CFI Workshop Module 6

Stall Spin Awareness - Avoidance Lakeland FloridaSituational AwarenessTakeoff, Landings, and Low Altitude Maneuvering Aircraft Operational LimitationsPresented to: Pilots and InstructorsBy: The FAASTeamDate: October 20, 2012Federal AviationAdministrationDownloaded from www.avhf.com#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com1Jim Leavitt, CFI WS NPL AEA 518 785 5660 x214james.w.leavitt@faa.gov

Todd E Burk, CFI WS POR ASW 405 951 4278todd.e.burk@faa.gov Clinic ObjectivesReduce the Risk of Stall / Spins Related 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.

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com22Encourage you to maintain your Takeoff and Landing skills through a proficiency program. (WINGS) Briefly discuss the WINGS Program and offer enrollment handout information.What is a Stall ?

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com33Encourage you to maintain your Takeoff and Landing skills through a proficiency program. (WINGS) Briefly discuss the WINGS Program and offer enrollment handout information.What is a Stall ?Astallis a condition where in theangle of attackincreases beyond a certain point such that the lift begins to decrease..

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com44Encourage you to maintain your Takeoff and Landing skills through a proficiency program. (WINGS) Briefly discuss the WINGS Program and offer enrollment handout information.What is a Stall ?Astallis a condition where in theangle of attackincreases beyond a certain point such that the lift begins to decrease..

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com55Encourage you to maintain your Takeoff and Landing skills through a proficiency program. (WINGS) Briefly discuss the WINGS Program and offer enrollment handout information. 16.4% Of General Aviation Accidents occurred during the Take-Off phase of Flight.

Why Focus on Take-offs, Landings and Aircraft Control?#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com66Statistics indicate 16.4% of GA accidents occur during the TAKEOFF phase of flight. This was a take off accident with a student pilot attempting a touch and go with a 20 kt. Tailwind. The pilot was unhurt.Why Focus on Take-off and Landings? 40.3% Of accidents occurred during the Landing phase of Flight.

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com77Statistics indicate 40.3% of GA accidents occur during the LANDING phase of flight. The pilot of this P210 attempted to land going too fast. With a 17 knot tailwind the airplane was allowed to touchdown in the last 1/3 of the runway, went off the side of the runway, struck some lights, signs and fence, went into a ditch and came to rest on an access road just north of the airport.

Interesting point, this pilot thought something like this would never happen to him. A rejected landing would have been the right choice.

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

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com88Read and discussWhat Will this Clinic Do for Me?Help Identify Your Piloting Strengths and Weaknesses.

Earn Credit Towards The Pilot Proficiency Program (WINGS).

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com99Read and discuss

Lets Get Busy!

Photo Danny Fritsche#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com1010

Centerline Control

Always keep the Aircraft on the Centerline of the Taxiway and Runway.#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com1111Read the Slide and discuss the importance of centerline control. Discuss proper rudder control, nose steering and attention outside of the aircraft.Normal Takeoff Review

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com1212Read the Slide and discuss a normal takeoff. Emphasize centerline control, and use of recommended manufacturer speeds and proper use of performance charts. Normal Take Off - Common ErrorsPlease Watch The Following Video:

http://www.youtube.com/watch?v=OVM3RRd1vf0

FAA-H-8083-3A Airplane Flying Handbook

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com1313Read the Slide and discussNormal Take Off - Common ErrorsFailure 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 airplanes left turning tendency on initial acceleration. FAA-H-8083-3A Airplane Flying Handbook#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com1414Read the Slide and discussNormal 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#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com1515Read the Slide and discussCrosswind Takeoff Review

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com1616Talk about proper use of flight controlsRudder provides directional control until airborneDiscuss How aileron controls drift once airborneHorizontal component of lift

Transitioning to a crab once airborne and no further contact with ground is assured,Discuss various crosswind techniques i.e. rotate higher airspeed, lift up onto one wheel. Application of Aileron

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com1717Discuss proper technique for application of aileron in crosswind takeoff.X-Wind Take Off - Common ErrorsFailure 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#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com1818Read the Slide and discussX-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.

FAA-H-8083-3A Airplane Flying Handbook#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com1919Read the Slide and discussSlow Flight or MCA

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com2020 Discuss the purpose of flight at MCA? (control feel, sloppiness at slow speeds)Whats going on with drag vs airspeed?

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com21Excellent insight from Todd Burk, FAASTeam Program Manager, Central RegionI often compare this graph to a person that has financial stability or "money in the bank". If you spend more than you make then you will go bankrupt. How do you make money? With more thrust and a reduced angle of attack. How do you spend money? By reducing the power and increasing the angle of attack i.e. beginning the landing flare. The idea is to be out of altitude and money at the same time, not one before the other. If you get that sinking feeling and you haven't contacted the ground yet, you need to start adding money to the bank before you go bankrupt. By the same token, if you can add back pressure and initiate a climb,before you touch down, you have too much money in the bank. (Exchange of energy for altitude)Definition

FAA-H-8083-3A Airplane Flying Handbook#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com2222The Airplane Flying Handbook FAA-H-8083-3A Defines Minimum Controllable airspeed as a speed at which any further increase in angle of attack or load factor, or reduction in power will cause an immediate stall. Slow Flight - Common Errors Failure to adequately clear the area.

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

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

Inadequate compensation for adverse yaw during turns.FAA-H-8083-3A Airplane Flying Handbook#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com2323Read the Slide and discuss. Inadequate compensation for adverse yaw or improper use of rudder (coordination) can result in loss of control and spins in the event of a stall.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.

FAA-H-8083-3A Airplane Flying Handbook#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com2424Read the Slide and discussSteep Turns

FAA-H-8083-3A Airplane Flying Handbook#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com2525Talk through a steep turnClearing the areaTopicsAdverse YawCoordinationNeed for additional power due to load factor and induced dragStall speed increase due to load factorSmooth coordinated (rudder) Roll in and roll out

Steep Turns - Common ErrorsFailure 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.

FAA-H-8083-3A Airplane Flying Handbook#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com2626Read the Slide and discussSteep 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.

FAA-H-8083-3A Airplane Flying Handbook#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com2727Read the Slide and discussSteep 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.

FAA-H-8083-3A Airplane Flying Handbook#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com2828Read the Slide and discuss

Stall Recognition

Power Off Stall Recovery1. Reduce Angle of Attack 2. Add Power 3. Keep Wings Level 4. Use adequate Rudder#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com2929Read the Slide and discuss

Stall Recognition

Power On Stall Recovery1. Reduce Angle of Attack 2. Keep Wings Level 3. Use adequate RudderFAA-H-8083-3A Airplane Flying Handbook#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com3030Read the Slide and discussStabilized Approach

FAA-H-8083-3A Airplane Flying Handbook#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com3131Airspeed control- ElevatorRate/ angle of descent controlled by PowerEmphasize that a stabilized approach consists of : airplane properly configured (gear, flaps, and power) , Maintaining extended centerline on final and desired approach speed for the weight* ( 3-5 degree glide path to a predetermined touchdown point ( within the first 1/3 of the runway). Gross Wt Compensation80 kts @ GrossDivide 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

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com3232Landing - Common ErrorsFailure 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.

FAA-H-8083-3A Airplane Flying Handbook#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com3333Read the Slide and Discuss

Emphasize the need for total airspeed control. 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.

FAA-H-8083-3A Airplane Flying Handbook#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com3434Read the Slide and Discuss

Crosswind Landings

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com3535This is one of the most common areas of difficulty for most pilots There are two basic techniques, the crabbing method and wing low or side slip method. Really the crabbing method is more suited to large aircraft. They have a lot more mass and when the rudder is used to take the crab out it takes more time for the aircraft to start moving off centerline. Whereas with a light aircraft it will move off the centerline almost immediately. The wing low or sideslip method is almost always a better technique.

As the Speed decreases so does the effectiveness of the flight controls. Many pilots also fail to continue to add more aileron control into the wind as the aircraft slows down on roll out. This can contribute to a loss of directional control.

Do you use the wind sock? Think about partial or no flap landing. Know your crosswind performance / limitations. Crosswind LandingsCommon ErrorsAttempting to land in crosswinds that exceed the airplanes 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#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com3636Read the Slide and discussFailure 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.

Crosswind LandingsCommon Errors (continued)FAA-H-8083-3A Airplane Flying Handbook#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com3737Read the Slide and discuss

Be sure and emphasize as the aircraft slows down you should continue to add more aileron into the wind so that at the end of the roll out, you have full aileron deflection into the wind.Crosswind LandingsCommon Errors (continued)Failure to maintain direction control on rollout.

Excessive braking.

FAA-H-8083-3A Airplane Flying Handbook#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com3838Read the Slide and discuss

Go Around From Rejected Landing

FAA-H-8083-3A Airplane Flying Handbook#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com3939Read the Slide and discuss

YOU NEED TO MAINTAIN PROFICIENCY IN THIS MANEUVER. If it gets outside of your abilities or the capabilities of the airplane, then GO AROUND!Go Around Common ErrorsPitch 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)FAA-H-8083-3A Airplane Flying Handbook#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com4040Read the Slide and discuss

Dont you dare do this too late!!! Make a decision to go around! In a retractable gear airplane, leave the gear alone if you do not need the climb performance. Too many people have executed a go around only to follow it up with a gear-up landing. FAASTeam CFI Workshop #6Module #6, Core Topic #11

Questions?

Comments?

Ideas?

Quiz time ~

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com41Sum up, add your comments and experiences, answer questions1. 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 #Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com3. 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 . . . . . . . . . . . .#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com43Self correct, each attendee must get a total of 70% for total combined Module quiz1. 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 #Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com3. True or False; The takeoff or landing speed is generally a function of the stall speed or minimum flying speed. True - Pilots 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 #Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com5. 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. #Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.comFAASTeam CFI Workshop #6Take a Break!

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com47Break for 10 minutes, if longer it can not count as part of the Core Topic time.Aircraft OperationalLimitations ?

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com48Why do we care? Short discussion Nice place, seemed a little short when we landed!

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com49Continue1850, grass, its hot, and the tanks are pretty full .

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com50Continue... only three of us and theres a river beyond the trees ....

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com51ContinueI think well be ok to try a takeoff .

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com52ContinueWere not accelerating very well I cant stop now! .

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com53ContinueThey didnt consider the potential problems for takeoff before they landed there.They didnt consider options when they realized the takeoff might be difficult.They didnt confirm that the airplanes performance capabilities would allow a safe takeoff, or not.They didnt 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.#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com54ContinueTake 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) #Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com55Read and continueWhat 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 were at or near a limit?

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com56Read and continueWhat 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 were at or near a limit?Teach them to use situational awareness in all aspects of preflight planning and in flight#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com57Discussion Yes, take the time . ..get all that stuff out, review it yourself and then share your knowledge.

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com58ContinueWatch This Video.

http://www.youtube.com/watch?v=OVM3RRd1vf0#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com59Continue Emphasize the importance of aircraft performance planning!

Demonstrate the aircrafts limited performance at reduced power to simulate the effect of temperature and pressure altitude.#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com60Read and discussFull can be a beautiful thing!

Full can exceed the weight and/or CG limits!But, when it comes to loading an airplane ..#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com61Continue Weight can be a limitation depending on runway length, temperature, runway condition, and density altitude.

What to do? Less fuel? Maybe, whats 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?#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com62DiscussionDoes 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?#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com63DiscussionAfter you have convinced your students that you cant 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 ...#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com64DiscussMake 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

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com65Read through discuss as necessaryPressure 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.

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com66Read and continue

Even when you take care of all the other details, if you havent considered C of G ..

You may become a TESTPILOT!

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com67Discuss the possibility of unsatisfactory or unsafe handling characteristics

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?#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com68Encourage discussionAny limitations to consider before Landing?

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com69ContinuePilot skills, aircraft limits, and the runway?

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com70ContinueA little wind, a little too fast, no margin for error!

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com71Does this happen? Yes, all the time. Combination of an airplanes limitations not recognized by a pilot with limited experience.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.#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com72Stress the importance of having a thought process for all aspects of aviationThe airplane couldnt do it do you remember why?

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com73ContinueThe aircrafts 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!

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com74Other examples you can think of?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 ~#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com75Sum it up by all means add your own thoughts and experiences and answer questions 6. Baggage weighing 90 pounds is placed in a normal category airplanes 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. #Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com7. 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 4.4Gs are labeled normal or utility category aircraft?? #Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com 9. What is the definition of Maximum weight? 10. What is definition of the Empty weight?

Answers follow

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com78Check that everyone is finished. Tell them to self correct to 100% they must have at least 70% before self correcting 6. Baggage weighing 90 pounds is placed in a normal category airplanes 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 Pilots Handbook of Aeronautical Knowledge #Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com7. 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 Pressure/density altitude - Pilots Handbook of Aeronautical Knowledge. 8. Aircraft designed to withstand load limits up to 4.4Gs are labeled normal or utility category aircraft?? Utility Category aircraft - Pilots Handbook of Aeronautical Knowledge. #Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com9. 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. #Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.comThis Completes The Stall Spin Seminar

Be sure to have your attendance record validated!

#Federal AviationAdministrationFAASTeam Stall-Spin AvoidanceOctober 20, 2012 Downloaded from www.avhf.com82Thank you for supporting CFI Workshops. Everyone travel safely and see you at CFI Workshop 7Chart1150015001642.225200019502000200023002000230015001500

Normal CategoryUtility CategoryOperating pointTotal Moment/1000Total Weight (lbs)

W&BWeight and Balance Worksheet1967 Cessna 172HN{tail number}ItemWeightArmMomentAircraft Licensed Empty Weight1,401.1037.0851,950.00Seat Occupancy Table:Oil (8 Quarts Maximum)7.0 qts13.13-20.00-262.50Pilot:Fuel (38 Gallons Maximum)38.0 gal228.0048.0010,944.00Copilot:Front Seats0.0036.000.00Rear Left:Rear Seats0.0070.000.00Rear Right:Baggage Area0.0095.000.00(N/A)Remaining Useful Load:Total1,642.2338.1462,631.5062.63657.78USAGE:Fill out the areas in GREENSETUP:UtilityNormalSet the following parameters for your521500611500specific aircraft:681950812000Cell C3: Aircraft Empty Weight712000712000Cell E3: Aircraft Moment812000882300Cell D4: OIL Arm6115001092300Cell D5: Fuel Arm711500Cell D6: Front Seats ArmCell D7: Rear Seats ArmCell D8: Baggage Area ArmIf you need to change the envelopes onthe operating chart: Drag the chartto the right or down to reveal the cellsbehind it and modify them to match thechart for your aircraft.

W&B

Normal CategoryUtility CategoryOperating pointTotal Moment/1000Total Weight (lbs)

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