduce sink.
Use power as appropriate for the airplane to cushion touchdown.
Touch the main wheels gently with no side drift and the longitudinal axis aligned.
For tricycle gear, hold the nosewheel off until elevator effectiveness is lost; continue the POH elevator input.
3. Finish / recover
Maintain control and sufficient taxi momentum to avoid sinking into the soft surface.
Go around if the approach becomes unsafe; do not force a hard touchdown.
Main wheels gently; hold nose off; keep moving as conditions require.
Selected ACS targets
Published approach speed; if absent, no more than 1.3 VSO, ±5 kt, with gust factor
Minimum sink, no drift, aligned touchdown; protect the nosewheel
Common errors
Dropping the nosewheel immediately or braking aggressively.
Adding enough power to balloon or letting the airplane drift at touchdown.
10 · Takeoffs & landings · ACS IV.E
Short-field takeoff & maximum-performance climb
Use available runway and the POH technique to clear the obstacle.
Cessna 172L · model setup
Speed
68 MPH with flaps 0° until obstacles clear; then transition to the briefed climb speed.
Power
Brakes held; full throttle; confirm indications; release brakes.
Flaps
0° / UP in both reference short-field procedures
Carb heat
Cold for takeoff
Trim
Takeoff setting
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 9 · Source
Cessna 172N · model setup
Speed
59 KIAS with flaps UP until obstacles clear; then transition to the briefed climb speed.
Power
Brakes held; full throttle; confirm indications; release brakes.
Flaps
0° / UP in both reference short-field procedures
Carb heat
Cold for takeoff
Trim
Takeoff setting
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 28 · Source
Hold the published obstacle-clearance profile until clear, then transition to the normal climb. The 50-ft point is for a simulated obstacle. Schematic—not to scale.
1. Set up
Compute takeoff and obstacle-clearance distances with suitable margins.
Brief the obstacle, recommended liftoff and clearance speeds, and abort point; complete checks.
Use the POH flap setting and maximum available takeoff area, aligned with the runway.
2. Execute
Hold brakes while establishing takeoff power as prescribed; verify indications before releasing.
Track centerline and rotate at the recommended speed.
Accelerate to and hold the recommended obstacle-clearance speed or VX.
Maintain it until the obstacle is cleared, or 50 ft AGL when simulating an obstacle.
Transition to VY and configure as directed by the POH after verifying positive climb.
3. Finish / recover
Maintain VY to a safe maneuvering altitude and complete the departure checklist.
Reject early if performance or engine indications are abnormal.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Full runway; obstacle and abort plan briefed.
Takeoff power verified; brakes released.
Obstacle speed; clear, then accelerate and configure.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Full runway; obstacle and abort plan briefed.
Takeoff power verified; brakes released.
Obstacle speed; clear, then accelerate and configure.
Selected ACS targets
Obstacle-clearance speed / VX ±5 kt
Then VY ±5 kt to safe maneuvering altitude
Common errors
Using a generic VX rather than the POH obstacle speed.
Premature configuration changes or leaving unusable runway behind.
11 · Takeoffs & landings · ACS IV.F
Short-field approach & landing
Control energy precisely to touch down on target and stop within the planned distance.
Cessna 172L · model setup
Speed
Approximately 69 MPH IAS with 40° flaps in the reference short-field landing procedure.
Power
As needed on approach; reduce as prescribed after obstacle clearance.
Flaps
40° in the unmodified reference configurations
Carb heat
Full heat before significant throttle reduction
Trim
Trim for the chosen approach target
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 26 · Source
Cessna 172N · model setup
Speed
60 KIAS until flare, with 40° flaps in the reference short-field procedure.
Power
As needed on approach; reduce as prescribed after obstacle clearance.
Flaps
40° in the unmodified reference configurations
Carb heat
Full heat before significant throttle reduction
Trim
Trim for the chosen approach target
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 28 · Source
The 100-ft touchdown tolerance starts at the specified point. Stopping distance remains airplane- and condition-specific. Schematic—not to scale.
1. Set up
Compute landing distance and margins; identify obstacle, target, stopping area, and go-around criteria.
Use the recommended short-field configuration, speed, and gust correction.
Complete the landing checklist and establish the stabilized approach early.
2. Execute
Hold the published approach speed with coordinated pitch and power adjustments.
Clear the obstacle at the planned height without building excess speed.
Round out and reduce power as appropriate to minimize float.
Touch down in the proper attitude on the specified point or up to 100 ft beyond, with no side drift.
Apply the POH braking and aerodynamic braking technique while maintaining directional control.
3. Finish / recover
Retract flaps only when recommended and positively identified; maintain crosswind correction.
Go around when a safe, accurate landing cannot be made.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Target point identified; stabilized; stopping area clear.
Touchdown target to plus one hundred; no drift.
POH braking; directional control.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Target point identified; stabilized; stopping area clear.
Touchdown target to plus one hundred; no drift.
POH braking; directional control.
Selected ACS targets
Published approach speed; if absent, no more than 1.3 VSO, ±5 kt, with gust factor
Touchdown on target to 100 ft beyond; never short
Common errors
Approaching fast, floating, or forcing the airplane down.
Confusing the 100-ft short-field touchdown window with the 200-ft power-off-180 window.
12 · Takeoffs & landings · ACS IV.M
Power-off 180° accuracy landing
Judge the glide from downwind to an accurate, aligned touchdown without using power to fix the path.
Cessna 172L · model setup
Speed
80 MPH IAS clean glide reference; brief the subsequent landing configuration / target before entry.
Power
Idle after the key point in a normal piston training simulation; clear engine as briefed without masking poor glide planning.
Flaps
Start clean / as briefed; add drag only when it fits the energy plan
Carb heat
Full heat before throttle closure per model reference
Trim
Trim for glide; manage pitch as flaps change.
Avoid slips with flap settings greater than 30° in this reference manual. Plan the power-off 180° so a slip is not needed at 40° flaps.
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 26 · Source
Cessna 172N · model setup
Speed
65 KIAS clean glide at 2,300 lb reference; brief the subsequent landing configuration / target.
Power
Idle after the key point in a normal piston training simulation; clear engine as briefed without masking poor glide planning.
Flaps
Start clean / as briefed; add drag only when it fits the energy plan
Carb heat
Full heat before throttle closure per model reference
Trim
Trim for glide; manage pitch as flaps change.
The 1978 reference cautions against steep slips with flaps greater than 20° because of possible elevator oscillation. Plan energy and configuration before final; do not borrow the 172L’s >30° slip wording.
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 34 · Source
Example left pattern only. Turn timing varies with wind and energy; the target window is not an instruction to land long. Schematic—not to scale.
1. Set up
Select the touchdown point, review wind and glide performance, and complete the landing checklist.
Position on downwind parallel to the runway at the agreed pattern altitude.
Brief the POH glide speed, flap/slip restrictions, gear requirements, engine-clearing procedure, and safety escape.
2. Execute
At the agreed downwind key position, commonly abeam the point, reduce power as appropriate to the airplane.
Establish the recommended glide speed and judge available height and distance.
Adjust the base turn and pattern size for wind and sink; do not fly a fixed landmark pattern.
Use configuration and a forward slip when permitted to dissipate excess height; maintain coordinated flight otherwise.
Transition to a sideslip as needed before touchdown; flare and touch down aligned on target or within 200 ft beyond.
3. Finish / recover
Maintain control through rollout. Never stretch the glide by raising the nose or force an unsafe landing.
ACS: a go-around because you cannot meet task tolerances is unsatisfactory; an external runway-safety issue is treated differently. Safety always takes priority.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Abeam target; power idle; glide speed.
Base positioned for wind and energy; landing assured before more drag.
Target to plus two hundred; aligned; no drift.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Abeam target; power idle; glide speed.
Base positioned for wind and energy; landing assured before more drag.
Extending downwind too far in a headwind or deploying drag before landing is assured.
Trying to save a low glide with pitch, or treating a go-around as an automatic free retry.
13 · Takeoffs & landings · ACS IV.N
Go-around / rejected landing
Promptly transition from an approach or rejected landing to a controlled climb.
Cessna 172L · model setup
Speed
Full power, carb heat cold, flaps to 20°; at approximately 65 MPH retract slowly. Retain 10°–20° until any obstacles are cleared, then accelerate toward 80–90 MPH clean climb.
Power
Full throttle promptly and smoothly; counter pitch and yaw.
Flaps
Initially reduce to 20°, then follow the specific model sequence
Carb heat
Cold as full power is applied
Trim
Control pitch first; re-trim as the climb stabilizes.
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 10 · Source
Cessna 172N · model setup
Speed
Full power, heat cold, flaps 20°, climb at 55 KIAS; use 10° until obstacles clear, then retract at a safe altitude and 60 KIAS.
Power
Full throttle promptly and smoothly; counter pitch and yaw.
Flaps
Initially reduce to 20°, then follow the specific model sequence
Carb heat
Cold as full power is applied
Trim
Control pitch first; re-trim as the climb stabilizes.
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 28 · Source
A go-around changes the energy trend: arrest descent, accelerate / climb, and reconfigure in the manufacturer’s sequence. Schematic—not to scale.
1. Set up
Know the POH power, pitch, flap, and gear sequence before beginning the approach.
Brief the go-around decision point, obstacle clearance, traffic, and missed / departure path.
Keep the airplane trimmed for the current approach, with landing configuration verified.
2. Execute
Decide promptly when the approach or runway situation requires a go-around.
Apply the recommended power smoothly and control pitch and yaw; arrest the descent without over-rotating.
Retract flaps incrementally as recommended; manage trim and drag changes.
Establish the appropriate climb speed and verify positive climb before gear retraction as applicable.
Follow the safe flightpath, correct drift, and communicate when workload permits.
3. Finish / recover
Continue to a safe altitude using the POH climb configuration and checklist.
Fly first: avoid becoming occupied with radio calls or flap selection while airspeed decays.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Going around—full power, heat cold, flaps twenty.
Climb speed; obstacle clearance; remaining flap stages per model.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Going around—full power, heat cold, flaps twenty.
Climb speed; obstacle clearance; remaining flap stages per model.
Selected ACS targets
Maintain recommended climb airspeed ±5 kt
Correct sequence, positive control, and safe obstacle/traffic clearance
Common errors
Retracting all flaps at once or failing to counter power-induced pitch and yaw.
Delaying the decision until runway or obstacle margins disappear.
14 · Slow flight & stalls · ACS VII.A
Maneuvering during slow flight
Control the airplane just above stall-warning onset without sustained warning.
Cessna 172L · model setup
Speed
Just above warning onset for the actual weight / flap configuration; do not use one memorized number.
Power
Adjust to maintain altitude / flightpath at the selected low speed.
Flaps
Evaluator-assigned configuration; extend only below applicable limits
Carb heat
Use heat for the reduced-power phase per POH; cold when restoring full-power climb as appropriate
Trim
Re-trim during setup; anticipate recovery forces.
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 25 · Source
Cessna 172N · model setup
Speed
Just above warning onset for the actual weight / flap configuration; do not use one memorized number.
Power
Adjust to maintain altitude / flightpath at the selected low speed.
Flaps
Evaluator-assigned configuration; extend only below applicable limits
Carb heat
Use heat for the reduced-power phase per POH; cold when restoring full-power climb as appropriate
Trim
Re-trim during setup; anticipate recovery forces.
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 32 · Source
The working band is just above stall-warning onset; maneuver without a sustained warning. Actual speeds depend on configuration and conditions. Schematic—not to scale.
1. Set up
Clear the area and choose an altitude that allows completion no lower than 1,500 ft AGL.
Use the evaluator’s specified configuration and brief the airplane’s warning cues and recovery.
Slow gradually and trim while maintaining altitude and coordination.
2. Execute
Set a speed where a further increase in angle of attack or load, or a power reduction, would produce a warning.
Use pitch, power, and trim together to maintain the selected flightpath.
Perform specified straight flight, turns, climbs, and descents using smooth coordinated controls.
Monitor outside attitude, airspeed, altitude, and warning cues; correct promptly if warning occurs.
3. Finish / recover
On recovery, lower angle of attack as necessary and apply appropriate power while maintaining control.
Reconfigure in the POH sequence, accelerate, and return to the assigned flightpath.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Configured; area clear; recovery floor set.
Just above warning; coordinated; assigned task.
Warning—correct promptly; recover if needed.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Configured; area clear; recovery floor set.
Just above warning; coordinated; assigned task.
Warning—correct promptly; recover if needed.
Selected ACS targets
Altitude ±50 ft · heading ±10°
Airspeed +5/−0 kt · bank ±5°
Complete ≥1,500 ft AGL; promptly correct a momentary warning
Common errors
Practicing with a continuously sounding stall horn.
Using excessive bank or trying to hold altitude with pitch alone as speed decays.
15 · Slow flight & stalls · ACS VII.B
Power-off stall
Recognize and recover from a stall in an approach / landing scenario.
Cessna 172L · model setup
Speed
Enter from stabilized approach / landing descent; stall recognition is by cues and angle of attack, not a fixed IAS.
Power
Reduced power for setup; power as needed during POH recovery.
Flaps
Approach / landing configuration assigned by evaluator
Carb heat
Heat on before closing throttle; cold for full-power recovery per POH
Trim
Trim during setup, then manage recovery forces.
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 25 · Source
Cessna 172N · model setup
Speed
Enter from stabilized approach / landing descent; stall recognition is by cues and angle of attack, not a fixed IAS.
Power
Reduced power for setup; power as needed during POH recovery.
Flaps
Approach / landing configuration assigned by evaluator
Carb heat
Heat on before closing throttle; cold for full-power recovery per POH
Trim
Trim during setup, then manage recovery forces.
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 32 · Source
Conceptual approach-to-stall sequence. Lowering angle of attack is the key recovery action; the drawing is not a pitch-angle target. Schematic—not to scale.
1. Set up
Clear the area and plan for completion no lower than 1,500 ft AGL.
Configure as specified for approach or landing, then establish a stabilized descent.
Brief whether recovery is at the first indication or after a full stall, as directed.
2. Execute
Transition smoothly from the descent attitude to a pitch attitude that induces the stall.
Maintain coordination and the selected heading, or the assigned bank up to 20°.
Announce the first cues: warning, buffet, reduced control effectiveness, or other airplane-specific indications.
Recover at the directed point: reduce angle of attack first; level the wings and apply power as needed using the POH recovery.
3. Finish / recover
Reconfigure progressively and accelerate to VX or VY as appropriate.
Return to the assigned altitude, heading, and speed without a secondary stall; some altitude loss is expected.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Area clear; recovery first indication / full stall as directed.
Stall cue—reduce angle of attack.
Wings level, coordinated; power / configuration per POH.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Area clear; recovery first indication / full stall as directed.
Stall cue—reduce angle of attack.
Wings level, coordinated; power / configuration per POH.
Selected ACS targets
Straight heading ±10°, or turning bank ≤20° ±5°
Recover at the indication / full stall specified by evaluator
Complete no lower than 1,500 ft AGL
Common errors
Adding power without reducing angle of attack.
Holding excessive rudder, retracting flaps abruptly, or pulling into a secondary stall.
16 · Slow flight & stalls · ACS VII.C
Power-on stall
Recognize and recover from a stall in a departure / climb scenario.
Cessna 172L · model setup
Speed
Decelerate to a suitable entry speed before the departure-stall setup.
Power
ACS generally at least 65% power; use power chart / approved briefing, not an assumed RPM-to-percent conversion.
Cold for climb-power phase unless POH conditions require otherwise
Trim
Set during setup; prevent a trim-driven secondary stall.
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 32 · Source
A high-power stall can occur in a climbing attitude. Recovery is based on angle of attack and POH procedure, not a fixed horizon picture. Schematic—not to scale.
1. Set up
Clear the area and allow completion no lower than 1,500 ft AGL.
Set the evaluator’s takeoff, departure, or cruise configuration and an appropriate entry speed.
Brief the POH recovery and expected left-turning tendencies. ACS generally requires at least 65% power; Appendix 1 addresses high-performance airplanes.
2. Execute
Apply the specified power and smoothly transition to the attitude that induces a stall.
Maintain coordination with appropriate rudder as airspeed decreases.
Hold the selected heading or assigned bank no greater than 20°. Announce the first stall cues.
At the directed first indication or full stall, reduce angle of attack, control yaw, level the wings, and manage power per the POH.
3. Finish / recover
Accelerate to VX or VY as appropriate and restore the assigned flightpath.
Avoid a secondary stall or a steep, uncoordinated recovery.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Area clear; power and configuration set.
Coordinated; stall cue—reduce angle of attack.
Recover and accelerate to the briefed climb speed.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Area clear; power and configuration set.
Coordinated; stall cue—reduce angle of attack.
Recover and accelerate to the briefed climb speed.
Selected ACS targets
Power ≥65% unless applicable ACS Appendix 1 exception
Straight heading ±10°, or bank ≤20° ±10°
Complete no lower than 1,500 ft AGL
Common errors
Letting yaw build while concentrating on pitch.
Treating a fixed nose-up angle as the stall trigger; a stall is an angle-of-attack event.
17 · Slow flight & stalls · ACS VII.D
Accelerated stall
Recognize the impending stall produced by increased load factor in a turn.
Cessna 172L · model setup
Speed
At or below applicable current-weight VA and all other limits; recover at FIRST indication.
Power
Set as briefed to establish entry without exceeding limitations.
Flaps
0°; avoid the flap-extended accelerated-stall configuration cautioned against by AFH
Carb heat
As appropriate for reduced power / icing conditions
Trim
Trim for entry; do not trim into the loaded turn.
The L reference limit is stated in CAS; use the actual airplane’s calibration / placard and weight-appropriate briefing. Do not use a memorized 122 MPH IAS.
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 40 · Source
Cessna 172N · model setup
Speed
At or below applicable current-weight VA and all other limits; recover at FIRST indication.
Power
Set as briefed to establish entry without exceeding limitations.
Flaps
0°; avoid the flap-extended accelerated-stall configuration cautioned against by AFH
Carb heat
As appropriate for reduced power / icing conditions
Trim
Trim for entry; do not trim into the loaded turn.
Normal-category reference VA: 97 / 89 / 80 KIAS at 2,300 / 1,950 / 1,600 lb. Use applicable category and current-weight limitations.
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 11 · Source
At the same configuration and weight, greater load factor raises stall speed. The curve shows the relationship, not a specific airplane’s speeds. Schematic—not to scale.
1. Set up
Clear the area and choose an altitude that permits completion no lower than 3,000 ft AGL.
Use the specified configuration within POH limits; the handbook cautions against practicing accelerated stalls with flaps extended.
Use an appropriate entry speed at or below weight-appropriate VA and all other applicable limits.
2. Execute
Establish a coordinated turn at approximately 45° bank.
Increase elevator back pressure smoothly and firmly to increase angle of attack and load factor.
Announce and recover at the first indication of a stall—do not continue to a full stall for this ACS task.
Reduce angle of attack, then recover using the manufacturer’s procedure with coordinated controls and power as appropriate.
3. Finish / recover
Configure as recommended, accelerate to VX or VY as appropriate, and return to assigned flight parameters.
Avoid abrupt control reversals, excessive loading, and a secondary stall.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Area clear; complete above three thousand AGL.
Forty-five bank; coordinated; smoothly increase back pressure.
First indication—unload; POH recovery.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Area clear; complete above three thousand AGL.
Forty-five bank; coordinated; smoothly increase back pressure.
First indication—unload; POH recovery.
Selected ACS targets
Coordinated 45° bank · recovery at first indication
Do not exceed VA or POH limitations
Complete no lower than 3,000 ft AGL
Common errors
Pulling abruptly or expecting the normal 1-G stall speed.
Continuing past warning into a full stall or practicing with a prohibited configuration.
18 · Emergencies · ACS IX.A
Emergency descent
Descend promptly for the given emergency while respecting aircraft limitations.
Cessna 172L · model setup
Speed
Instructor briefs the approved speed for the actual scenario / airplane before practice; never choose VNE as a generic target.
Power
Scenario-specific POH setting; an engine-fire case is not treated as an ordinary practice idle descent.
Flaps
Only the configuration allowed by the POH and its speed limits
Carb heat
Scenario-specific POH use
Trim
Maintain positive control; re-trim only as needed.
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 40 · Source
Cessna 172N · model setup
Speed
Instructor briefs the approved speed for the actual scenario / airplane before practice; never choose VNE as a generic target.
Power
Scenario-specific POH setting; an engine-fire case is not treated as an ordinary practice idle descent.
Flaps
Only the configuration allowed by the POH and its speed limits
Carb heat
Scenario-specific POH use
Trim
Maintain positive control; re-trim only as needed.
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 11 · Source
A descent profile with an explicit recovery lead. Airspeed and configuration come from the emergency scenario and the POH. Schematic—not to scale.
1. Set up
Brief the simulated scenario, POH descent configuration and speed, recovery altitude, and transfer of control.
Clear below and around the airplane; select a suitable flightpath and landing options.
Check applicable speed limits for turbulence, flaps, gear, and structure before changing configuration.
2. Execute
Apply the scenario-specific POH procedure, power, and configuration; do not assume every emergency uses the same drag setup.
Establish a 30°–45° bank while descending to maintain positive loading and improve visibility.
Hold the appropriate descent airspeed without exceeding any applicable limitation.
Monitor terrain, traffic, and the selected recovery altitude; use checklists and available resources.
3. Finish / recover
Lead the recovery enough to level off smoothly at the specified altitude.
In practice, terminate once the descent is established and demonstrated as briefed; avoid unnecessarily prolonged idle descents.
Below clear; thirty to forty-five bank; speed within limits.
Lead recovery; level at target.
Selected ACS targets
Bank 30°–45°
Appropriate airspeed +0/−10 kt
Level off at specified altitude ±100 ft
Common errors
Using a memorized generic configuration that violates the POH.
Letting speed exceed a limit or delaying recovery until the target altitude.
19 · Emergencies · ACS IX.B
Emergency approach & landing (simulated)
Manage an engine-out glide to a reachable landing area while completing the appropriate actions.
Cessna 172L · model setup
Speed
80 MPH IAS, clean reference glide; check actual POH / current loading.
Power
Idle / simulated failure under instructor control; do not create an actual engine shutdown.
Flaps
Clean initially; drag only when the field is assured
Carb heat
Apply the actual POH engine-failure / restart procedure
Trim
Trim for glide immediately to reduce workload.
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 45 · Source
Cessna 172N · model setup
Speed
65 KIAS at 2,300 lb, clean reference glide; check actual POH / current loading.
Power
Idle / simulated failure under instructor control; do not create an actual engine shutdown.
Flaps
Clean initially; drag only when the field is assured
Carb heat
Apply the actual POH engine-failure / restart procedure
Trim
Trim for glide immediately to reduce workload.
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 16 · Source
Example only: choose a reachable area and manage glide energy. The pattern and configuration must adapt to actual wind and terrain. Schematic—not to scale.
1. Set up
With the instructor, brief the simulation, recovery floor, safe go-around plan, and who controls the engine.
Know the current-weight recommended best-glide speed and the aircraft emergency checklist.
Keep continuous awareness of wind, terrain, and potential landing areas.
2. Execute
Establish and maintain recommended best glide; trim to reduce workload.
Choose a reachable landing area for wind, obstacles, surface, and available glide distance.
Fly a planned energy-managing pattern toward it; continuously reassess reachability.
Perform the POH immediate actions and checklist when time allows; simulate shutdown items as briefed.
Communicate, brief occupants, and delay landing drag until appropriate to the selected flightpath.
3. Finish / recover
Prepare for landing or recover at the agreed simulation floor; do not turn a practice into an unplanned off-airport landing.
If the engine fails after takeoff, prioritize control and a reachable area; a turnback is not a default maneuver.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Best glide; reachable field selected.
Control—site—checklist—communicate as time permits.
Landing assured / simulation recovery at agreed floor.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Best glide; reachable field selected.
Control—site—checklist—communicate as time permits.
Landing assured / simulation recovery at agreed floor.
Troubleshooting while losing control or choosing a landing site beyond glide range.
Adding drag too soon, stretching the glide, or attempting an unbriefed low-altitude turnback.
20 · Supporting skills · ACS VI.A
Pilotage & dead reckoning
Navigate using chart-to-ground position checks and time, heading, and groundspeed estimates.
Cessna 172L · model setup
Speed
Maintain the briefed cruise / pattern IAS for the selected model.
Power
As needed for the planned flightpath; use the actual engine power chart.
Flaps
Appropriate to phase of flight
Carb heat
As required by the phase / icing procedure
Trim
Trim for the flightpath.
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 10 · Source
Cessna 172N · model setup
Speed
Maintain the briefed cruise / pattern IAS for the selected model.
Power
As needed for the planned flightpath; use the actual engine power chart.
Flaps
Appropriate to phase of flight
Carb heat
As required by the phase / icing procedure
Trim
Trim for the flightpath.
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 28 · Source
A sequence of chart checkpoints, compared with elapsed time and ground features. Distances are illustrative. Schematic—not to scale.
1. Set up
Review route, terrain, weather, airspace, fuel, headings, checkpoints, and estimated leg times.
Select prominent checkpoints and verify chart currency.
Organize the navigation log and a backup source without sacrificing outside scanning.
2. Execute
Start timing at a known position and fly the planned wind-corrected heading.
Identify each checkpoint using several matching chart and ground features.
Compare actual time and position with the plan; update groundspeed and ETA.
Correct heading and revise fuel / time estimates as conditions change.
3. Finish / recover
Maintain an accurate position estimate and make timely route decisions.
Use available assistance before uncertainty turns into a lost situation.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Flightpath and traffic first; perform the task; cross-check the result.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Flightpath and traffic first; perform the task; cross-check the result.
Selected ACS targets
Altitude ±100 ft · heading ±10°
Identify planned checkpoints / landmarks and correct course as needed
Apply the full ACS VI.A skills and navigation tolerances in the linked task
Common errors
Matching one ambiguous landmark and assuming the position is certain.
Ignoring timing or fuel trends while staring at a chart.
21 · Supporting skills · ACS VI.B
Navigation systems & radar services
Use installed navigation equipment correctly and cross-check its information.
Cessna 172L · model setup
Speed
Maintain the briefed cruise / pattern IAS for the selected model.
Power
As needed for the planned flightpath; use the actual engine power chart.
Flaps
Appropriate to phase of flight
Carb heat
As required by the phase / icing procedure
Trim
Trim for the flightpath.
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 10 · Source
Cessna 172N · model setup
Speed
Maintain the briefed cruise / pattern IAS for the selected model.
Power
As needed for the planned flightpath; use the actual engine power chart.
Flaps
Appropriate to phase of flight
Carb heat
As required by the phase / icing procedure
Trim
Trim for the flightpath.
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 28 · Source
Cross-track error is corrected by intercepting and then tracking the intended course; do not chase the indicator blindly. Schematic—not to scale.
1. Set up
Check equipment status, database applicability, and route setup.
Brief the selected VOR/GNSS source, course, CDI scale, and display mode.
Prepare relevant frequencies and know how to request radar assistance.
2. Execute
Identify the navigation facility when applicable and select the correct source and course.
Intercept the selected course using an appropriate angle and wind correction.
Track it while cross-checking position with independent references.
Recognize receiver limitations, failure flags, and mode or scale changes.
Request and use radar services or other assistance when appropriate.
3. Finish / recover
Verify the next course / waypoint before changing modes or sources.
Maintain aircraft control and an outside traffic scan throughout.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Flightpath and traffic first; perform the task; cross-check the result.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Flightpath and traffic first; perform the task; cross-check the result.
Selected ACS targets
Correctly intercept and track the selected course
Recognize equipment limits and use appropriate radar / ATC services
Common errors
Tracking the wrong CDI source or failing to identify the facility.
Following an unintended active leg without checking chart, position, and mode.
22 · Supporting skills · ACS VI.C
Diversion
Select and navigate to a suitable alternate destination without losing aircraft control.
Cessna 172L · model setup
Speed
Maintain the briefed cruise / pattern IAS for the selected model.
Power
As needed for the planned flightpath; use the actual engine power chart.
Flaps
Appropriate to phase of flight
Carb heat
As required by the phase / icing procedure
Trim
Trim for the flightpath.
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 10 · Source
Cessna 172N · model setup
Speed
Maintain the briefed cruise / pattern IAS for the selected model.
Power
As needed for the planned flightpath; use the actual engine power chart.
Flaps
Appropriate to phase of flight
Carb heat
As required by the phase / icing procedure
Trim
Trim for the flightpath.
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 28 · Source
The diversion begins at the airplane’s current position, not the last checkpoint. Compare route suitability as well as distance. Schematic—not to scale.
1. Set up
Maintain current position, fuel state, terrain clearance, and weather awareness.
Know the immediate reason for diversion and the options within reach.
Use an organized chart / EFB method to reduce head-down time.
2. Execute
Choose a suitable airport considering weather, runway, terrain, services, performance, and urgency.
Determine a safe heading and route, avoiding restricted airspace and terrain.
Estimate time, groundspeed, and fuel; begin the diversion promptly.
Update the estimate using available navigation tools and communicate as appropriate.
3. Finish / recover
Confirm adequate fuel and airport suitability while progressing along the route.
Make a new decision early if conditions or margins worsen.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Flightpath and traffic first; perform the task; cross-check the result.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Flightpath and traffic first; perform the task; cross-check the result.
Selected ACS targets
Altitude ±100 ft · heading ±10° · airspeed ±10 kt
Credible route, time, and fuel estimate to a suitable airport
Common errors
Spending too long calculating before turning away from a deteriorating situation.
Choosing the nearest airport without checking runway, weather, terrain, or fuel.
23 · Supporting skills · ACS VI.D
Lost procedures
Regain a reliable position while managing terrain, fuel, weather, and workload.
Cessna 172L · model setup
Speed
Maintain the briefed cruise / pattern IAS for the selected model.
Power
As needed for the planned flightpath; use the actual engine power chart.
Flaps
Appropriate to phase of flight
Carb heat
As required by the phase / icing procedure
Trim
Trim for the flightpath.
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 10 · Source
Cessna 172N · model setup
Speed
Maintain the briefed cruise / pattern IAS for the selected model.
Power
As needed for the planned flightpath; use the actual engine power chart.
Flaps
Appropriate to phase of flight
Carb heat
As required by the phase / icing procedure
Trim
Trim for the flightpath.
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 28 · Source
Bound the uncertainty from the last known position, then use independent information or ATC to locate the airplane. Schematic—not to scale.
1. Set up
Recognize uncertainty early and maintain safe aircraft control.
Recall last known position, time, heading, groundspeed, and fuel.
Identify terrain / airspace limits and the communications resources available.
2. Execute
Keep flying a controlled, safe flightpath; conserve fuel and avoid unplanned airspace entry.
Use the chart, GNSS, radio navigation, and multiple landmarks to bound your possible position.
Climb only when safe and helpful for terrain clearance, visibility, or communications.
Contact ATC or other appropriate assistance promptly; declare urgency or emergency when warranted.
Follow the safest suitable navigation or landing plan once position is established.
3. Finish / recover
Confirm position through independent information before resuming the original route.
Update fuel, weather, route, and ETA; make a precautionary landing if needed.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Flightpath and traffic first; perform the task; cross-check the result.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Flightpath and traffic first; perform the task; cross-check the result.
Selected ACS targets
Recognize loss of position and use suitable recovery methods
Use appropriate navigation / ATC assistance and sound fuel decisions
Common errors
Continuing on an uncertain heading while fuel dwindles.
Making a blind climb into weather or delaying a request for help.
24 · Supporting skills · ACS VII.E
Spin awareness & prevention
Recognize the stalled, yawing condition that can develop into a spin.
Cessna 172L · model setup
Speed
Maintain the briefed cruise / pattern IAS for the selected model.
Power
As needed for the planned flightpath; use the actual engine power chart.
Flaps
Appropriate to phase of flight
Carb heat
As required by the phase / icing procedure
Trim
Trim for the flightpath.
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 25 · Source
Cessna 172N · model setup
Speed
Maintain the briefed cruise / pattern IAS for the selected model.
Power
As needed for the planned flightpath; use the actual engine power chart.
Flaps
Appropriate to phase of flight
Carb heat
As required by the phase / icing procedure
Trim
Trim for the flightpath.
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 32 · Source
Concept: stall plus yaw creates spin risk. This is a prevention diagram, not an entry or recovery flight procedure. Schematic—not to scale.
1. Set up
Review the POH operating category, spin approval or prohibition, loading restrictions, and recovery instructions.
Discuss base-to-final overshoot, departure stalls, and other stall-plus-yaw scenarios.
This commercial task is awareness; intentional spin execution is not required for the Commercial ASEL practical test.
2. Execute
Identify how a stall with yaw can develop into autorotation.
Prevent the entry by keeping turns coordinated and managing angle of attack.
If overshooting final, use a safe go-around; do not force the turn with excessive rudder.
Discuss the airplane’s published spin recovery with an appropriately qualified instructor.
3. Finish / recover
For any actual spin, follow the aircraft’s approved recovery procedure promptly.
Do not practice intentional spins using this lesson; they require a suitable aircraft, instructor, and dedicated authorization / briefing.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Flightpath and traffic first; perform the task; cross-check the result.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Flightpath and traffic first; perform the task; cross-check the result.
Selected ACS targets
ACS VII.E evaluates spin awareness; it is not an intentional spin flight task
Common errors
Assuming every training airplane permits spins.
Using inside rudder and opposite aileron to force a low-speed turn.
25 · Supporting skills · ACS III.B
Traffic patterns
Maintain position, spacing, and wind-corrected ground track around the runway.
Cessna 172L · model setup
Speed
Before landing: 70–80 MPH flaps up or 65–75 MPH flaps down; brief a target and gust correction for conditions.
Power
As needed for the planned flightpath; use the actual engine power chart.
Flaps
Appropriate to phase of flight
Carb heat
As required by the phase / icing procedure
Trim
Trim for the flightpath.
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 10 · Source
Cessna 172N · model setup
Speed
Before landing: 60–70 KIAS flaps up or 55–65 KIAS flaps down; brief a target and gust correction for conditions.
Power
As needed for the planned flightpath; use the actual engine power chart.
Flaps
Appropriate to phase of flight
Carb heat
As required by the phase / icing procedure
Trim
Trim for the flightpath.
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 28 · Source
Illustrative left-hand pattern. Check local procedures; runway direction, entry, altitude, and spacing are airport-specific. Schematic—not to scale.
1. Set up
Obtain weather and review the runway, pattern direction / altitude, NOTAMs, and airport procedures.
Identify other traffic and plan the correct entry; comply with tower instructions when applicable.
Set the appropriate configuration and speed and brief go-around / wake-turbulence concerns.
2. Execute
Enter using the applicable published / recommended procedure and appropriate communications.
Hold the selected pattern altitude and correct wind drift on each leg.
Keep the runway and nearby traffic in view while preserving safe spacing.
Plan base and final for a stabilized approach; avoid a low, skidding turn if overshooting.
3. Finish / recover
Land or go around as the situation requires; maintain awareness through runway exit.
Pattern shape and spacing adapt to local procedures, traffic, performance, and wind.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Flightpath and traffic first; perform the task; cross-check the result.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Flightpath and traffic first; perform the task; cross-check the result.
Selected ACS targets
Pattern altitude ±100 ft · appropriate airspeed ±10 kt
Safe spacing and correct wind-corrected track
Common errors
Flying fixed headings instead of the intended ground track.
Turning final while losing sight of traffic or forcing an overshoot correction.
26 · Supporting skills · ACS IX.C
Systems / equipment malfunctions
Recognize a simulated malfunction and apply the correct airplane checklist while maintaining control.
Cessna 172L · model setup
Speed
Maintain the briefed cruise / pattern IAS for the selected model.
Power
As needed for the planned flightpath; use the actual engine power chart.
Flaps
Appropriate to phase of flight
Carb heat
As required by the phase / icing procedure
Trim
Trim for the flightpath.
1971 Cessna 172 / Skyhawk Owner’s Manual · PDF p. 32 · Source
Cessna 172N · model setup
Speed
Maintain the briefed cruise / pattern IAS for the selected model.
Power
As needed for the planned flightpath; use the actual engine power chart.
Flaps
Appropriate to phase of flight
Carb heat
As required by the phase / icing procedure
Trim
Trim for the flightpath.
1978 Cessna 172N Pilot’s Operating Handbook · PDF p. 16 · Source
Aviate, assess, apply the applicable checklist, and reassess. The diagram intentionally avoids prescribing airplane-specific switch positions. Schematic—not to scale.
1. Set up
Review the exact airplane’s emergency / abnormal checklists and equipment.
Brief simulation limits; do not disable safety-critical equipment or create a real failure for practice.
Know appropriate landing options and the indications distinguishing a warning from a confirmed failure.
2. Execute
Maintain aircraft control, identify the affected system from available indications, and assess immediate threats.
Perform the POH immediate actions when applicable, then verify with the checklist.
Reassess electrical, engine, flight-control, or other system consequences without fixating on one indication.
Choose a suitable diversion / landing plan and communicate urgency as required.
3. Finish / recover
Monitor the result of each action and be ready to revise the plan.
The evaluator chooses scenarios; use airplane-specific procedures rather than a generic switch sequence.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Flightpath and traffic first; perform the task; cross-check the result.
Suggested training callouts
Training phrasing—not Cessna checklist text.
Flightpath and traffic first; perform the task; cross-check the result.
Selected ACS targets
Appropriate response to at least three elements / sub-elements in ACS IX.C K1–K5
Correct checklist use and continued aircraft control
Common errors
Cycling switches or circuit breakers without POH guidance.
Troubleshooting so long that flightpath, fuel, or landing options deteriorate.