DIEGOALFON@AOL.CODIEGOALFON@AOL.COMM

RE: Safety SeminarsRE: Safety SeminarsConstructive Constructive Criticism.Criticism.

SHOW ME A PILOTSHOW ME A PILOTTHAT CAN’T PERFORMTHAT CAN’T PERFORMA GIVEN TASK, & I’LLA GIVEN TASK, & I’LLSHOW YOU A PILOT SHOW YOU A PILOT

THAT DOESN’T THAT DOESN’T ““UNDERSTAND”UNDERSTAND” WHAT WHAT

HE/SHE IS HE/SHE IS TRYING TO DO.TRYING TO DO.

AVOIDING THE SOLO ACCIDENTS.

PRVENTION THROUGH UNDERSTANDING

By DIEGO M. ALFONSO SR.

How long before I can solo?

Max Immelman.

Why is that question always asked?

Pilots are different people?

What is the main reason to solo a student?

To convince them that they to can fly.

Confidence buildingSoloing, is 90% psychological.

Areas required to inspire confidence?

PIC responsibilities.Proficiency.Psychological.Abnormal situations.

BEFORE THE FIRST SOLO.

THE PROBLEM AREAS.

THE FIRST SOLO.AFTER THE FIRST SOLO.

BEFORETHE

FIRST SOLO.

When should instructors begin teaching about PIC responsibilities?

After the second flight.The veto power.

PROCEDURES AND MANEUVERS.

SLOW FLIGHT.GROUND REF. MANEUVERS.TAKEOFFS.LANDINGS.

THINGS THAT MAY HAPPENAT ANY AIRPORT THAT MAY CONTRIBUTE TO A SOLOLANDING ACCIDENT.

Electrical failure.Engine failure.Door opening.Two way radio failure.

EMERGENCIES TO CONSIDER.

Runway change.Wind change.Emergency in progress.Airport closure.Does the pilot knowswhere to go?

THINGS THAT MAY HAPPENAT A TOWERED AIRPORTTHAT MAY CONTRIBUTE TOA SOLO LANDING ACCIDENT.

Two way radio, failure.The controller may not answer.360° turn for separation.270° back to final.Extend downwind.Extend upwind.

HOW DOES THE INSTRUCTOR KNOWS IF THE STUDENT IS READY TO SOLO, PROFICIENCY

WISE?

Performing 3 takeoffs and landings within PTS standards.The first one may be luck.The second one may be coincidence.The third one should be the product of knowledge and proficiency.

HOW DOES THE INSTRUCTOR

DETERMINES THAT THE STUDENT IS READY TO

SOLO PSYCHOLOGICALLY?

If the instructor asks the applicant for instance, You think you can do a couple takeoffs and landings while I watch from the ground? Or something to that effect. If the student’s response is kind of weak, most likely the student is not ready to solo psychologically. (I try not to use the word solo) STRESS, STRONGER,STARING

THE IMPORTANT THING HERE IS WHAT THE STUDENT THINKS.

NOT NECESSARILY WHAT THE INSTRUCTOR THINKS.

FIRST SOLO PHASE CHECK

The second opinion. It should be standard.In similar conditions to prior experience. Only to verify normal and light crosswind takeoffs and landings. Unless something comes up.

Freelance flight instructor.

Most large schools do this.

The PTS standards should apply.

Instructing in a small schoolbring this to their attention.

THE DAY OF THE FIRST SOLO

WHAT IS A SUPERVISED

SOLO?

The instructor must be observing from the ground or from the tower.Full stop landings, taxi back.The instructor may stop after any landing.

The student may stop whenever they feel like it.Make sure the student understand the program in detail.

WHY SHOULD THE INSTRUCTOR FLY WITH THE STUDENT RIGHT BEFORE THE SUPERVISED SOLO?

Check the airplane mechanically.

Allows an accurate assessment of the students attitude towards the solo.

Strike while the iron is hot.

WHEN SHOULD THE INSTRUCTOR TELL THE STUDENT HE/SHE IS READY FOR SUPERVISED SOLO?

The same day, just moments before the first solo. Not the previous day.Endorsements, right after student agrees to solo.Take as little time as possible writing the endorsements

WHAT METEOROLOGICAL CONDITIONS MUST EXIST?

Preferably calm winds.Wind speed 5-8 knots.Cross wind 20-30 degrees.Visibility at least five miles.Ceilings at least 2,000 feet.

WHY?

AT WHICH AIRPORT SHOULD THE STUDENT BE SOLOED?Familiar airport. Very little traffic in the pattern.No distractions, such as sky diving, sail planes, hand gliders etc.

RunwayMultiple runways.No snow/ice/slush.No water puddles.Level runway

Grass surfaceExperience required.Recently cut grass.No water puddles.

AirplaneNo known problems.No intermitting

problems.Good radios.Extra mike or

headset.Handheld if possible.Plenty fuel.

CommunicationsAlways advise first

solo student.

AT WHAT TIME OF DAY SHOULD THE FIRST, SECOND AND THIRD SUPERVISED SOLO TAKE PLACE?Anytime as long as conditions are right. Preferably in the morning.

Minimum of 3 supervised solos.

Warn about lighter airplane. Just like when ½ or ¾ fuel on board.It doesn’t have to be 3 takeoffs and landings.

AFTER THE THIRD

SUPERVISED SOLO

WHAT HAPPENS AFTER THE THIRD SUPERVISED SOLO?The student should not be allowed to solo without the instructors coaching before the next flight. This flight the student may start from the tie down.

What meteorological conditions must exist?

What should be the limitations imposed on a student to solo, after the third supervised solo?

THE PROBLEM

AREAS

SEATING ARRANGEMENTS.

THE GO-AROUND.

THE TOUCH AND GO.

WIND AWARENESS.APPROACH AND

LANDING ERRORS.

PROPER SEATING.

LINE OF SIGHT CONCEPT.

LINE OF SIGHT CONCEPT.

Sitting position.

27

SITTING POSITION.

27

The instructor’s picture is notThe instructor’s picture is notNesseceraly the student’s picture.Nesseceraly the student’s picture.

27

HOW MANY HOURS ON AVERAGE YOU THINK A STUDENT SPENDS ON

LANDINGS?

THETHETOUCHTOUCHAND AND GO.GO.

THETHEGO GO

AROUND.AROUND.

THE LANDING MIND SETTHE LANDING MIND SETVSVS

THE GO-AROUND MIND THE GO-AROUND MIND SET.SET.

AVERAGE GO-AROUND AT AVERAGE GO-AROUND AT ALL LEVELS.ALL LEVELS.

THETHEEFFECT EFFECT

OFOFWIND.WIND.

WHICH WAY WILL THE AIRPLANE

WEATHERVANE IN A RIGHT CROSSWIND?

THE AIRPLANE DOESN’T KNOW WHERE THE WIND

IS COMING FROM.

APPROACH AND

LANDING ERRORS

The following errors and the corrective

action required should be

demonstrated by the instructor before

solo.

Low Final ApproachHigh Final ApproachSlow Final ApproachFast Final ApproachHigh Roundout (Flare)Rapid Roundout (Flare)Ballooning During RoundoutFloating During Roundout

The following errors and the corrective action required should be EXPLAINED by the

instructor before solo.

Late Roundout (Flare)WheelbarrowingHard Landing Bouncing During TouchdownPorpoisingDrifting during Roundout. Touchdown while DriftingTouch down while CrabbingGround LoopWing Rising After Touchdown

THEEND.

The mechanics of a normal

landing.

THE 40 HOUR SYNDROME.

WE’VE BEEN CALLED STUDENTS FOR TO LONG.

FINAL FINAL APPROACHAPPROACH

GLIDE ATTITUDE.GLIDE ATTITUDE.POWER SETTING.POWER SETTING.

CONFIGURATION.CONFIGURATION.

CONSTANT AIRSPEED.CONSTANT AIRSPEED.

NO FLAPS LANDINGS?NO FLAPS LANDINGS?

FLIGHT PATH.FLIGHT PATH.WHERE SHOULD WE TEACH THESE?.WHERE SHOULD WE TEACH THESE?.

PITCH/POWER VS. ALTITUDE/AIRSPEED.PITCH/POWER VS. ALTITUDE/AIRSPEED.WHICH APPROACH AIRSPEED?.WHICH APPROACH AIRSPEED?.

How does the pilot know where to select the aim

point?

IMAGINARY SLIDE

NORMAL GLIDEPOWER OFF

STABILIZED APPROACH

TOUCH DOWN POINT1000’ MARKER

AIMING LINE

AIMING POINT

HOW DOES THE PILOT KNOWS WHEN THE SLIDE

HAS BEEN REACHED?

1 FINAL APPROACHSTRAIGHT AND LEVEL

TO LOWX

2

TO HIGH

X

3

ON THE SLIDE

X

4 INITIAL DESCENT

ON GLIDE SLOPE

XX

5

ON GLIDE SLOPE

X

6

ON GLIDE SLOPE

X

7

ON GLIDE SLOPE

X

8

ON GLIDE SLOPE

X

9

ON GLIDE SLOPE

X

TRANSITION POINT

NORMAL GLIDEPOWER OFF

STABILIZED APPROACH

TRANSITIONPOINT

TRANSITIONBREAKING THE GLIDE

STABILIZED LANDING

ELEMENTSDISREGARD THE AIM SPOTATTITUDEAPPROACH SPEED?DESCENT RATETRANSITION

POINT

10

ON GLIDE SLOPE

X

TRANSITION POINT

11 STRAIGHT AND LEVEL

12 LANDING ATTITUDENORMAL LANDING

Proper directional control while on final, transition and touchdown. POWER APPLICATIONPITCH CONTROLAILERON CONTROLRUDDER CONTROLProper positioning of the feet on the pedals.Proper approach attitude and airspeed. (light or heavy)

TOUCH DOWN/GROUND TOUCH DOWN/GROUND ROLLROLLImproper application of control inputs at

touch down and during the roll out.Diverting attention from control of the airplane on the roll out by attending other chores that should be address after exiting the runway.Maintain center line (white line) until picking up the yellow taxiway line.Slow down to taxi speed before turning onto a taxiway.Taxi across the hold line, as far up as you can.After landing checklist completed, before talking.

CROSSWINDCROSSWINDAPPROACH APPROACH

ANDANDLANDINGSLANDINGS

WHILE AIRBORNEWHILE AIRBORNETHE AIRPLANETHE AIRPLANE

DOESN’T KNOWDOESN’T KNOWWHERE THE WINDWHERE THE WINDIS COMING FROM.IS COMING FROM.

AIRPLANE ON FINAL, AIRPLANE ON FINAL, WITH A CROSSWIND FROMWITH A CROSSWIND FROM

THE RIGHT, WHICH WAYTHE RIGHT, WHICH WAYWILL IT WEATHERVANE.WILL IT WEATHERVANE.

THE CROSSWIND PATTERNTHE CROSSWIND PATTERN

HOW MUCH TO CRAB.HOW MUCH TO CRAB.DISTANCE FROM THE RUNWAY.DISTANCE FROM THE RUNWAY.AIRSPEED.AIRSPEED.

DOWNWIND LEG.DOWNWIND LEG.

WHEN TO TURN BASE?.WHEN TO TURN BASE?.

THE CROSSWIND APPROACHTHE CROSSWIND APPROACH

DO NOT CONFUSE WITH THE FORWARD SLIP.DO NOT CONFUSE WITH THE FORWARD SLIP.

THE CRAB/KICK-OUT METHOD.THE CRAB/KICK-OUT METHOD.

THE WING LOW METHOD.THE WING LOW METHOD.CROSSWIND GREATER THAN CONTROL.CROSSWIND GREATER THAN CONTROL.

THE AIRPLANE DOESN’T KNOW WHERE THE AIRPLANE DOESN’T KNOW WHERE THETHEWIND IS COMING FROM.WIND IS COMING FROM.

THE CROSSWIND FLARETHE CROSSWIND FLARELITTLE FASTER THAN NORMALLITTLE FASTER THAN NORMAL

LITTLE FLATTER THAN NORMALLITTLE FLATTER THAN NORMAL

THE CROSSWIND ROLLOUTTHE CROSSWIND ROLLOUT

THE CROSSWIND TAXIING.THE CROSSWIND TAXIING.

THE CROSS WIND LANDING BEGINS AT THE CROSS WIND LANDING BEGINS AT TOUCHDOWN.TOUCHDOWN.

THE CROSSWIND LANDING ENDS WHEN THE CROSSWIND LANDING ENDS WHEN THE AIRPLANE IS TIED DOWN.THE AIRPLANE IS TIED DOWN.

DO YOU HAVE AND DO YOU HAVE AND USE A CROSSWIND USE A CROSSWIND

COMPONENT CHART COMPONENT CHART IN YOUR AIRCRAFT?IN YOUR AIRCRAFT?

wind direction 110°wind direction 110°

wind speed 30 ktswind speed 30 kts

Runway 7Runway 7

crosswind angle 40°crosswind angle 40°

WINDWIND110°110°

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crosswindcrosswindangle 40°angle 40°

WHAT ARE THE OPTIONS?WHAT ARE THE OPTIONS?4-LAND AT ANOTHER AIRPORT4-LAND AT ANOTHER AIRPORT1-LAND IF YOU THINK YOU CAN HANDLE IT.1-LAND IF YOU THINK YOU CAN HANDLE IT.2-REQUEST ANOTHER RUNWAY.2-REQUEST ANOTHER RUNWAY.9-LAND ON A TAXIWAY.9-LAND ON A TAXIWAY.11-AS A LAST RESORT.LAND ON A LARGE ENOUGH RAMP.11-AS A LAST RESORT.LAND ON A LARGE ENOUGH RAMP.(NO MOVEMENT)(NO MOVEMENT)

8-LAND ON THE GRASS.8-LAND ON THE GRASS.6-DO THE FOLLOWING.6-DO THE FOLLOWING.3-LAND ON ANOTHER RUNWAY. NONTOWERED AIRPORT3-LAND ON ANOTHER RUNWAY. NONTOWERED AIRPORT5-IF NONE OF THOSE WORK. YOU HAVE AN 5-IF NONE OF THOSE WORK. YOU HAVE AN EMERGENCY AND MORE OPTIONS.EMERGENCY AND MORE OPTIONS.

10-PRECAUTIONARY LANDING OFF AIRPORT.10-PRECAUTIONARY LANDING OFF AIRPORT.7-DRASTIC MEASURES7-DRASTIC MEASURESDON’TDON’T

DO THISDO THISFORFOR

TAKEOFFTAKEOFFcrosswindcrosswindcomponentcomponent

19 kts19 kts

IF YOU DON’T FEELIF YOU DON’T FEELCOMFORTABLECOMFORTABLE

LANDINGLANDINGIN A CROSSWIND,IN A CROSSWIND,

YOU NEED TO TRAINYOU NEED TO TRAINUNTIL YOU DO.UNTIL YOU DO.

SHORT FIELD SHORT FIELD APPROACH.APPROACH.

NORMAL GLIDEPOWER OFF

SHORT FIELD APPROACH

SHORT FIELD SHORT FIELD LANDING.LANDING.

NORMAL GLIDEPOWER OFF

STABILIZED APPROACH

BREAKING THE GLIDESTABILIZED LANDING

SHORT FIELDNON-STABILIZED APPROACH

IMAGINARY WIRE

SHORT FIELDSTABILIZED APPROACH

AIMING POINT

TOUCH DOWN POINT

DEFINITIONDEFINITIONOF AOF A

LANDINGLANDINGACCIDENTACCIDENT

LANDINGSLANDINGS

TOUCH DOWNTOUCH DOWN

GROUND ROLLGROUND ROLL

FINAL APPROACHFINAL APPROACH

18 15 1218 15 12

ORIGINAL

WIND EFFECTSWIND EFFECTS

FLIGHT CONTROLS APPLICATION EFFECTSFLIGHT CONTROLS APPLICATION EFFECTS

POWER APPLICATION EFFECTSPOWER APPLICATION EFFECTS

TOUCH DOWN EFFECTSTOUCH DOWN EFFECTS

BRAKES APPLICATION EFFECTSBRAKES APPLICATION EFFECTS

WIND EFFECTSWIND EFFECTS

GUSTY WINDSGUSTY WINDSRIGHT CROSSWINDRIGHT CROSSWINDLEFT CROSSWINDLEFT CROSSWINDDIRECT TAILWINDDIRECT TAILWINDRIGHT TAILWINDRIGHT TAILWIND

LEFT TAILWINDLEFT TAILWIND

DIRECT HEADWINDDIRECT HEADWIND

CROSSWINDCROSSWINDAPPROACHAPPROACH

CROSSWINDCROSSWINDLANDINGSLANDINGS

TYPES OFTYPES OFLANDINGLANDING

ACCIDENTSACCIDENTS

CAUSES OR CAUSES OR FACTORS IN FACTORS IN

LANDING LANDING ACCIDENTSACCIDENTS

AIRSPEED AIRSPEED CONTROLCONTROL

WHAT TO WHAT TO DO IF DO IF

HIGH OR HIGH OR LOW?LOW?

APPROACHAPPROACHTO ATO A

LANDINGLANDING

DOWNWINDDOWNWINDBASEBASEFINALFINALFLAREFLARE

THETHETOUCHTOUCHDOWNDOWN

WHEN TOWHEN TOHOW TO?HOW TO?

BEFORE TOUCHDOWNBEFORE TOUCHDOWNCHECKLISTCHECKLISTDUMPING THE PLANEDUMPING THE PLANE

THETHEROLLROLLOUTOUT

LEFT LEFT TURNING TURNING

TENDENCIESTENDENCIESEFFECTEFFECT

WIND WIND EFFECTSEFFECTS

CROSSWINDCROSSWINDAPPROACH APPROACH

ANDANDLANDINGSLANDINGS

LETS NAME SOME LETS NAME SOME FACTORS FACTORS

AFFECTING THE AFFECTING THE LENGTH OF THE LENGTH OF THE

LANDING ROLL? LANDING ROLL?

ILLUSIONSILLUSIONS

GO AROUNDGO AROUND

MULTIENGINE MULTIENGINE APPROACH APPROACH

ANDANDLANDINGSLANDINGS

FINDING THE FINDING THE GLIDE GLIDE

ATTITUDE ATTITUDE AND RANGE.AND RANGE.

THERE ARE TWO THERE ARE TWO CRITICALCRITICAL

AREAS IN EVERYAREAS IN EVERY FLIGHT.FLIGHT.

THE TAKEOFF THE TAKEOFF AND AND

THE LANDING. THE LANDING.

HOW CAN WE AVOID THE SOLO

ACCIDENTS?

WE HOLD A PERFECT WE HOLD A PERFECT RECORD IN AVIATION.RECORD IN AVIATION.

AIMING POINT

IMAGINARY CABLE

NORMALSTABILIZED APPROACH

1,000 " MARKERTOUCH DOWN POINT

IMAGINARY AIMING LINE

O

9

X