(Maneuvering Flight and Brushing off the Rust ! )

Presented to: CFI WorkshopsBy: The FAASTeamDate: January 2012

Federal AviationAdministration

(Maneuvering Flight andBrushing off the Rust!)

CFI Workshop 6 Core Topic 11

Take Offs and Landings


2FAASTeam CFI Workshop 6January 2012

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?



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 landing…over 40% !! (AOPA Nall Report & FAA data)

3. Usually every 2 years for the flight review…some never have been in a spin!



Data on Takeoffs & Maneuvering

10.8%

61.9%

16.3%

58.2%

39.6%

24.7% 1.7%

Why so low?



Why Such a Low Leathality Rate?

1. Landing speeds are lower

2. Terrain is flatter

3. Most obstacles are limited near the runway



What is Required to Survive a Crash?

1. 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 G’s without G-suit, 9 G’s 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



Traffic Pattern Distractions1. 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?!?



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?



ANSWERWhy 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



But What About…..???

1. Wake Turbulence from larger aircraft

2. Wake Turbulence from large helicopters

3. Wind Shear

4. Turbulence (Orographic)

5. In-flight icing

6. Malfunctioning autopilots

7. Vmc in Multiengine aircraft

8. Malfunctioning pilot? (aka Incapacitation)



I’M 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 won’t get close to a stall/spin, but it helps!



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.



POSSIBLE ANSWERS1. Personality type – “Regulations were written for

the other guy”

2. Peer pressure – wanting to be part of the group

3. Giving the thrill ride for the first time flyer

4. It’s legal – “What? I’m 500 ft. from anything”

5. Showing off for the airport crowd

What if…?

You hit something? Break something? Stall? Spin? Kill someone, in the air or on the ground?



Un-Guided Missiles



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”



The Impossible Turn



Ways to Combat T/O & Ldg Problems

AOPA’s 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.



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)



AERONAUTICAL DECISION MAKING

MOST IMPORTANTLY …

KNOW YOURSELF

Know when it’s time for YOU to divert, or

Go-around,

or Stay on the ground!



THINGS TO REMEMBER1. Use all available runway (3 most useless things

in aviation?)

2. 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



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.



THINGS TO REMEMBER - AirportTalk to local pilots or airport manager. A/FD• Performing a soft-field takeoff.

Keep weight off the nosewheel.Transition from taxi to takeoff withoutstopping.

• Once airborne, accelerate in groundeffect 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



THINGS TO REMEMBER - Nighttime

• Stay night proficient.• Avoid short runways at night.

During nighttime you will encounter –Decreased visibilityPossible disorientationOptical illusions

• Use runways with electronic or visual G/S indicators



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, there’s almost always a simple solution:

Go around!

It’s far better to make another trip around the pattern than to push ahead and risk a runway overshoot or loss of control.



“Flipper” – The Friendly Porpoise



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 aren’t proficient in Go-Arounds, get some practice with a CFI !!



Remember

1. Most fatal accidents happen in low level maneuvering flight (LLMF)

2. Coordinated flight helps avoid stall/spin

3. Practice makes you a better pilot

4. Stick and Rudder skills are required skills

5. Know your individual limits – stick to them

6. The Go-Around is your friend



Your Questions?



Question 1.

Can the airplane be forced into the air prior to normal lift-off speed?

a. No, it’s too heavy

b. No, the tail will drag on the runway

c. Yes, but this is considered an unsafe practice.

d. Yes, but only if you have a strong headwind



Question 2.

During crosswind takeoffs with a significant wind, what should you do?

a. Stay on the ground

b. Hold the main gear on the ground slightly longer so a smooth but very definite lift-off will occur

c. Get airborne as soon as possible

d. Ask your CFI to demonstrate another takeoff



Question 3

During an emergency landing what two things are necessary for survival of the crash?

a. Survivable space, survivable “G” force

b. Water, food

c. Food, medical supplies

d. Functioning 406Mhz ELT, survivable “G”



Question 4.

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

a. True

b. False



Question 5.

Most fatal accidents happen during low-level maneuvering flight.

a. True

b. False



Question 1.

Can the airplane be forced into the air prior to normal lift-off speed?

a. No, it’s too heavy

b. No, the tail will drag on the runway

c. Yes, but this is considered an unsafe practice.

d. Yes, but only if you have a strong headwind

Reference: Airplane Flying Handbook, page 5-3.



Question 2.During crosswind takeoffs with a significant

wind, what should you do?

a. Stay on the ground

b. Hold the main gear on the ground slightly longer so a smooth but very definite lift-off will occur

c. Get airborne as soon as possible

d. Ask your CFI to demonstrate another takeoff




Question 3

During an emergency landing what two things are necessary for survival of the crash?

a. Survivable space, survivable “G” force

b. Water, food

c. Food, medical supplies

d. Functioning 406Mhz ELT, survivable “G”




Question 4.

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

a. True

b. False

Reference: Pilot’s Handbook of Aeronautical Knowledge, page 10-17.



Question 5.

Most fatal accidents happen during low-level maneuvering flight.

a. True

b. False

Reference: AOPA’s Nall Report.



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(Maneuvering Flight and Brushing off the Rust ! )

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