Cessna 172 Training Supplement - Vocabulary Flashcards

Vocabulary definitions derived from the Cessna 172 Training Supplement, detailing aircraft systems, operating speeds, performance rules, avionics features, and flight maneuvers.

Lycoming IO-360-L2A

A 4-cylinder, fuel-injected, horizontally opposed, air-cooled, normally aspirated, direct-drive engine rated at $180\,HP$ at $2700\text{ RPM}$ installed on late-model Cessna 172 R and S aircraft.

Direct Drive

An engine configuration in which the crankshaft is connected directly to the propeller without reduction gears.

Horizontally Opposed Engine

An engine design featuring cylinders arranged opposite each other in two horizontal banks.

Normally Aspirated Engine

An internal combustion engine that relies on atmospheric pressure for air intake, rather than forced induction via turbocharging or supercharging.

Electronic Ignition System (EIS)

A solid-state ignition unit powered by the main battery that replaces a conventional magneto to improve reliability while maintaining system redundancy.

Dual EIS Aircraft

Cessna 172 aircraft delivered from June 2025 onwards that feature two Electronic Ignition Systems powered by the alternator and wired directly to both main and standby batteries, with no conventional magnetos installed.

Cessna 172 Oil Sump Capacity

The engine oil reservoir with a maximum capacity of 8 quarts, requiring a minimum of 6.5 quarts for departure under ATP policy.

McCauley Propeller

A 76-inch, two-blade, all-metal, fixed-pitch propeller installed on late-model Cessna 172s with a redline limit of $2700\text{ RPM}$.

Shimmy Damper

A hydraulic device on the nose landing gear designed to damp nose wheel vibrations during high-speed ground operations.

Spring-Loaded Steering Bungee

A mechanical linkage connecting the rudder pedals to the nose gear, enabling nose wheel steering up to $10^\text{o}$ on either side of center ($30^\text{o}$ with differential braking).

Alternate Static Source

A secondary static pressure valve located under the instrument panel used if static ports become blocked; requires closing cabin vents and turning on cabin heat and air to reduce pressure differential errors.

Fuel System Capacity (Late Model 172)

A total fuel capacity of 56 gallons across two wing tanks, of which 53 gallons are usable and 3 gallons are unusable to prevent drawing contaminants.

Auxiliary Fuel Pump

An electric fuel pump used for priming fuel-injected engines during cold starts, which remains OFF during normal takeoff and landing operations.

Alternate Air Door

A spring-loaded door inside the air box that opens automatically under engine suction if the induction filter becomes blocked, supplying unfiltered lower cowl air with an approximate 10% loss of power at full throttle.

Electrical System (Late Model 172)

A 28-volt DC electrical system powered by a 60-amp alternator, a 24-volt lead-acid main battery, and an isolated 24-volt standby battery in G1000 models.

Pneumatic Stall Warning System

A warning system consisting of an inlet on the left wing leading edge ducted to an acoustic horn that produces an audible warning 5 to 10 knots above stall speed.

Carburetor Heat

A system on early-model carbureted Cessnas that directs heated air into the intake to melt or prevent internal ice accumulation and serve as an alternate induction air source.

Primary Flight Display (PFD)

The left screen of the Garmin G1000 glass cockpit that displays flight instruments, airspeed and altitude moving tapes, attitude indicator, and horizontal situation indicator (HSI).

Multi Function Display (MFD)

The right screen of the Garmin G1000 system displaying moving maps, engine indication parameters, traffic, weather, flight plans, and system setup information.

Integrated Avionics Unit (IAU)

A G1000 Line Replaceable Unit (LRU) containing a GPS receiver, VHF nav/comm radio, and flight director that relays data between displays and system components.

Attitude and Heading Reference System (AHRS)

A G1000 avionics module utilizing internal rate sensors, accelerometers, magnetometer inputs, and GPS data to calculate aircraft flight attitude and heading.

Air Data Computer (ADC)

A unit that receives pitot-static pressure and outside air temperature inputs to compute pressure altitude, airspeed, vertical speed, and air temperature.

ADAHRS

A single Line Replaceable Unit in Garmin G1000 NXi systems that integrates the functions of both the AHRS and the Air Data Computer.

Garmin GI 275

An electronic standby instrument installed in 2022+ G1000 Cessna 172s that provides attitude, airspeed, altitude, vertical speed, and slip/skid data with a 60-minute internal battery.

G1000 Reversionary Mode

A backup display configuration that condenses primary flight and engine parameters onto a single display screen, activated automatically or manually via the red DISPLAY BACKUP button.

Garmin G5

An electronic flight display installed in place of vacuum gyros that can function as a PFD or HSI and features an internal backup battery lasting up to 4 hours.

$$V_{SO}$$

Stall speed in landing configuration; $40\,KIAS$ (bottom of the white arc).

$$V_S$$

Stall speed in clean configuration; $48\,KIAS$ (bottom of the green arc).

$$V_X$$

Best angle of climb speed; $62\,KIAS$.

$$V_Y$$

Best rate of climb speed; $74\,KIAS$.

$$V_A$$

Maneuvering speed; ranges from $90\,KIAS$ at $1,900\text{ lbs}$ to $105\,KIAS$ at $2,550\text{ lbs}$.

$$V_R$$

Rotation speed; $55\,KIAS$.

$$V_{FE}\,10^\circ$$

Maximum flap extension speed with $10^\circ$ of flaps; $110\,KIAS$.

$$V_{FE}\,20\text{-}30^\circ$$

Maximum flap extension speed with $20^\circ\text{ to }30^\circ$ of flaps; $85\,KIAS$ (top of the white arc).

$$V_{NO}$$

Maximum structural cruising speed; $129\,KIAS$ (top of the green arc).

$$V_{NE}$$

Never exceed speed; $163\,KIAS$ (red line).

$$V_G$$

Best glide speed; $68\,KIAS$.

A, B, C, D, E Emergency Mnemonic

A memory aid for engine failure procedures: Airspeed (pitch/trim for best glide), Best Place to Land, Checklist memory items, Declare emergency (Squawk 7700), and ELT/Emergency Landing preparation.

Stabilized Approach

An approach in which the pilot establishes and maintains a constant-angle glidepath, constant approach airspeed (within $\pm 5\text{ knots}$), and landing configuration no lower than 200 feet AGL.

Aiming Point

The fixed point on the runway surface intersected by the constant-angle glidepath prior to flare.

Touchdown Point

The location where the main landing gear contacts the runway surface, which should occur within the first third of the runway.

G-CASH

A final approach check acronym performed at 300 feet AGL standing for Glidepath, Configuration, Airspeed, Stabilized decision callout, and Heels on floor.

Landing Assured

The condition during an approach when the aircraft is lined up and will reach the paved runway surface in its current configuration without using engine power.

ABCs of Braking

The rule stating wheel brakes should not be applied after landing until Aerodynamic Braking is exhausted, control yoke is neutralized, and the aircraft is on Runway Centerline.

Chandelle

A maximum performance $180^\circ$ climbing turn that gains maximum altitude while reversing course, finishing at minimum controllable airspeed just above stall speed.

Lazy Eights

A training maneuver consisting of two symmetric $180^\circ$ turns combining climbs and descents while constantly varying pitch, bank, and airspeed.

Eights on Pylons

A maneuver flown in a figure-eight pattern around two ground references where the pilot varies altitude to hold a lateral visual line of sight fixed on the pylon.

Pivotal Altitude

The specific altitude at which the visual reference line extending along the wing axis remains stationary on a ground pylon; calculated as groundspeed squared divided by 11.3 ($\text{Pivotal Altitude} = \frac{\text{GS}^2}{11.3}$).

Steep Spiral

A high-bank, constant-radius gliding maneuver consisting of three $360^\circ$ turns around a point to rapidly lose altitude while remaining over a specific spot.

Accelerated Stall

A stall induced from a steep coordinated turn ($45^\circ$ bank) at an airspeed higher than the normal $+1\text{G}$ stall speed due to increased load factor.

Elevator Trim Stall

A stall occurring when full power is rapidly applied during a go-around while trimmed nose-down for a low-speed descent without applying nose-down elevator pressure or retrimming.

Cross-Control Stall

A stall occurring in an uncoordinated skidding turn when excessive rudder pressure is applied in the direction of turn with opposite aileron, commonly encountered during poorly flown base-to-final turns.