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Cessna 182 Skylane
Safety Highlights
Sponsored by the United States Aircraft Insurance Group (USAIG)
Cessna 182 Skylane
Safety Highlights
Introduction
The Cessna 182 Skylane is a favorite for cross-country travelers as
well as for transitioning pilots. Its excellent safety record attests to its
reliability and structural integrity. First built in 1956, and still manu-
factured today, approximately 13,000 Skylanes currently are on the
FAA Aircraft Registry. This Safety Highlight analyzes fixed-gear Skylane
accidents that occurred between 1983 and 1999. Included are 1,314
Cessna 182 accidents and 3,022 accidents of a comparison group,
comprised of the following aircraft: Cessna 177 Cardinal, Cessna 205,
Cessna 206, Cessna 207, Gulfstream American AA-5, and Piper PA-28.
Almost three-quarters, or 72 percent, of Cessna 182 accidents were
minor, resulting in little or no injury, while two-thirds, or 66 percent,
of the comparison aircraft accidents were minor. (See Figure 1).
Accidents resulting in serious injuries, as defined by NTSB Part 830,
make up the smaller portion of the accident number. The Skylane
had fewer serious accidents than the comparison group. This may be
due to the Skylane being used for cross-country trips, while the
majority of accidents in the comparison group involved PA-28s, which
are used primarily as trainers. Trainers participate in more takeoffs
and landings, which is when most accidents occur.
According to FAA estimates, Cessna 182 aircraft flew approximately
22.4 million hours during the years 1983-1999. Only 1,314 accidents
occurred during that time, which averages out to 5.9 accidents per
27.6%
72.4% 66.3%
33.7%
Figure 1. Accident Summary
C-182
25
0
50
75
100
■SERIOUS
■MINOR
C-182 COMP ACFT
SERIOUS 363 1017
MINOR 951 2005
Percent of Accidents
100,000 hours. The comparison group had a similar accident rate
with 6.0 accidents per 100,000 hours.
Pilot-Related Accidents
As expected, the majority (80 percent) of Cessna 182 accidents
were due not to aircraft problems, but to pilot error. Mechanical/
maintenance problems caused only 10 percent of the Skylane
accidents, and the remaining 10 percent were attributed to other
causes and unknown factors. (See Figure 2).
Regardless of the type of aircraft, the number of accidents is
inversely proportional to the number of hours a pilot has accumulat-
ed. (See Figure 3). The majority of accidents for the Skylane and
comparison aircraft involved pilots with less than 400 hours total
time, and less than 100 hours time in type. Pilots generally gain skill
and better judgment with experience.
Weather caused the highest number of pilot-related serious acci-
dents. (See Weather section on page 4). Twenty-one percent of
Cessna 182 and comparison aircraft serious accidents were due to
poor pilot decision making and judgment regarding the weather.
Pilots frequently choose the Skylane as one of their first cross-country
airplanes and thus learn, some of them the hard way, about flying
through weather systems.
80.0 80.6
Figure 2. Major Cause
C-182
0
30
60
90
■C-182
■COMP ACFT
Pilot Mechanical/
Maintenance
C-182 1051 134 129
COMP ACFT 2436 308 278
Percent of Accidents
10.2 10.2 9.8 9.2
Other/
Unknown
- 2 -
- 3 -
Preflight
A thorough preflight consists of four components: pilot, weather,
airplane, and flight. The flight should be conducted only after each
component of the preflight has been checked and found to be satisfac-
tory. Allow yourself plenty of time to thoroughly check each, without
feeling pressured or rushed. Here are some specific items to include
in your preflight:
Pilot: The first step in planning for a flight is to be sure you are ready,
physically and emotionally. Here are some things to keep in mind:
■Remember IMSAFE:
Illness
Medication
Stress
Alcohol
Fatigue
Emotion
■Know your personal limitations. Every pilot is different, and
your own minimums may even change from day to day. The
FAA has published a personal minimums checklist, which is
available online at www.faa.gov/avr/news/checklst.pdf.
■Currency and proficiency. Are you safe and legal for this flight?
Weather: Once you have prepared yourself for the flight, it’s impor-
tant to check the weather along your planned route. According to
FAR 91.103, a weather briefing is required for all IFR flights and
any flight not in the vicinity of an airport. Obtaining a weather
briefing is a good idea for all flights. The following are some
weather resources to use during the planning:
■Flight Service Stations (FSS) may be contacted for weather
information, notams, and pireps.
■Online services such as AOPA (www.aopa.org/members/wx/),
DUATS (www.duats.com), National Weather Service (NWS)
(www.nws.noaa.gov/), and Aviation Digital Data Service (ADDS)
(http://adds.awc-kc.noaa.gov/).
■AWOS, ASOS, or ATIS will provide you with the current local
weather at your departure airport.
Note: For more weather information, see the Weather section on page 4.
Airplane: The airplane preflight consists of a thorough check of the
aircraft itself and associated paperwork:
■Review the airplane’s airworthiness status, including an inspec-
tion as described in the Pilot’s Operating Handbook (POH).
■Paperwork associated with the airplane (ARROW):
Airworthiness certificate
Registration certificate
Radio station license (for international flights only)
Operating limitations (Pilot’s Operating Handbook)
Weight and Balance records
■Weight and center of gravity (CG) limits.
Note: For weight and balance information specific to the C-182,
including a loading example, see the Weight and Balance
section on pages 3-4.
■Fuel requirements. ASF recommends landing with at least one
hour of reserves on board. This means a Skylane with 88 gallons
of usable fuel, in no-wind conditions, and a fuel burn of 13.0 gph
can fly for approximately 63⁄4hours total, or 53⁄4hours with 1
hour reserves. Of course, any wind or nonstandard conditions
will alter your calculations for distance. Note: For more informa-
tion regarding fuel planning, see the Fuel section on page 6.
■Takeoff and landing distances. Note: Information regarding
takeoff and landing in a Skylane can be found on pages 8 and 9.
Flight: There are many factors associated with any flight that must be
checked before departing, especially if an unfamiliar route or airport
will be encountered. Such information includes the following:
■Airport/runway conditions at the departure and arrival airports.
■Notams and Temporary Flight Restrictions, if any.
■Runway lengths and LAHSO distances at the departure and
arrival airports.
■Obstructions en route and near the airports.
■Special use airspace along your route of flight, i.e., restricted
areas, prohibited areas, MOAs, and MTRs.
Weight and Balance
The weight and balance of any aircraft affects it in all phases of
flight, from takeoff to landing. An overloaded airplane may not be
able to reach rotation speed from a short runway, and/or may not be
able to clear obstacles at the end of the runway. An out-of-balance
airplane may become uncontrollable in flight, require an excess
amount of trim, or may not even be controllable during takeoff.
Figure 3. Pilot Total Flight Time
Serious Accidents C-182
8
4
0
12
16
20 ■C-182
■COMP ACFT
C-182 36 34 35 33 25 13 10 14 16 7 137
COMP ACFT 167 176 120 88 44 40 37 24 30 26 258
Percent of Accidents
0-100
101-200
201-300
301-400
401-500
501-600
601-700
701-800
801-900
901-1000
> 1000
99
9
4
16 17
10
2
7
2
43
43
10
12
44 4 3
The weight and balance section of the C-182’s POH includes a load-
ing example for your convenience. Become familiar with it, and also
consult the CG chart before each flight involving more baggage than
usual or more than two occupants, to verify that you have loaded the
aircraft within the CG “envelope,” or limitation range. Below is an
example of a weight and balance problem for a typical cross-country
flight. Notice that the fuel had to be reduced to allow for the four peo-
ple and baggage (the fuel tanks can actually carry 528 lb of usable fuel).
The takeoff weight is 3,100 lb, but the landing weight for this model, a
1985 C-182R, is 2,950 lb. Know the numbers for the aircraft you fly.
The Skylane is known for its large capacity and ability to carry heavy
loads, but the 1956 through 1961 models only had maximum gross
weights of 2,550 lb or 2,650 lb. That was increased to 2,950 lb begin-
ning in 1970 and again to 3,100 lb in 1981. Don’t become overconfi-
dent with the newer, heavier models. If you carry passengers and bag-
gage for a cross-country flight with full fuel tanks, you may be very near
the airplane’s capacity limit. You may even need to limit the amount
you carry. Local flights with an instructor, a couple of flight bags, and
full fuel tanks will not be a problem with this aircraft. The maximum
useful load for a 1985 Skylane is 1,377 lb. Remember that this is a
POH number, and will vary depending on the equipment installed in
the aircraft. Most Skylanes will have a useful load of approximately
1100 lb. The maximum baggage weight for the C-182R is 200 lb
(120 lb forward of baggage door latch and 80 lb aft of it).
During takeoff, the 435-hour private pilot lifted the
Cessna 182 off the 3,200-foot runway at approximately mid-
field. The aircraft touched down, then became airborne again
before it crashed. Four occupants, 40 gallons of fuel in the
60-gallon tanks, and 380 pounds of cargo had been loaded
prior to initiating the flight. The aircraft was estimated to have
been at least 210 pounds over its maximum allowable gross
weight, and the center of gravity (CG) was estimated to be 1.1
inches beyond the aft limit.
Density Altitude
The 160-hour private pilot did not check the density alti-
tude or lean the mixture prior to taking off. The Cessna 182,
with four people aboard, departed from an intersection near
the middle of the 5,289-foot runway. The pilot aborted the
takeoff upon realizing that inadequate engine power was
being produced to lift off. The airplane overran the end of
the runway and collided with rough terrain. The calculated
density altitude was approximately 7,100 feet.
Because the C-182 is a big, beefy aircraft, compared to some of its
lighter siblings, some pilots mistakenly believe that it can be loaded
with impunity. The accident history suggests otherwise, particularly at
high density altitude. Two percent of the Skylane accidents were
attributed to high density altitude. That does not include the close
calls, where pilots were lucky and avoided triggering the NTSB’s com-
puter. Any normally aspirated aircraft with a large engine will be a
strong sea-level performer. Take the same aircraft to a mountain air-
port surrounded by higher terrain and that strong performance magi-
cally dissipates into thin air.
For example, a short-field takeoff in a C-182 at sea level, standard
temperature (15 degrees C), and zero wind requires 1,518 feet to
clear a 50-foot obstacle. If the field’s elevation is 3,750 feet with a
temperature of 95 degrees, a common occurrence on a summer day,
the density altitude equates to 7,000 feet. The 182’s takeoff distance
will more than double to 3,185 feet. The maximum rate of climb at
sea level is 865 fpm and decreases to 505 fpm at 7,000 feet. Add in
terrain or obstacles and the possibility of downdrafts to negate the
already anemic climb, and it becomes obvious why states with high
real estate have much higher accident rates than the flatlands.
Remember that POH performance numbers are based on new air-
craft under standard weather conditions with a test pilot. Most of us
will not achieve the published numbers on a normal basis. ASF rec-
ommends adding 50 percent to all published takeoff and landing
numbers, to allow a safety margin. Therefore, the takeoff distance
from the same 7,000-foot density altitude airport becomes 4,778 feet.
The landing distance over a 50-foot obstacle will increase from 1,350
feet at sea level to 1,640 feet at 7,000 feet (2,460 feet with the 50 per-
cent safety margin). One aeronautical myth that some pilots have
attempted to disprove is that if it flew in, it will fly out. There are
many airports where it is possible to land but it may be impos-
sible to depart, either under ambient conditions, or at all. The
C-182 is a good short-field airplane but it can’t do the impossible.
Weather
Weather was the leading cause of pilot-related serious accidents for
the Cessna 182 as well as for the comparison aircraft group, causing
21 percent of the serious accidents for both. (See Figure 4). Poor
judgment and decision-making in regards to weather caused the
majority of these accidents. Weather is a crucial part of initial and
recurrent training. Most new pilots will get only cursory exposure to it.
Preflight should include obtaining the local weather and, for all flights
not in the vicinity of an airport, a full weather briefing. However, don’t
assume that the forecasted weather will be what is encountered en route.
Weather changes rapidly, and forecasts don’t always hold true. Be pre-
pared for diversions around weather by carrying extra fuel. Use Flight
Watch and Flight Service en route for a more precise picture of what you
will encounter. Pireps are also a great source of weather information;
use them, and supply them when able. ASF’s Weather Tactics and
Weather Strategies Safety Advisors may be viewed online at
www.aopa.org/asf/publications/sa_index.html.
If your aircraft is so equipped, the autopilot may be used to get out
of deteriorating weather. Use it to safely turn around and depart the
- 4 -
Cessna 182R Sample Weight & Balance Problem
Weight X Arm = Moment/1000
Airplane (BEW) 1800 35.2 63.3
Pilots (Front) 340 37.1 12.6
Passengers 340 74.1 25.2
Baggage Area A 100 97.0 9.7
Baggage Area B 20 116.0 2.3
Baggage Area C 60 129.0 7.7
Fuel 450 46.6 21.0
Fuel for start-up, taxi, runup -10 46.6 -0.5
TOTAL 3100 45.6 141.3
6.3
7.7
1.9 1.8
Figure 5. IMC Accidents Per 100,000 IMC Hours
C-182
3
0
6
9
■C-182
■COMP ACFT
All IMC IFR Flights
C-182 125 37
COMP ACFT 333 77
Rate
C-182 10 1 29 14 16 75 16 17 21 18 10 42 22 8
COMP ACFT 13 1 136 38 61 195 44 22 59 36 49 104 55 26
Figure 4. Pilot Related Causes
Serious Accidents C-182
12
4
0
16
20 ■C-182
■COMP ACFT
Percent of Serious Accidents
Preflight Takeoff Fuel Landing
Taxi Climb Weather Descent IFR
Apch Maneuver Other
Other
Cruise Missed
Apch
VFR
Apch
100
8
14
24
8
34446
2121
455
2
664
55
3
66
1211
23
- 5 -
hazardous conditions. That will help ease your workload, but remem-
ber that the autopilot cannot be used in severe turbulence, because it
may overstress the aircraft, or in icing conditions, because it may
mask the signs of ice accumulation on the aircraft.
Instrument Meteorological
Conditions (IMC)
Between the years 1983 and 1999, there were 6.3 Cessna 182 IMC
accidents per 100,000 IMC hours, 1.9 of which involved instrument-
rated pilots on IFR flight plans. (See Figure 5). That means 4.4 IMC
accidents per 100,000 IMC hours involved pilots who were not appro-
priately rated, or were instrument-rated but not on an IFR flight plan.
The comparison group had 7.7 IMC accidents per 100,000 IMC hours,
of which 1.8 were on IFR flight plans.
Note: Although the accidents occurred in instrument conditions,
weather may not have been the cause of each accident.
The 100-hour noninstrument-rated private pilot was on
the third leg of a trip between Tampa, FL and Sussex, NJ.
(The previous two stops were made because of adverse
weather conditions.) Before this flight, the pilot was advised
by FSS that VFR flight was not recommended. A VFR flight
plan was filed but not activated. Witnesses reported the air-
craft was flying northeast below a low overcast and some said
it was flying in the clouds. One witness said the clouds were
at treetop level. The aircraft reversed course and soon after-
wards it descended to the ground. One witness said that
before the aircraft descended it pitched up and then spun
during descent. The aircraft collided with the ground in a
remote wooded area.
Autopilot
The autopilot is an invaluable piece of equipment that will reduce
workload on long flights and under single-pilot IFR conditions. The
FAA believes so much in autopilots that they are required for single-
pilot IFR air taxi flights. At the very least, the autopilot will maintain a
wings-level attitude while the pilot troubleshoots a problem or navi-
gates out of hazardous weather. It should be a part of your aircraft
familiarization training. Review its operation regularly.
Some autopilot tips:
■Know how to disengage the autopilot quickly by at least three
methods.
■Know where the autopilot derives attitude information–some
depend on the attitude indicator, which is usually vacuum pow-
ered, others on the turn coordinator. When the vacuum pump
fails, the autopilot may be inoperative when needed the most.
■Use the autopilot when programming GPS equipment or consulting
charts.
■Many pilots hand fly departures and arrivals to maintain proficien-
cy and let the autopilot handle the long, boring en route portion of
the flight.
■Practice using the autopilot in good weather and practice coupled
approaches so on that dark, cloudy IMC night when you’re tired,
the autopilot will help bring you down safely.
■Be able to hand fly the aircraft at any point, if needed, and don’t be
reluctant to advise ATC to stand by if you’re busy after an autopilot
failure.
- 6 -
Prior to departing on the 600-mile flight, the 350-hour
private pilot obtained a weather briefing but did not file a
flight plan. The flight lasted for 5 hours and 28 minutes
before the engine sputtered and quit four miles short of its
destination airport. Endurance calculations based on 11.0
gph and a 600 nm distance, correcting for nonstandard tem-
perature and pressure, revealed a usable fuel burn time of 5
hours and 25 minutes.
Note: Add a safety margin of approximately 2.0 gph to POH fuel burn
numbers until you gain some experience with that particular airplane.
The accident report above states that endurance calculations were based
on 11.0 gph, which was likely the POH number.
Icing
Before takeoff, the 1,800-hour ATP received a complete
weather briefing. The briefer warned the pilot of an extremely
hazardous weather system in the area and advised him several
times not to go. The briefing included numerous pilot reports
that confirmed the forecast of icing and turbulence. The pilot
filed an IFR flight plan and departed in an aircraft not certified
for icing conditions. While the aircraft was descending to
intercept the ILS, radar contact was lost. The aircraft crashed
into a mountain.
Cessna 182s are not approved for flight into icing conditions. Some
hangar tales tell about the fat wing and how much of a load it will
carry. Understand that the aircraft is operating outside of the
approved envelope and you have become a test pilot.
Structural Ice: Structural ice disrupts the flow of air over the
wing, tail, and prop, which increases drag, decreases lift, and may
cause a significant increase in stall speed. Conditions conducive to
severe in-flight icing are high moisture content in clouds, relatively
warm temperatures, and freezing rain.
The first indication of ice will normally be a buildup on small pro-
trusions, corners, or the base of the windshield. Airspeed will begin to
drop shortly after the flight encounters icing conditions. Turn on the
pitot heat if it’s not already on and immediately work to get out of the
clouds. A 10-knot speed reduction is a mandate to change altitude or
divert immediately.
Carburetor and Induction Ice: Induction ice blocks the air
intake and can cause the engine to stop. Skylanes built after 1997
have fuel-injected engines and thus do not suffer from carb ice, but a
blocked intake may cause a problem. The alternate air source should
resolve it. Older Skylanes are susceptible to carb icing, as are the air-
craft of the comparison group. The use of heat applied at the first
indication of carb icing is essential.
Cessna 182 Icing Accidents
Description Total
Attempted takeoff with snow/ice on
wings/airframe. 4
Lost control, turbulence/ice encountered
at high altitude. 1
Failed to use carburetor heat during
IMC/icing conditions. 3
Power loss, lack of carburetor heat use. 7
Power loss on descent because of lack
of carburetor heat use. 6
Power loss on approach, carburetor heat
not used. 15
Stalled/lost control during continued
approach in icing conditions. 5
Stall/mush due to ice-buildup on airframe 1
Fuel
The C-182 had 71 fuel exhaustion accidents compared to 188 for
the comparison group. Exhaustion occurs when all tanks are deplet-
ed. Fuel starvation occurs when fuel is available but, for any number
of reasons, doesn’t reach the engine. There were 27 Cessna 182 star-
vation accidents and 75 in comparable aircraft. Only six of those
Skylane accidents were due to improper fuel tank selection or failure
to switch tanks, compared to 35 of the comparison group. That may
be because Skylanes have a BOTH option on the fuel selector.
Keep track of fuel burn along your flight by using a fuel log. This
will help establish the fuel usage of that aircraft. For a flight at 8,000
feet and 65% power in a 1985 C-182, the zero-wind range (88 gal-
lons/one hour reserve) is 764 nm. (Note: The POH states a fuel burn
of 11.1 gph. ASF recommends adding a safety margin. For this
example, 13.0 gph was used.) With a 20-knot headwind, the range is
reduced to 649 nm, a 115 nm difference. It is better to think of fuel
in terms of time rather than distance.
Flush-type fuel caps leak water as the seals deteriorate. These caps,
common on 182s manufactured prior to 1979, should be replaced by
the umbrella-type caps. Also on the older models are the bladder-type
fuel tanks, which can trap and hide water if there are “wrinkles” in
the cell. Integral tanks will not pose such a problem.
ASF fuel recommendations:
■Land with at least one hour of fuel reserves on board.
■Learn to lean properly and do it on every flight–most engines, con-
trary to what is taught in many flight schools, may be leaned at
any altitude, provided they are below the approved power setting.
■Add two gallons per hour to book consumption numbers until you
have accumulated some experience with that particular aircraft to
verify the fuel burn with your leaning techniques. Estimate the
fuel consumption for each flight and check that against the actual
amount of fuel added. (You really only know how much fuel is on
board when the tanks are full unless you stick the tanks, have very
accurate fuel logs, or use a fuel management device such as a
totalizer.)
■Avoid planned fuel stops within 100 miles or one hour of your des-
tination. There is great temptation to press on to the destination.
■For most operations, leaving the fuel selector on BOTH will eliminate
the possibility of running one tank dry. However, if a significant load
imbalance exists, switch tanks on an hourly basis and set a timer to
remind you.
- 7 -
tion areas around airports at 700 feet AGL effectively preclude night
VFR flight when ceilings are below 1,500 feet, except in the airport
traffic pattern (1000 feet AGL and 500 feet below the clouds). ASF
recommends at least 5 nm visibility for night cross-country flights and
a 2,000-foot ceiling in flat terrain. Mountainous terrain minimums
should be at least a 5,000-foot ceiling and 10 miles. Ceiling and visi-
bility frequently deteriorate at night as the temperature and dewpoint
spread closes. The weather between reporting points may be much
worse than what is observed.
Note: Basic VFR weather minimums are listed in FAR 91.155.
FAR 61.57 requires three night takeoffs and landings to a full stop,
within the preceding 90 days, to be legal to act as pilot in command of
an aircraft carrying passengers at night.
Here are some specific things to be aware of at night:
■Avoid bright lights at least 30 minutes before flying at night. If
bright light is needed while flying, close one eye to preserve night
vision in that eye.
■Don’t descend to pattern altitude before you are in the pattern –
descend over the airport. There may be obstructions in the area
that cannot easily be seen at night. Instrument-rated pilots should
use instrument approach procedures. Try to go to airports that
have VASI or ILS and avoid unfamiliar short fields.
■Spatial disorientation. The horizon is less visible at night, and
lights may create an artificial horizon. When a clear horizon is
unavailable, trust your instruments. Your body may feel as if
you’re turning when you are actually in straight and level flight.
Many pilots have gotten themselves in dangerous situations by
ignoring the instruments.
■Weather and clouds are much harder to see at night. Get a full
weather briefing, and update it while en route. Get and give pireps.
■Check the aircraft electrical system thoroughly. Does the aircraft
have an annunciator to show when the alternator has failed?
Typically, there will be only about one half hour from electrical sys-
tem failure to battery depletion and darkness.
■Have more than one flashlight easily accessible in the cockpit.
Mechanical
Of the 134 Cessna 182 and 308 comparable aircraft mechanical/
maintenance accidents, approximately 50 percent of each were due to
powerplant/propeller issues. (See Figure 7). The fuel system and the
landing gear/brakes caused 15 percent of the mechanical Skylane
accidents each. However, with only 10 percent of all studied accidents
attributable to mechanical issues, the aircraft are extremely reliable.
Carb ice is not restricted to cold, cloudy days but can occur in clear
air, high humidity, and temperatures as warm as 70 degrees F or higher.
The temperature drops as much as 70 degrees F within the carburetor’s
throat. Follow the checklist, use carb heat whenever operating at
reduced power, and be suspicious of carb ice when flying in clouds and
rain. Many owners have installed a carburetor temperature gauge or ice
detector device to warn them of the onset of carburetor icing conditions.
The Air Safety Foundation’s Safety Advisor, Aircraft Icing,
www.aopa.org/asf/publications/sa11.html, discusses both structural
and carburetor/induction icing and how to fly safely when icing condi-
tions are forecast.
Night
The noninstrument-rated private pilot departed on a
night cross-country in VMC along the East Coast. The airplane
was observed on radar to climb to 2,500 feet and level off.
Shortly after leveling off, the airplane descended at 500 fpm.
It dropped off radar at 1,000 feet, but witnesses observed the
airplane flying 150 feet above the water. During a left turn on
this dark, moonless night, the airplane descended and struck
the water. The NTSB cited spatial disorientation and the
pilot’s lack of instrument experience as factors in this accident.
Most night accidents for both the Skylane and comparison group
occurred in VMC. That is probably because the majority of Skylane
hours are flown in VMC (20.5 million out of 22.4 million). Only 1.7
Cessna 182 accidents per 100,000 night hours occurred in IMC, com-
pared to the total number of 7.9 per 100,000 hours. Of the 1.7 night
IMC accidents, only 0.2 were IFR in IMC (See Figure 6). That means
that 1.5 out of 1.7 night IMC accidents per 100,000 night hours
involved either a noninstrument-rated pilot or a rated pilot who was
not on an IFR flight plan.
Most general aviation flying is during daylight hours and, not sur-
prisingly, night flying skills may become rusty. ASF recommends regu-
lar night instruction to review aircraft and airport lighting, vision,
fatigue, weather, spatial disorientation, obstruction clearance, take-
offs/landings, and emergencies. An instrument rating is highly rec-
ommended for night cross-country flying.
Your personal minimums should be more conservative at night.
The FARs raise the basic night VFR weather minimums in Class G air-
space to 3 statute miles, compared to only 1 mile during the day.
Below 1,200 feet AGL, the distance from clouds increases from day
VFR requirements of clear of clouds, to 500 feet below, 1,000 feet
above, and 2,000 feet horizontal. East of the Mississippi, the transi-
7.9 8.8
Figure 6. Night Accidents Per 100,000 Night Hours
C-182
0
6
8
10
■C-182
■COMP ACFT
Total In IMC
C-182 184 39 4
COMP ACFT 543 139 11
Rate
1.7 2.2
0.2 0.2
IFR in IMC
4
2
The newer Cessna 182s contain some major mechanical changes.
The new Skylane model C-182S, manufactured beginning in 1997, is
powered by a fuel-injected, 230 hp Textron-Lycoming IO-540 engine,
instead of the 230 hp Continental O-470s used in the past. The new
engines are therefore not susceptible to carburetor ice. Induction
icing is a possibility, but rare.
Another large change with the new aircraft is the number of fuel
drains. There are now five under each wing, and two in the belly,
whereas the older models had one sump under each wing and a fuel
strainer drain under the belly.
There are several modifications available for the Skylane, which
currently has 577 STCs in the FAA registry. Possible modifications
include increased gross weights for earlier models (pre-1972), speed
mods, increased horsepower, replacement of flush-type fuel caps,
installing solid fuel tanks to replace the bladder-type (pre-1979), and
adding a backup vacuum system. More information can be found
online at www.aopa.org/pilot/features/skylane0012.html.
Takeoff
Most takeoff accidents were due to improper takeoff procedures,
such as failure to establish a positive climb rate, failure to attain take-
off/liftoff speed, improper trim setting, failure to maintain directional
control, and premature rotation/liftoff. (See Figure 8). This includes
6.7 percent of the pilot-related Cessna 182 accidents and 9.7 percent
of those for the comparison aircraft group. Other factors included
inadequate runway, wind, gusts, high elevation, overweight, VFR in
IMC, and fuel problems such as contaminated fuel, wrong fuel tank
selected, and fuel exhaustion.
Factors affecting the safety of takeoff must be checked as part of
your preflight procedure; for example, runway lengths, wind direction
and speed, local weather, obstacles at each end of the runway(s), and
condition of aircraft and pilot.
ASF recommends adding 50 percent to POH numbers, as a safety
margin. For example, at 3,100 lb, sea level, and 20 degrees C, the dis-
tance to clear a 50-foot obstacle is 1,570 feet. With the safety margin
included, that increases to 2,355 feet. Wind affects the takeoff dis-
tance by 10 percent for each nine knots of headwind and 10 percent
for each two knots of tailwind. Use half the predicted headwind and
double the predicted tailwind.
Abort the takeoff if an abnormal situation exists. It’s always better
to resolve problems on the ground rather than complicate a situation
by becoming airborne.
The private pilot was on takeoff roll when he observed
the aircraft would not rotate. The takeoff was aborted, but
the aircraft overran the runway and nosed over. The pilot had
not removed the control wheel lock prior to takeoff.
Wind
The private pilot flew a normal approach in the Cessna
182, 70 mph with full flaps. The airplane crossed the runway
threshold at 60 mph. The winds, according to the pilot, were
gusty at touchdown. According to the airport manager, the
winds were 90 degrees to the landing runway with a speed of
approximately 45 mph. On touchdown the airplane lifted off
the 1,735-foot runway. The second touchdown occurred with
100 to 150 feet of the runway remaining. The pilot was not
able to stop the airplane before traveling off the departure
end of the runway where the airplane nosed over. The
demonstrated crosswind component of this aircraft was 12
mph with no flaps and 11 mph with full flaps.
The maximum demonstrated crosswind component for most Cessna
182 aircraft is 15 knots. Aerodynamically, the aircraft may be able to
handle greater winds but most pilots should consider that as limiting
- 8 -
Figure 7. System Involvement
C-182
20
10
0
30
40
■C-182
■COMP ACFT
Powerplant/
Propeller Fuel
System Oil
System Controls/
Airframe
Electrical/
Ignition
Vacuum Sys
Instrument
s
Lndg Gear/
Brakes
C-182 67 21 21 9 8 5 3
COMP ACFT 165 52 26 29 27 4 5
50
60
Pct. of Mech./Maint. Accidents
50.053.6
15.7 16.9 15.7
8.4 6.7 9.4 6.0 3.7 1.3 2.2 1.6
8.8
Figure 8. Critical Phase of Flight–Takeoff
C-182
4
2
0
6
8
■C-182
■COMP ACFT
Improper
Procedure Fuel
Problem Inadeq.
Runway OtherWinds/
Gusts VFR in
IMC
High Elev/
Over Wt
C-182 70 24 18 10 3 1 11
COMP ACFT 236 53 48 48 48 7 24
10
Percent of Pilot Accidents
6.7
9.7
2.3 2.2 2.0 1.0 2.0
0.3
2.0
0.1 0.3 1.0 1.0
1.7
- 9 -
until they are highly proficient in crosswinds and have had the oppor-
tunity to explore the aircraft’s behavior on a long wide runway.
Section 4 of the POH suggests procedures for taking off and landing
in crosswinds. Both should be performed with the minimum flap set-
ting necessary for the field length.
Approach
Almost 10 percent of pilot-related Skylane accidents occurred dur-
ing approach, compared to approximately eight percent for the com-
parison group. (See Figure 9). Most of them occurred in VFR condi-
tions, when most of the flying in these types of aircraft occurs.
Transitioning pilots have to get used to thinking further ahead of the
airplane when flying the Skylane. That may be the reason for it hav-
ing more accidents during approach, a high workload phase of flight,
than the comparison group. High performance aircraft like the 182
take a while to slow down, so pilots should reduce speed before enter-
ing the pattern.
Below are some things to consider before beginning
an approach:
■Obstructions in the area
■Runway lengths
■Wind direction and speed
■Radio frequencies
■Sectional, approach charts, taxi diagrams
■Instrument pilots must additionally be aware of landing mini-
mums and missed approach procedures.
Scan constantly for other traffic and monitor the CTAF. Be situa-
tionally aware. With the mix of VFR and IFR traffic at most airports,
be prepared for nonstandard patterns.
Understand IFR terminology, to help in your situational awareness.
VFR pilots should review this with an instructor. Understanding what is
being communicated over the radio drastically minimizes confusion.
For more information about terminology, communication, and flying at
nontowered airports, view ASF’s Safety Advisor, Operations at
Nontowered Airports, online at www.aopa.org/asf/publications/sa08.pdf.
Landing
Landing is the most accident-prone phase of flight for Cessna 182s
and comparison aircraft, with 39 percent and 29 percent, respectively.
For the 182, landing hard was the leading transgression. The Skylane
had considerably more accidents landing hard than did the comparison
group (12.7 percent of pilot-related C-182 accidents, compared to 5.7
percent). (See Figure 10). This may be due to the heavy feel of the ele-
vator control, especially for pilots transitioning to the Skylane from
lighter airplanes. Substantial trim is required during landing, but don’t
trim so much that you will not be able to handle a go-around.
Trimming for 75 knots will require you to hold back pressure during
landing, but won’t require so much forward pressure on the controls
during a go-around.
Note: Improper speed control and a forward CG (full fuel and two
occupants) results in bent firewalls being very common during 182
landings, especially for pilots transitioning from lighter airplanes.
Hard landing forces are transmitted through the gear and engine sup-
port structure to the firewall. ASF recommends a full load checkout
as part of your Skylane familiarization. Pre-purchase inspections
should include a close look at the firewall.
Remember to compensate for winds during landing. A tailwind of
only four knots will increase landing distance by 20 percent. Include
landing distance calculations as part of your preflight and add 50 per-
cent to the book numbers.
7.6
Figure 10. Critical Phase of Flight–Landing
C-182
0
6
9
12 ■C-182
■COMP ACFT
Landed Long Landed Hard
C-182 80 134 24
COMP ACFT 130 138 61
Percent of Pilot Accidents
12.7
Landed Short
3
7.2
6.0
2.2
Figure 9. Critical Phase of Flight–Approach
C-182
2
0
4
6
8
■C-182
■COMP ACFT
VFR IFR
C-182 76 23
COMP ACFT 146 44
Percent of Pilot Accidents
1.8
15
5.3 5.7
2.3 2.5
Cessna 182 Skylane Test Questions
The purpose of this open-book test is to familiarize the pilot with the Cessna 182 Skylane and its corresponding POH. The 1985 Cessna Model
182R Skylane was chosen as the test airplane; answers given pertain to that aircraft. Refer to the POH for your aircraft as you complete
the test.
1. Total fuel capacity is __________ gallons. Total usable fuel is __________ gallons.
2. What is the recommended fuel grade?
3. How should the fuel selector be positioned to ensure the maximum fuel load?
4. What is the endurance with a 45-minute reserve at a cruise altitude of 10,000 feet at standard temperature? Include start-up, taxi, takeoff, and
climb fuel.
With full tanks at 65% power: __________
With 65 gallons at 65% power: __________
5. Do not operate on less than __________ quarts of oil. Fill to __________ quarts for normal flights of less than 3 hours, and __________
quarts for extended flights.
6. What is the recommended oil type and viscosity?
7. What is the maximum takeoff weight? __________
What is the maximum landing weight? __________
8. How much payload will your airplane carry with maximum fuel? __________ lb
9. How much fuel can you carry with the following payload? __________
Front seats: 400 lb
Rear seats: 200 lb
Baggage: 150 lb
10. What is the CG range? __________
11. What is the distance required to clear a 50-foot obstacle during takeoff under the following conditions:
3,100 lb, sea level, 85 degrees F ___________________
3,100 lb, 7,000 feet, 80 degrees F ___________________
12. What are the rate of climb and airspeed at 3,100 lb, 8,000 feet, OAT 20 degrees C? __________
13. What are the fuel consumption and TAS at standard temperature for
2300 rpm, 65% power, at 7000 feet?
Fuel consumption __________ TAS __________
14. What is the maximum demonstrated crosswind velocity? __________ knots
(This number is noted only in newer POHs. It is not considered limiting.)
15. What is the maneuvering speed (Va) at max gross weight? __________
16. What limitation applies to the fuel selector valve during takeoffs and landings? ________________________
- 10 -
17. What is the best glide speed at maximum gross weight? __________ KIAS
At 2,600 lb? __________ KIAS
18. What are the indications of a vacuum system failure?
19. Which instruments/systems would be affected by a complete vacuum failure?
20. List the number of fuel drains and locations.
21. How is carburetor ice detected?
22. What is the procedure to remove carb ice?
23. What are the indications that the alternator has failed?
How would you attempt to bring it back online?
What is the procedure if unable to restore the alternator?
24. Which instruments will be inoperative with a dead battery?
25. The speeds and flaps settings for takeoffs and landings are:
Normal takeoff __________ Flaps __________
Normal landing __________ Flaps __________
Short-field takeoff __________ Flaps __________
Short-field landing __________ Flaps __________
26. What is the emergency descent procedure?
27. List the following indicated airspeeds:
Rotation, Vr __________
Never exceed, Vne __________
Maximum flaps extended, Vfe __________
Stall, clean configuration, Vs __________
Stall, full flaps, Vso __________
Normal operating, Vno __________
Best angle of climb, Vx __________
Best rate of climb, Vy __________
28. What is the normal full flaps approach speed? __________
29. What is the procedure for a go-around?
30. What is the procedure following an inflight engine failure?
- 11 -
- 12 -
Answers to Cessna 182 Skylane Test Questions
1. Total fuel capacity is 92 gallons. Total usable fuel is 88 gallons.
Refer to POH, Section 1, General.
2. The recommended fuel grade is 100LL grade aviation fuel (blue) or 100 grade aviation fuel (green).
Refer to POH, Section 2, Limitations.
3. To ensure maximum fuel capacity when refueling and minimize cross-feeding when parked on a sloping surface, place the fuel selector valve in
either the LEFT or RIGHT position.
Refer to POH, Section 2, Limitations.
4. The endurance, including start-up, taxi, takeoff, and climb, with a 45-minute reserve at a cruise altitude of 10,000 feet at standard temperature is:
With full tanks at 65% power: 6.8 hours
With 65 gallons at 65% power: 4.7 hours
Refer to POH, Section 5, Performance.
5. The minimum oil capacity is nine quarts. Fill to 10 quarts for normal flights of less than three hours. For extended flight, fill to 12 quarts.
Refer to POH, Section 7, Airplane & Systems Descriptions or Section 8, Handling, Service, & Maintenance.
6. The recommended oil type and viscosity is MIL-L-6082 aviation grade straight mineral oil during the first 25 hours, and ashless dispersant oil
conforming to Continental Motors Specification MHS-24 and all revisions thereto after the first 25 hours.
Refer to POH, Section 1, General or Section 8, Handling, Service, & Maintenance.
7. The maximum takeoff weight is 3,100 lb. The maximum landing weight is 2,950 lb.
Refer to POH, Section 1, General.
8. The airplane will carry 772 lb payload with maximum fuel.
Refer to POH, Section 6, Weight & Balance/Equipment List.
9. You can carry full fuel (92 gallons) with the 750 pounds of payload.
Refer to POH, Section 6, Weight & Balance/Equipment List
10. The CG range is 33.0 inches–46.0 inches.
Refer to POH, Section 2, Limitations.
11. The distance required to clear a 50-foot obstacle during takeoff under the following conditions:
3,100 lb, sea level, 85 degrees F: 1,680 feet
3,100 lb, 7,000 feet, 80 degrees F: 3,498 feet
Refer to POH, Section 5, Performance.
12. The rate of climb and airspeed at 3,100 lb, 8,000 feet, OAT 20 degrees C is 380 fpm at 76 KIAS.
Refer to POH, Section 5, Performance.
13. The fuel consumption and TAS are 11.2 gph and 132 KTAS.
Refer to POH, Section 5, Performance.
14. The maximum demonstrated crosswind velocity is 15 knots.
Refer to POH, Section 4, Normal Procedures.
15. The maneuvering speed at max gross weight is 111 KIAS.
Refer to POH, Section 2, Limitations or Section 4, Normal Procedures.
16. During takeoffs and landings, the fuel selector valve handle must be in the BOTH position. (Operation on either left or right tank is limited to
level flight only.)
Refer to POH, Section 2, Limitations.
17. The best glide speed at maximum gross weight is 76 KIAS. The best glide speed at 2,600 lb is 70 KIAS.
Refer to POH, Section 3, Emergency Procedures.
18. A vacuum system failure will be indicated by a low vacuum warning light on the annunciator panel. The DG and attitude indicator will be inoper-
ative, and the suction gauge will be indicating out of normal operating range (4.5” – 5.4”).
Refer to POH, Section 3, Emergency Procedures and Section 7, Airplane & Systems Descriptions.
- 13 -
19. A complete vacuum failure would affect the DG and attitude indicator.
Refer to POH, Section 3, Emergency Procedures.
20. There are 3 fuel drains: one under the right wing, one under the left wing, and one under the nose.
Refer to POH, Section 4, Normal Procedures.
21. Carb ice is detected by an unexplained drop in MP, and eventual engine roughness may result.
Refer to POH, Section 3, Emergency Procedures.
22. Remove carb ice by applying full throttle and pulling the carb heat knob out until the engine runs smoothly. Then remove carb heat and adjust
the throttle. (Note: It is normal for the engine to run rough as the carb heat begins working–the engine will smooth out again once the carb ice
has been removed.)
Refer to POH, Section 3, Emergency Procedures.
23. An alternator failure is indicated by a low voltage warning light, and a discharge rate on the ammeter.
To bring the alternator back online, turn the avionics switch OFF, check that the ALT circuit breaker is in, turn the master switch OFF, then turn
the master switch ON.
If unable to restore the alternator, minimize the drain on the battery and land as soon as possible.
Refer to POH, Section 3, Emergency Procedures.
24. The turn coordinator will be inoperative if the aircraft has a dead battery.
Refer to POH, Section 7, Airplane and Systems Descriptions.
25. The speeds and flap settings for takeoffs and landings are:
Normal takeoff – rotate 50 KIAS, climb 80 KIAS – Flaps up
Normal landing – 60-70 KIAS – Flaps down
Short-field takeoff – rotate 50 KIAS, climb 59 KIAS – Flaps 20º
Short-field landing – 61 KIAS – Flaps down
Refer to POH, Section 4, Normal Procedures.
26. The emergency descent procedure is to put the mixture full rich, carb heat on, and reduce power for a 500-800 fpm descent. Adjust the trim for
an 80 KIAS descent and keep hands off the control wheel. Monitor the turn coordinator and make corrections with the rudder. Adjust rudder
trim if needed. Resume normal cruising flight at the completion of the descent.
Refer to POH, Section 3, Emergency Procedures.
27. List the following indicated airspeeds:
Rotation, Vr 50 KIAS
Never exceed, Vne 179 KIAS
Maximum flaps extended, Vfe 95 KIAS (full flaps)
Stall, clean configuration, Vs 50 KIAS
Stall, full flaps, Vso 40 KIAS
Normal operating, Vno 143 KIAS
Best angle of climb, Vx 59 KIAS
Best rate of climb, Vy 81 KIAS
Refer to POH, Section 2, Limitations and Section 4, Normal Procedures.
28. The normal full flaps approach speed is 60-70 KIAS.
Refer to POH, Section 4, Normal Procedures.
29. The procedure for a go-around is: power 2,400 rpm, carburetor heat cold, retract the flaps to 20 degrees and climb at 55 KIAS, retract the flaps to
full up after reaching 70 KIAS, open cowl flaps.
Refer to POH, Section 4, Normal Procedures.
30. Following an engine failure in flight, attempt to restart using the following procedures: maintain 75 KIAS, carburetor heat - ON, fuel selector valve
- BOTH, mixture - RICH, ignition switch - BOTH (or START), primer - IN and LOCKED.
If that is unsuccessful, prepare for an emergency landing. Maintain 75 KIAS, secure seat belts/shoulder harnesses, mixture - IDLECUT-OFF, fuel
selector - OFF, ignition switch - OFF, flaps as required, master switch - OFF, doors unlatch prior to touchdown, apply brakes heavily.
Refer to POH, Section 3, Emergency Procedures.
- 14 -
Cessna Skylane Training Course Outline
INTRODUCTION
This outline is a training guide for pilots and flight instructors. Because of variables involving pilot experience and proficiency, the training should
be flexible. For example, a thorough discussion of IFR procedures and regulations is recommended for pilots who are not current. For more profi-
cient pilots this much instruction may not be necessary and training should be adjusted accordingly.
Pilots should perform all tasks to practical test standards (PTS) and receive, at the satisfactory conclusion of training, a flight review endorsement
and, if instrument-rated, an instrument proficiency check.
This training course outline is divided into four blocks of instruction. The first block, consisting of two hours ground orientation, concentrates on
the C-182, its systems, and pilot procedures. The second block reviews normal and emergency VFR procedures and elementary IFR procedures. The
third block reviews instrument flight operations, and the fourth block concentrates on cross-country flight. The time required to complete this train-
ing will vary with pilot proficiency and experience. Average time to complete each block is indicated below.
Block 1: Ground Orientation
The pilot will thoroughly review the Pilot’s Operating Handbook
and all documents covering modifications to the aircraft and electron-
ic equipment installed. In-cockpit familiarization will be accom-
plished and C-182 accident history will be discussed. The pilot will
review normal and emergency operations, calculate weight and bal-
ance, and calculate takeoff and landing performance data.
Ground: 2.0 hours
Pilot
■Certificates, ratings, and currency
■High performance endorsement, if needed
Airplane and Systems
■Flight controls
■Installed instruments, avionics, and autopilot
■Landing gear and hydraulic system
■Brakes
■Seats, seat belts, and doors
■Engine and engine instruments
■Propeller
■Fuel system
■Electrical system, ground service plug
■Lighting systems
■Environmental control system
■Pitot-static system and instruments
■Vacuum system and instruments
■Supplemental oxygen system, if installed
Aircraft Inspections and Handling
■Required inspections
■Ground handling
■Fueling
■Oil, hydraulic, oxygen replenishment
Performance
■Use of performance charts
■Takeoff distance, time, fuel, and distance to climb charts
■Cruise performance charts
■Range and endurance charts
■Landing distance charts
Weight and Balance
■Review of aircraft equipment list
■Determination of weight and balance from sample loading situations
Limitations
■Airspeeds
■Powerplant
■Fuel system
■Operating instrument indications
Normal Procedures
■Speeds for normal operation
■Preflight inspection
■Engine start and runup
■Taxiing
■Normal, short-field, soft-field, and crosswind takeoffs
■Normal and maximum performance climbs
■Cruising flight
■Descents
■Normal, short-field, soft-field, and crosswind landings
■Balked landings and go-arounds
■Flap retraction procedures
■After landing, securing the aircraft
Emergency Procedures
■Airspeeds for emergency operations
■Engine failure procedures
■Emergency and precautionary landings
■Fires
■Icing
■Vacuum, pitot, and static system failures
■Electrical system malfunctions
■Emergency descents
■Inadvertent door opening in flight
Troubleshooting
■Autopilot and electric trim malfunctions
■Relationship of vacuum failures to autopilot operation
■Electrical system and what to do if charging system fails
■Load shedding and estimated time of usable battery life
■Hung starter indications and remedies
■Emergency checklists
■Relationship between EGT, if so equipped, and fuel flow on climb
and cruise
- 15 -
Block 2: General Flight
Operations
The pilot will become acquainted with the Cessna 182 aircraft.
Preflight, in-flight, and postflight operations will be discussed and
practiced.
Ground: 1.0 hour
Weight and Balance Calculation
Review of Normal and Emergency Procedures
Determination of PIC and Transfer of Control
Flight: 2.5 hours
Preflight Operations
■Takeoff, climb, and landing performance calculations
■Preflight line check
■Starting:
Normal
Hot
External power
■Pretakeoff runup and checks
Takeoff Operations
■Normal
■Rejected
■Crosswind
■Instrument
■Short-field
■Soft-field
Airwork
■Climbs
■Turns
■Slow flight
■Approaches to stalls/full stalls
■Steep turns
■Cruise configuration
■Approach/landing configuration
Instrument
■Turns, climbs, descents
■Slow flight
■Unusual attitude recovery
■Recovery from approaches to stalls
Emergency Procedures
■Engine failure
■Fire in flight
■Induction ice
■Alternator failure
■Vacuum pump failure
Landings
■Normal
■Crosswind
■No flap
■Short-field
■Soft-field
■Balked (go-around)
■Failed engine
Block 3: IFR Operations
The pilot will review the requirements, regulations, and procedures
for IFR flight operations.
Ground: 1.5 hours
Requirements for Instrument Flight
■Pilot
- Certificates, ratings, and currency
- High performance endorsement, if needed
- Six-month currency
- 90-day currency
■Aircraft
- Required equipment
- Equipment certification
- RNAV/Loran/GPS
- Autopilot/Flight Director
- Other
■Periodic Inspections
- Transponder
- Pilot-static system
- ELT
- Annual/100 Hour
- ADs/Service Bulletins
- Recommended service intervals
- Preflight line inspection
FARs for Instrument Flight
■Flight plan/clearance required
■Compliance with ATC instructions
■Alternate criteria
■Lost communication procedures
■Required reporting points
■PIC authority and responsibility
Charts
■SIDs / STARs
■Low altitude en route
■Instrument approach procedures
Preflight Briefing
■Lesson content
■Instructor/pilot roles and responsibilities
■Transfer of control
■Collision avoidance procedures
Flight: 1.5 hours
Clearance Copy, Accurate Readback
■Accurate copy and readback
■Proper nav and com radio configuration
■SID, if appropriate
Note: If ATC clearance is not available, instructor will issue clearance
containing all elements of a standard departure clearance.
Pretakeoff
■Checklist use
■Instruments
■Avionics
■Charts
■Departure procedure review
Departure
■Heading and altitude
■Route interception
■Amended clearance
■Climb and cruise checklists
Holding
■Holding clearance copy and readback
■Aircraft configuration prior to holding fix
■Entry procedure
■ATC reporting
NDB Approach
■Approach clearance
■Checklist, aircraft configuration
■Tracking, orientation, altitude, MDA
■Interception of bearings
■Timing, MAP
■ATC coordination
Missed Approach
■Climb, heading, altitude
■Course interception
■Climb checklist
■ATC and CTAF
DME Arc Approach, if available
■Arc interception
■Orientation
■Radial identification
■ATC and CTAF
VOR Approach
■Approach clearance
■Checklist, aircraft configuration
■Tracking, orientation, altitude, MDA
■Timing, MAP identification
■ATC and CTAF
GPS Approach
■Approach clearance
■Approach programming
■Approach arm
■Missed approach
■ATC and CTAF
Circling Approach
■Altitude
■Distance from airport
■Traffic avoidance
■Missed approach procedure
■ATC and CTAF
ILS Approach
■Approach clearance
■Aircraft configuration
■Tracking, orientation
■Altitudes, DH
■MAP procedure
■ATC and CTAF
Partial-Panel Approach
■Approach clearance
■Checklist, aircraft configuration
■Orientation
■Altitudes, MDA
■ATC and CTAF
Inoperative Equipment
■Lost communication
- Route and altitude
- Position reporting
■Lost Navigation Equipment
- Revised minimums
- ATC report
■Alternator Failure
- Load shedding
- Flight plan revision
- ATC notification and coordination
Emergency Procedures
■Engine failure
■Airframe ice
■Vacuum pump/gyro failure
■Fire
■ATC notification and coordination
Block 4: Cross-Country IFR/VFR
Operations
The pilot will gain understanding of the elements of cross-country
flight and demonstrate proficiency in IFR and/or VFR cross-country
operations.
Ground: 1.0 hours
The Flight Environment
■Airspace
■FAR Part 91
Weather
■The atmosphere
■Winds and clear air turbulence
■Clouds and thunderstorms
■Icing
■Weather products and services available for pilot use
Flight Planning and Navigation
■Fuel: wind and ATC routings
■Navigation
■Charts
■Navaids
■Planned descents
Physiological Training
■Respiration
■Hypoxia
■Vision
Emergency Operations
■In-flight fire
■Turbulence
■Thunderstorms
■Ice
■Use of autopilot to assist in some emergency situations
- 16 -
© Copyright 2001, AOPA Air Safety Foundation
421 Aviation Way •Frederick, Maryland 21701
Phone: (800) 638-3101 •Internet: www.aopa.org/asf •Email: asf@aopa.org
Publisher: Bruce Landsberg •Editors: John Steuernagle, Kathleen Roy, Steve Ells
Statistician: John Carson •Data Analyst: Dorsey Shipley
Flight: 1.5 hours
Preflight Briefing
■Line check
■Charts, documents
■Checklist use
■Clearance copy and readback
Departure
■Checklist
■SID, if appropriate
Climb
■Checklist
Cruise
■Checklist
■Power setting
■Mixture setting
Emergencies
■Emergency descent (discussion only)
■Alternator failure
■Load shedding
■Flight plan change
■ATC coordination
■In-flight fire
■Checklist use
Descent
■Planning
■Engine temperature monitoring
■Airspeed
■STAR, if appropriate
Approach and Landing
■Checklist use
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Each Seminar-In-A-Box®kit includes:
• Slides and/or videos
• Presenter’s guide
• Safety pamphlets
• Door prizes and evaluation forms
Individual kits are free. However, there is a
shipping & handling cost of $24.95. To order a
Seminar-In-A-Box®, call 1-800-638-3101 or
order online at www.aopa.org/asf.
Pinch Hitter®Ground School
This course is designed to train non-pilots who
frequently fly with friends and family to function
effectively as cockpit crew members. The popular
Pinch Hitter®Ground School course is $99 and
not only enhances air safety, but also enables the
non-pilot to experience greater enjoyment while
flying as a passenger.
The Pinch Hitter®Ground School course will
help you:
• Develop basic navigation skills
• Learn how to tune and talk on the radio
• Understand the instruments in the cockpit
• Learn to safely land the airplane
• Appreciate the thrill of flight!
CALL 1-800-638-3101, or visit our Web site at
www.aopa.org/asf for Pinch Hitter®schedules
and online registration.
Renew Your CFI Certificate
The Air Safety Foundation is the only non-profit
organization offering Flight Instructor Refresher
Clinics (FIRCs). Take the easy approach to
renewal with a convenient, interactive, 2-day
weekend course. You’ll talk with fellow CFIs and
learn new things from top aviation professionals.
You'll get a complete FIRC course kit filled with
valuable information and tools you need to
improve your flight instruction skills.
• Renew up to 3 months in advance
• We will process your paperwork with the
FAA at no additional cost
• Learn from the top-flight instructors
• Receive the best course kit in the industry
CALL 1-800-638-3101, or visit www.aopa.org/asf
for FIRC schedules and online registration.
Air Safety Foundation
at-a-glance
For more information about the Air Safety Foundation,
visit us on the Web at www.aopa.org/asf.
This Safety Project
is Sponsored by
199 Water Street, New York, NY 10038 • Tel. 212-952-0100 • Fax 212-349-8226
To learn more about us, click on “What’s New” at www.usaig.com
America’s first name in aviation insurance.
Since 1928.
Take A Look At
All The ASF Has
To Offer!
FREE Safety Advisors
Cover a variety of safety topics and issues for pilots.
FREE Aviation Seminars
Over 200 seminars each year for more than 35,000
pilots.
Flight Instructor Refresher Clinics (FIRCs)
Renewing over 7,000 CFI’s per year.
Pinch Hitter®Course
Ground school for non-pilots.
FREE Safety Highlights
Type-specific safety reviews on various aircraft.
Seminar-in-a-Box®
The “all-in-one” kit for pilots and safety
counselors to conduct their own seminars.
Human Factors Research
Seeking to understand how pilots relate to their flight
environment.
Project V
Safety training videos.
Nall Report
Examines and categorizes GA accidents from
the previous year.
Take A Look At
All The ASF Has
To Offer!

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