Go-Around, Full Flaps
Full power, carb heat cold. Lock arm to hold the yoke firmly forward to prevent pitch up and anticipatory right rudder to counteract P-factor. Establish level pitch attitude while bringing the flaps up. Milking flaps up or by notches at speeds below 60 is best way. Climb on reaching Vy.
Short Field Landing
The traffic pattern for a short field landing is flown the same as a normal landing traffic pattern up to the final approach.
On final approach, establish a full flap, power on descent at 54 KIAS. Power setting should be adjusted as necessary to establish a glide path, which will bring the aircraft just above any obstacles.
Once it is apparent that the aircraft will clear the obstacle without power, slowly close the throttled and maintain 54 KIAS. Maintain 54 KIAS down to the flare and land the aircraft with a minimum amount of float.
Once the aircraft is on the ground, retract flaps, lower the nose gently, and apply smooth but firm brake pressure.
Note: If the final approach on a short field landing is properly planned and executed, final approach will not involve any additions of power. A lower approach speed can be used at lower weights.
Soft Field Landing:
The traffic pattern is flown just as it would be for a normal landing until final approach. On final, a 60 KIAS full flap glide is established.
Once the runway is assured reduce power to idle RPM and flare normally over the runway. Increase the pitch attitude prior to touchdown and bring power up to 1200 or 1500.
Once the main gear touches the runway, continue back elevator pressure as required to keep the nose wheel off the runway while bringing up the flaps. Removal of the flaps will allow the pitch attitude to increase.
Keep the power on sufficient to keep the nose off. With proper power application it is possible to taxi clear of the runway without the nose wheel touching.
Crosswind Landing:
Crosswind landing involve flying a crabbed traffic pattern with one addition. On final approach, when the aircraft is aligned with the runway centerline, the aircraft will begin to drift. The upwind wing is lowered to the point where the aircraft stops drifting and (the wing) is maintained in this down position. Rudder pressure is applied in the opposite direction of the aileron deflection to keep the aircraft nose/tail lined up with the runway centerline. Pressure must be maintained on both controls in order to keep the aircraft so aligned. 20 degrees of flaps rather than full flaps may be used on final, depending on wind strength and (crosswind angle) component with the runway. touchdown is accomplished with the upwind wheel of the main gear touching the ground first. Once on the ground, apply increasing upwind aileron gradually to full aileron, and maintain directional control with the rudder pedals. I would make several suggestions. Select your flap setting early on the approach before turning final. 20-degrees of flap would be the maximum used for a 10-kt crosswind. Maintain your approach speed by lowering the nose as you establish your cross-control configuration. On touchdown, hold the yoke well over. The wing will not touch if the plane is kept rolling straight.
Takeoff and Departure Stall:
Clear area
Carb heat on
Reduce power to 1500 RPM
Slow aircraft to lift-off speed (55 KIAS)
Apply full power when reaching lift-off speed and increase backpressure firmly on the elevators until the stall occurs. Right rudder pressure must be used to overcome P-Factor. When introducing this stall limit power increase to 2000 RPM. Full power applications during "Proficiency".
If the stall is to be done while in a turn, a bank angle of approximately 20 degrees should be established when lift-off speed is reached. Coordinated control pressure should be utilized as necessary to maintain this bank angle until the aircraft stalls. Limit bank to 20 degrees regardless. A higher angle of bank greatly exaggerates the effect of uncoordinated controls.
Recovery:
Release the backpressure and level the wings utilizing coordinated control. Allow nose to fall to or slightly below the horizon. Then apply full power for the recovery at Vy climb.
Approach to a Landing Stall:
Clear the area .
Carburetor heat
Reduce power to 1500 RPM and when airspeed is in the white arc, apply full flaps and establish a 60 KIAS glide.
If the stall is to be done in a turn, establish a 20-degree bank angle. Any bank beyond 20 degrees can be a prelude to a full flap spin. Close the throttle slowly, gradually increase backpressure until the stall occurs. Power can also be left at 1500 RPM.
Recovery:
Release back pressure, apply full power and level wings using coordinated control. Get the nose down to level flight. Lock your elbow against the door to prevent abrupt pitch-up as full power is applied.
When airspeed is on the upgrade retract flaps to 20 degrees without allowing sink to occur. At 60 knots remove rest of flaps and climb.
Approach to Landing Stall by Cessna FBO
The traditional approach to landing stall has been transmorgified into a power-off stall in landing configuration. It requires that you enter an approach to landing with full flaps and power off and then at some point you stop the descent until you stall. as though you were attempting to extend your glide distance just by raising the nose while entering the base turn to final. The assumption is that the student cannot add power nor can he do anything except concentrate on an outside reference point beyond the glide range of the aircraft. While such a scenario can be made to occur using the latest Cessna landing program, it is most unlikely to occur to a student who had been taught the traditional stabilized constant airspeed approach.
The recognition of the stall and the recovery from the situation is the instructional objective. The required recovery procedures is that the pilot break the angle of attack, apply full power, level the wings and begin to reduce the flap extension. On reaching climb speed, the climb begins and the cleanup is completed.
CESSNA 152 Procedures
60 KT FULL FLAP TRIM HOLD HEADING GIVES 65 KT CLIMB TRIM 1 FULL TRIM UP
LEVEL OFF 2 TRIM UP FINE TRIM 60 KTS
1500 RPM-C.H. 1700 RPM +8 COUNT FLAPS-30 DEGREES
4 FULL TRIM DOWN=60 KT ANTICIPATE w/HEAVY FWD YOKE
10 DEGREES 1/2 UP TRIM HOLD HEADING
20 DEGREES 1/2 UP TRIM FINE TRIM 60 KTS
30 DEGREES 1/2 UP TRIM
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