(Maneuvering Flight and Brushing off the Rust!)

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(Maneuvering Flight and Brushing off the Rust!)
CFI Workshop 6 Core Topic 11 Take Offs and
Landings
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Questions?

• 1. How often do you perform low-level
  maneuvering flight?
• 2. When do most of the fatal accidents happen?
• 3. When is the last time you practiced stalls,
  slow flight and spins?

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ANSWERS

• 1. Every time you fly you Take off or Land!
• 2. Most fatal accidents happen in the
  maneuvering phase of flight either on takeoff
  or maneuvering for landingover 40 !! (AOPA
  Nall Report FAA data)
• 3. Usually every 2 years for the flight
  reviewsome never have been in a spin!

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Data on Takeoffs Maneuvering
10.8
61.9
16.3
58.2
39.6
1.7
24.7
Why so low?
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Why Such a Low Leathality Rate?

• Landing speeds are lower
• 2. Terrain is flatter
• 3. Most obstacles are limited near the runway

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What is Required to Survive a Crash?

• Survivable G The human body is flexible and
  deformable, particularly the softer tissues.
• Human tolerances depend on the magnitude of
  the g-force, the length of time it is applied,
  the direction it acts, the location of
  application, and the posture of the body. (G
  duration direction survivability)
• Vertical G - 5 Gs without G-suit, 9 Gs
  with a G-suit (Blood pooling)
• Horizontal G - 20 depending on
  deceleration forces, health and training.
• 2. Survivable Space the cockpit space after
  the crash

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(No Transcript)
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Traffic Pattern Distractions

• 1. Other aircraft in the pattern
• 2. Weather - wind turbulence
• 3. Non-standard traffic pattern entries (the
  other pilot)
• 4. Aircraft on the runway, or accident on an
  adjacent runway
• 5. Radio traffic busy Unicom frequencies -
  non-essential radio communications
• 6. Aircraft performing low-level flight in
  traffic pattern (buzz jobs)
• 7. Go-arounds
• 8. Passengers - Pedestrians
• 9. The Pilot YOU?!?

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QUESTION

• Why do you believe a stall / spin in the traffic
  pattern would not happen to you?
• Watch the video imagine you are flying a C-152,
  500 ft. above ground in the traffic pattern.
  Could you recover? Could any professional
  aerobatic performer?

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• Click here to play video

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ANSWER

• Why a stall/spin would not happen to you.
• 1. Because I fly my aircraft with coordinated
  flight control movements, with no slips or skids
  in the turns. The ball on the turn coordinator,
  or the turn slip indicator is centered in the
  race during my turns.
• 2. I maintain a correct, but not excessive,
  airspeed in the traffic pattern, (downwind, base
  final)
• 3. My aircraft is always trimmed for the
  correct speed.
• 4. I fly with all of my senses ENGAGED

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But What About..???

• Wake Turbulence from larger aircraft
• Wake Turbulence from large helicopters
• Wind Shear
• Turbulence (Orographic)
• In-flight icing
• Malfunctioning autopilots
• 7. Vmc in Multiengine aircraft
• 8. Malfunctioning pilot? (aka Incapacitation)

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IM AWARE I PRACTICE

• I am aware of how the aircraft handles in slow
  flight and I routinely practice stalls and spins.
• This DOES NOT guarantee that you wont get
  close to a stall/spin, but it helps!

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Click here to play video
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QUESTION

• What do you believe are some of the temptations
  that would lead a pilot into performing
  unapproved aerobatics or buzzing?
• Look at the next three short films and think of
  some answers.

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Click here to play video
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Click here to play video
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Click here to play video
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POSSIBLE ANSWERS

• Personality type Regulations were written for
  the other guy
• Peer pressure wanting to be part of the group
• Giving the thrill ride for the first time flyer
• Its legal What? Im 500 ft. from anything
• Showing off for the airport crowd
• What if?
• You hit something? Break something? Stall?
  Spin? Kill someone, in the air or on the ground?

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Un-Guided Missiles
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The Impossible Turn

• The 180 degree turn after engine failure on
  takeoff
• Depends on the individual circumstances
• Many Reasons to be wary of this maneuver -
• 1. The turn requires substantial altitude
• 2. Requires aggressive maneuvering
• 3. Surprise factor

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The Impossible Turn
Click here to play video
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Ways to Combat T/O Ldg Problems

• AOPAs 50 / 50 solution
• ASF recommends adding 50 to the POH T/O or
  Landing distance over a 50 obstacle
• Example If POH says 1,600 ft over a 50
  obstacle, add 800 feet (50) 2,400 for a
  safety distance.

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Root Cause of Most T/O Ldg Problems

• Poor judgment ADM - SRM (Aeronautical Decision
  Making)
• How do we combat poor judgment?
• Know the aircraft you are flying
• Know the airport
• Know the weather environment (terrain in
  vicinity)

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AERONAUTICAL DECISION MAKING

• MOST IMPORTANTLY
• KNOW YOURSELF
• Know when its time for YOU to divert, or
• Go-around,
• or Stay on the ground!

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THINGS TO REMEMBER

• Use all available runway (3 most useless things
  in aviation?)
• Fly in cooler temps why?
• Use a longer runway, especially with high
• density altitude.
• 3. Decrease the load fuel pax cargo
• 4. Use the LONG runway
• 5. Avoid runways with obstacles if possible
• 6. Climb out at Vx (until?) and then Vy

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THINGS TO REMEMBER - Weather

• Deflect ailerons into the wind. Why? How much
  aileron?
• Too much wind? Use another runway. Like ducks
  in a row
• Use a higher rotation speed.
• Avoid tailwinds unless you have no other option
  (example one-way runway).
• Usually best to take off downhill.
• Risks vary with wind, aircraft type, runway
  slope, terrain.
• Up-hill, grass surface, tailwind requires more
  runway.
• Acceleration will be slower. When do you abort
  the T/O?
• May be difficult to out-climb terrain.

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THINGS TO REMEMBER - Airport

• Talk to local pilots or airport manager. A/FD
• Performing a soft-field takeoff.
• Keep weight off the nosewheel.
• Transition from taxi to takeoff without
• stopping.
• Once airborne, accelerate in ground
• effect before climbout, unless an obstacle is
  your path. If so, then what do you do?
• Get airborne, accel. IGE to Vx, clear obstacle,
• then Vy

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THINGS TO REMEMBER - Nighttime

• Stay night proficient.
• Avoid short runways at night.
• During nighttime you will encounter
• Decreased visibility
• Possible disorientation
• Optical illusions
• Use runways with electronic or visual G/S
  indicators

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Click here to play video
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Your First Go-Around?

• Your first go-around was probably when your CFI
  said, go-around
• If you have a problem during approach or landing,
  theres almost always a simple solution
• Go around!
• Its far better to make another trip around the
  pattern than to push ahead and risk a runway
  overshoot or loss of control.

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Flipper The Friendly Porpoise
Click here to play video
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The Saga of the Non-Go Around

• Unfortunately, a lot of pilots seem to forget the
  Go- Around option, and end up having accidents
• Risks involved with go-arounds
• Low altitudes, low airspeeds, flaps down, high
  DA
• If you arent proficient in Go-Arounds, get some
  practice with a CFI !!

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Click here to play video
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Remember

• Most fatal accidents happen in low level
  maneuvering flight (LLMF)
• Coordinated flight helps avoid stall/spin
• Practice makes you a better pilot
• Stick and Rudder skills are required skills
• Know your individual limits stick to them
• The Go-Around is your friend

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Your Questions?
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QUIZ
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Question 1.

• Can the airplane be forced into the air prior to
  normal lift-off speed?
• No, its too heavy
• No, the tail will drag on the runway
• Yes, but this is considered an unsafe practice.
• Yes, but only if you have a strong headwind

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Question 2.

• During crosswind takeoffs with a significant
  wind, what should you do?
• Stay on the ground
• Hold the main gear on the ground slightly longer
  so a smooth but very definite lift-off will occur
• Get airborne as soon as possible
• Ask your CFI to demonstrate another takeoff

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Question 3

• During an emergency landing what two things are
  necessary for survival of the crash?
• Survivable space, survivable G force
• Water, food
• Food, medical supplies
• Functioning 406Mhz ELT, survivable G

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Question 4.

• Takeoff performance figures in the POH are
  determined by a student pilot, using an older
  aircraft.
• True
• False

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Question 5.

• Most fatal accidents happen during low-level
  maneuvering flight.
• True
• False

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ANSWERS
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Question 1.

• Can the airplane be forced into the air prior to
  normal lift-off speed?
• No, its too heavy
• No, the tail will drag on the runway
• Yes, but this is considered an unsafe practice.
• Yes, but only if you have a strong headwind
• Reference Airplane Flying Handbook, page 5-3.

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Question 2.

• During crosswind takeoffs with a significant
  wind, what should you do?
• Stay on the ground
• Hold the main gear on the ground slightly longer
  so a smooth but very definite lift-off will occur
• Get airborne as soon as possible
• Ask your CFI to demonstrate another takeoff
• Reference Airplane Flying Handbook, page 5-6.

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Question 3

• During an emergency landing what two things are
  necessary for survival of the crash?
• Survivable space, survivable G force
• Water, food
• Food, medical supplies
• Functioning 406Mhz ELT, survivable G
• Reference Airplane Flying Handbook, page 16-2.

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Question 4.

• Takeoff performance figures in the POH are
  determined by a student pilot, using an older
  aircraft.
• a. True
• False
• Reference Pilots Handbook of Aeronautical
  Knowledge, page 10-17.

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Question 5.

• Most fatal accidents happen during low-level
  maneuvering flight.
• a. True
• False
• Reference AOPAs Nall Report.

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E
R
B
A
K