CFI DPE 6

Presented to: Instructors and Pilot Examiners

By: The FAASTeam

Date: January 1 to March 31, 2010

Federal AviationAdministrationFAASTeam FAASTeam

CFI Workshop #6CFI Workshop #6Module 6, Core Topics 11 and 12:

- Takeoff, Landings, and Low Altitude Maneuvering

- Aircraft Operational Limitations

2Federal AviationAdministration

FAASTeam CFI Workshop #6

January 1 to March 31, 2010

• This presentation is approved as a means to provide CFIs with orientation for FAASTeam Approach and Landing Clinics.

• Additional training to compliment this presentation will be available for CFIs who will conduct a Takeoff and Landing Clinic.




Module #6 – Core Topic #11,

Takeoff, Landing, and Low Altitude Maneuvering ~

• Takeoff, approach and landing procedures• Aircraft control in various Areas of Operation• Identify strengths and weaknesses• Let’s take a look as some statistics• Encourage Safety through Awareness

Are all of your students registered at FAASafety.gov?




Clinic Objectives

• Reduce the Risk of Accidents due to Improper Takeoffs, Landings and Loss of Aircraft Control.

– Evaluating Takeoff and Landing Procedures and Techniques.

– Encourage you to maintain your Takeoff and Landing skills through a Proficiency Program. (WINGS)

– Review recent General Aviation accident statistics for Takeoff and Landings to Increase Awareness and Safety.




The 2007 AOPA Nall report showed:

16.4% Of General Aviation Accidents occurred during the Take-Off phase of

Flight.

Why Focus on Take-offs, Landings and Aircraft Control?




Why Focus on Take-off and Landings?

The 2007 AOPA Nall report

showed:

40.3% Of accidents occurred during the Landing phase of Flight.




Go arounds gone bad




Go arounds gone bad.




“What Can this Clinic Do for Me?”

Offer a Proficiency Evaluation.

Improve Takeoff, Landing and Aircraft Control Skills

Reinforce Good Habits.

Encourage Involvement in the WINGS Program




“What Will this Clinic Do for Me?”

Help Identify Your Piloting Strengths and Weaknesses.

Earn Credit Towards The Pilot Proficiency Program (WINGS).




Let’s Get Busy!

Photo © Danny Fritsche




Centerline Control

•Always keep the Aircraft on the Centerline of the Taxiway and Runway.




Normal Takeoff Review




Normal Take Off - Common Errors

Failure to adequately clear the area prior to taxiing into position on the active runway.

Abrupt use of the throttle.

Failure to check engine instruments for signs of malfunction after applying takeoff power.

Failure to anticipate the airplane’s left turning tendency on initial acceleration.

FAA-H-8083-3A Airplane Flying

Handbook




Normal Take Off - Common Errors(continued)

Overcorrecting for left turning tendency.

Relying solely on the airspeed indicator rather than developed feel for indications of speed and airplane controllability during acceleration and lift-off.

Failure to attain proper lift-off attitude.

Inadequate compensation for torque/P-factor during initial climb resulting in a sideslip.

Over-control of elevators during initial climb out.FAA-H-8083-3A Airplane Flying

Handbook




Crosswind Takeoff Review




Application of Aileron




X-Wind Take Off - Common Errors

Failure to adequately clear the area prior to taxiing onto the active runway.

Using less than full aileron pressure into the wind initially on the takeoff roll.

Mechanical use of aileron control rather than sensing the need for varying aileron control input through feel for the airplane.

FAA-H-8083-3A Airplane Flying Handbook




X-Wind Take Off - Common Errors(Continued)

Premature lift-off resulting in side-skipping.

Excessive aileron input in the latter stage of the takeoff roll resulting in a steep bank into the wind at lift-off.

Inadequate drift correction after lift-off.





Slow Flight or MCA




What’s going on with drag vs airspeed?




Definition





Slow Flight - Common Errors Failure to adequately clear the area.Failure to adequately clear the area.

Inadequate back-elevator pressure as power is Inadequate back-elevator pressure as power is reduced, resulting in altitude loss.reduced, resulting in altitude loss.

Excessive back-elevator pressure as power is Excessive back-elevator pressure as power is reduced, resulting in a climb, followed by a rapid reduced, resulting in a climb, followed by a rapid reduction in airspeed and “mushing.”reduction in airspeed and “mushing.”

Inadequate compensation for adverse yaw during Inadequate compensation for adverse yaw during turns.turns.





Slow Flight - Common Errors(Continued)

Fixation on the airspeed indicator.

Failure to anticipate changes in lift as flaps are extended or retracted.

Inadequate power management.

Inability to adequately divide attention between airplane control and orientation.





Steep Turns





Steep Turns - Common Errors

Failure to adequately clear the area.

Excessive pitch change during entry or recovery.

Attempts to start recovery prematurely.

Failure to stop the turn on a precise heading.

Excessive rudder during recovery, resulting in skidding.





Steep Turns - Common Errors (continued)

Inadequate power management.

Inadequate airspeed control.

Poor coordination.

Gaining altitude in right turns and/or losing altitude in left turns.

Failure to maintain constant bank angle.





Steep Turns - Common Errors (continued)

Disorientation.

Attempting to perform the maneuver by instrument reference rather than visual reference.

Failure to scan for other traffic during the maneuver.





Power Off Stall Recovery1. Reduce Angle of Attack

2. Add Power

3. Keep Wings Level

4. Use adequate Rudder




Power On Stall Recovery1. Reduce Angle of Attack

2. Keep Wings Level

3. Use adequate Rudder





Stabilized Approach





Gross Wt Compensation80 kts @ Gross

• Divide actual wt by gross wt to get % of gross (2000 by 2500 = 80%)

• Subtract % of gross from 100% (100%-80%= 20%)

• Divide % by 2 (20% by 2 = 10%)• Reduce your app spd by this % ( 10% of 80

kts = 8 kts. 80 – 8 = 72 kts)

• Actual Speed for Approach…..72 kts




Landing - Common Errors

Failure to allow enough room on final to set up the approach, necessitating an overly steep approach and high sink rate.

Un-stabilized approach.Undue delay in initiating glide path

corrections.Too low an airspeed on final resulting in

inability to flare properly and landing hard.





Landing - Common Errors(continued)

Too high an airspeed resulting in floating on round out.

Prematurely reducing power to idle on round out resulting in hard landing.

Touchdown with excessive airspeed.Excessive and/or unnecessary braking

after touchdown.Failure to maintain directional control.





Crosswind Landings




Crosswind LandingsCommon Errors

Attempting to land in crosswinds that exceed the airplane’s maximum demonstrated crosswind component.

Inadequate compensation for wind drift on the turn from base leg to final approach, resulting in undershooting or overshooting.

Inadequate compensation for wind drift on final approach.

Unstabilized approach.FAA-H-8083-3A Airplane Flying

Handbook




Failure to compensate for increased drag during sideslip resulting in excessive sink rate and/or too low an airspeed.

Touchdown while drifting.

Excessive airspeed on touchdown.

Failure to apply appropriate flight control inputs during rollout.


(continued)






(continued)

Failure to maintain direction control on rollout.

Excessive braking.





Go Around From Rejected Landing





Go Around Common Errors

Pitch attitude increased excessively resulting in a stall

Applying only partial power

Failure to reconfigure the aircraft (gear and Flaps) for climb

Retracting the flaps too quickly

Elevator trim (excessive forward pressures)





FAASTeam CFI Workshop #6Module #6, Core Topic #11

Questions?

Comments?

Ideas?

Quiz time ~




1. If you realize you are low on the approach, you should a. Initiate a 360 degree and enter the pattern at the appropriate altitude b. Retract flaps c. Immediately apply power d. Increase the pitch attitude

2. If you bounce your landing, you should a. Force the airplane onto the ground b. Go- Around c. Add power and re-land d. Let the instructor land the airplane




3. True or False; The takeoff or landing speed is generally a function of the stall speed or minimum flying speed.

4. What is a stabilized approach?

5. During takeoff or landing a cross wind is only a factor when it is in excess of ten miles per hour or gusty.

True or false?

Answers follow . . . . . . . . . . . .




1. If you realize you are low on the approach, you should a. Initiate a 360 degree and enter the pattern at the appropriate altitude b. Retract flaps c. Immediately apply power d. Increase the pitch attitude

c. Apply power - Airplane Flying Handbook 2. If you bounce your landing, you should

a. Force the airplane onto the ground b. Go- Around c. Add power and re-land d. Let the instructor land the airplane

b. go-around - Airplane Flying Handbook




3. True or False; The takeoff or landing speed is generally a function of the stall speed or minimum flying speed.

True - Pilot’s Handbook of Aeronautical Knowledge.

4. What is a stabilized approach?

An approach in which the pilot establishes and maintains a constant angle glide path towards a predetermined point on the landing runway. Airplane flying handbook p. 8-7




5. During takeoff or landing a cross wind is only a factor when it is in excess of ten miles per hour or gusty.

True or false?

False, in fact FAASTeam statistics demonstrate that a cross wind of significantly less than ten miles per hour is frequently a contributing factor to the cause of mishaps.





Take a Break!




Core Topic 12

Aircraft OperationalLimitations ?




Nice place, seemed a little short when we landed!




1850’, grass, it’s hot, and the tanks are pretty full ….




... only three of us and there’s a river beyond the trees ....




I think we’ll be ok to try a takeoff ……….




We’re not accelerating very well … I can’t stop now! ….




• They didn’t consider the potential problems for takeoff before they landed there.

• They didn’t consider options when they realized the takeoff might be difficult.

• They didn’t confirm that the airplane’s performance capabilities would allow a safe takeoff, or not.

• They didn’t plan for a point at which to abort the takeoff if acceleration was too slow.

• The aircraft owner, his teenage son, and a CFI did all drown in the wreckage.




Take your pick, each one defines an end to options:

• limitation - restriction: a principle that limits the extent of something;

• limitation - the quality of being limited or restricted;

• limitation - limit: the greatest amount of something that is possible or allowed;

• limitation - (law) a time period after which suits cannot be brought;

• limitation - an act of limiting or restricting (as by regulation)




• What do you want your students to do?• Will they know what options exist?• Is “I think we can” good enough for you?• Where is the performance information a

pilot needs in order to be sure?• What warnings are there to tell us we’re at or near a limit?




• What do you want your students to do?Make decisions based on knowledge and facts.

• Will they know what options exist?Give them problems to solve during their training.

• Is “I think we can” good enough for you?Give them the opportunity to evaluate conditions.

• Where is the performance information a pilot needs in order to be sure?

Show them the Pilot Operation Handbook and performance charts, insist that they are used.

• What warnings are there to tell us we’re at or near a limit?

Teach them to use situational awareness in all aspects of preflight planning and in flight




Yes, take the time ….

…..get all that stuff out, review it yourself and then share your knowledge.




Emphasize the importance of aircraft performance planning!

Demonstrate the aircraft’s limited performance at reduced power to simulate the effect of temperature and pressure altitude.




Full can be a beautiful thing!

Full can exceed the weight and/or CG limits!

But, when it comes to loading an airplane ……..




Weight can be a limitation depending on runway length,

temperature, runway condition, and density altitude.

What to do?

• Less fuel? Maybe, what’s the weather doing?

• Fewer passengers? Could you leave someone behind?

• Different runway? Perhaps the opposite direction?

• Wait until the temperature decreases? Can you spare the time it takes to stay alive?




Does the weight of whatever you put into the aircraft remain constant?

What happens when you bank for a turn ……….

and maintain your altitude ………………………

then increase your bank angle to 45 ….. 60 degrees ?

In which Category was your airplane Certificated, how many Gs are legal?

100 pounds at 3 Gs becomes 300 pounds ……. Is that a limitation? How about bags and cargo?




After you have convinced your students that you can’t always fill every space in the aircraft, fill the tanks, and not exceed several of its operational limitations …………

Remind them that the Certificated limits are based on the performance of a new aircraft, at the exact weight, at a density altitude equal to sea level and standard temperature, demonstrated by …...




Make sure your students know that the tables and calculations available in the Pilots Operating Handbook are based on pressure/density altitude.

The International Standards Association (ISA) has defined a Standard

Atmosphere as:• Sea Level Barometric Pressure of 29.92 inches of Mercury (in. Hg) • Sea Level Temperature of 15° Celsius (15° C or 59° F) • Relative humidity of 0 % • Standard temperature lapse rate of 2° C per 1000 feet altitude • Standard pressure lapse rate of 1 in. Hg per 1000 feet altitude

• A standard decrease in density as altitude increases




• Pressure Altitude adjusts for pressure difference between your air and standard atmosphere. The question is “What would your altimeter read if you were in a standard atmosphere at your current actual altitude?” This altitude is called PRESSURE ALTITUDE.

• Density Altitude uses Pressure Altitude as a basis, and adds in a correction factor for

nonstandard temperature.




1500

1550

1600

1650

1700

1750

1800

1850

1900

1950

2000

2050

2100

2150

2200

2250

2300

2350

2400

45 50 55 60 65 70 75 80 85 90 95 100 105 110 115

Total Moment/1000

Tota

l W

eight (lbs)

Normal Category Utility Category Operating point

Even when you take care of all the other details, if you haven’t considered C of G …..

You may become a

TEST

PILOT!




What should you expect if …

the airplane is tail heavy, even when you are within CG limits or,

the airplane is nose heavy;• Flight Control effectiveness?• During takeoff?• During Landing?• During a Stall?• During Spin Recovery?




Any limitations to consider before Landing?




Pilot skills, aircraft limits, and the runway?




A little wind, a little too fast, no margin for error!




Again,

Teach your students to consider options prior to takeoff, operations during flight, and landing.

Teach them to consider the limitations of the aircraft and their own limitations based on their knowledge and experience.




The airplane couldn’t do it ……… do you remember why?




The aircraft’s performance capability, the airspeed, and altitude from which the maneuver was initiated combined did not allow the pilot to

recover from the

maneuver.

Same thing here,

physics will

interrupt

flight!




Module #6, Core Topic #12

Useful sources for more information: Advisory Circular – AC-61-67CAircraft Weight and Balance Handbook – FAA-H-8083-1a

Questions?

Comments?

Ideas?

Quiz time ~




6. Baggage weighing 90 pounds is placed in a normal category airplane’s baggage compartment which is placarded at 100 pounds. If this airplane is subjected to a positive load factor of 3.5 Gs, the total load of the baggage would be ………

a. 315 pounds and would be excessive.

b. 315 pounds and would not be excessive.

c. 350 pounds and would be excessive.

d. 350 pounds and would not be excessive.




7. The performance tables of an aircraft for takeoff and climb are based on a. Pressure/density altitude b. Cabin altitude c. True altitude d. Indicated altitude

8. Aircraft designed to withstand load limits up to

4.4G’s are labeled “normal or utility category aircraft??




9. What is the definition of Maximum weight?

10. What is definition of the Empty weight?

Answers follow …………………




6. Baggage weighing 90 pounds is placed in a normal category airplane’s baggage compartment which is placarded at 100 pounds. If this airplane is subjected to a positive load factor of 3.5 Gs, the total load of the baggage would be ………

a. 315 pounds and would be excessive. b. 315 pounds and would not be excessive. c. 350 pounds and would be excessive. d. 350 pounds and would not be excessive.

b. 315 pounds, not excessive Pilot’s Handbook of

Aeronautical Knowledge




7. The performance tables of an aircraft for takeoff and climb are based on a. Pressure/density altitude b. Cabin altitude c. True altitude d. Indicated altitude

a. Pressure/density altitude - Pilot’s Handbook of Aeronautical Knowledge.

8. Aircraft designed to withstand load limits up to

4.4G’s are labeled “normal or utility category aircraft??

“Utility” Category aircraft - Pilot’s Handbook of Aeronautical Knowledge.




9. What is the definition of Maximum weight?

The maximum authorized weight of the aircraft and all of its equipment as specified in the Type Certificate Data Sheets (TCDS) for the aircraft.

Aircraft Weight and Balance Handbook, p. 1-1

10. What is definition of the Empty weight?

The weight of the airframe, engines, and all items of operating equipment that are permanently installed in the aircraft.

Aircraft Weight and Balance Handbook.




ThisThis Completes Completes

CFI Workshop Module CFI Workshop Module #6#6

Be sure to have your attendance record validated!Be sure to have your attendance record validated!

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