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Transcript of S. [email protected] RE: Safety Seminars ConstructiveCriticism. Flying Stories Serious ones or...
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[email protected]@AOL.COMMRE: Safety SeminarsRE: Safety Seminars
ConstructiveConstructiveCriticism.Criticism.Flying StoriesFlying StoriesSerious onesSerious ones
ororFunny onesFunny ones
ALL MATERIALS CONTAINED HEREIN ARE THE PROPERTY OF
DIEGO M. ALFONSO SRTHIS MATERIAL IS PROTECTED BY
COPYRIGHT AND MAY NOT BE REPRODUCED OR COMMERCIALLY PRESENTED IN ANY
FORM WITHOUT THE WRITTEN CONSENT OF DIEGO M. ALFONSO SR.
PERSONAL USE MEANS INDIVIDUAL PRIVATE USE. ANY UNAUTHORIZED USE, COPYING, EDITING, EXHIBITION, RENTING, LENDING, PUBLIC PERFORMANCE OR BROADCAST OF THIS MATERIAL IS STRICTLY PROHIBITED.
ANY SUCH UNAUTHORIZED ACTIVITY ESTABLISHES CIVIL LIABILITY AND MAY GIVE
RISE TO A CRIMINAL PROSECUTION.
BYBYDIEGO M. ALFONSO SR.DIEGO M. ALFONSO SR.
STALL/SPINSTALL/SPINPREVENTIONPREVENTION
ANDANDSURVIVALSURVIVAL
THINGS THATTHINGS THATMAY HURT YOUMAY HURT YOU
WHAT WE NEED TOWHAT WE NEED TOKNOWKNOW
BUT HAVEN’TBUT HAVEN’TLEARNED.LEARNED.USUALLYUSUALLY““BASICBASIC
KNOWLEDGE”KNOWLEDGE”
WHAT WE ONCEWHAT WE ONCEKNEW BUT DON’TKNEW BUT DON’TREMEMBER NOW.REMEMBER NOW.
WHAT WE KNOWWHAT WE KNOWAND REMEMBERAND REMEMBER
BUTBUT “ “CAN NOT”CAN NOT”
PROFICIENTLY ANDPROFICIENTLY ANDREADILY EXECUTEREADILY EXECUTE
WHAT WE DON’T KNOWWHAT WE DON’T KNOWBUTBUT
“ “WE THINK”WE THINK”WE DO.WE DO.
GRAY AREASGRAY AREASANDAND
MISCONCEPTIONSMISCONCEPTIONS
SHOW ME A PILOTSHOW ME A PILOTTHAT CAN’T PERFORMTHAT CAN’T PERFORMA GIVEN TASK, & I’LLA GIVEN TASK, & I’LLSHOW YOU A PILOTSHOW YOU A PILOT
THAT DOESN’T THAT DOESN’T ““UNDERSTAND”UNDERSTAND” WHAT WHAT
HE/SHE IS TRYING TO DO.HE/SHE IS TRYING TO DO.TRAINING CONSULTANT
““THE EYE CAN’T SEETHE EYE CAN’T SEE
WHAT THE MINDWHAT THE MIND
DOESN’T KNOW”DOESN’T KNOW”
DR. JUDY WALLDR. JUDY WALL
THIS PRESENTATIONTHIS PRESENTATIONALONEALONE
IS NOT ENOUGHIS NOT ENOUGH
THIS DISCUSSIONTHIS DISCUSSIONIS BASED ONIS BASED ON
SUBSONICSUBSONICAIRCRAFT.AIRCRAFT.
VERY BASIC.VERY BASIC.
WHY UNINTENTIONALLY WHY UNINTENTIONALLY STALL/SPINS OCCURSTALL/SPINS OCCUR
THE TRAININGTHE TRAININGSYNDROMESYNDROME
THE OBJECTIVE OF THE OBJECTIVE OF LEARNING STALLSLEARNING STALLS
HOW MANY OF YOU KNOW?:HOW MANY OF YOU KNOW?:
HOW TO AVOID A STALL?HOW TO AVOID A STALL?HOW TO RECOGNIZE A STALL?HOW TO RECOGNIZE A STALL?
HOW TO RECOVER FROMHOW TO RECOVER FROMA STALL?A STALL?
WHAT IS A STALL?WHAT IS A STALL?WHERE IS A STALL MOSTWHERE IS A STALL MOST
LIKELY TO HAPPEN?LIKELY TO HAPPEN?
WHAT IS THE WHAT IS THE STALL SPEED IN STALL SPEED IN
THE CLEAN THE CLEAN CONFIGURATION, CONFIGURATION,
OF THE OF THE AIRPLANE YOU AIRPLANE YOU
FLY?FLY?
IF YOU PUSH THE STICK IF YOU PUSH THE STICK FORWARD, THE HOUSES FORWARD, THE HOUSES GET BIGGER. IF YOU PULL GET BIGGER. IF YOU PULL THE STICK BACK, THEY THE STICK BACK, THEY GET SMALLER. THAT IS, GET SMALLER. THAT IS, UNLESS YOU KEEP UNLESS YOU KEEP PULLING THE STICK ALL PULLING THE STICK ALL THE WAY BACK, THEN THE WAY BACK, THEN THEY GET BIGGER AGAIN.THEY GET BIGGER AGAIN.
MAINTAIN THY MAINTAIN THY AIRSPEEDAIRSPEED
LEST THE GROUND LEST THE GROUND RAISE UP ANDRAISE UP ANDSMITE THEE.SMITE THEE.
DO NOT EXCEED THYDO NOT EXCEED THYCRITICALCRITICAL
ANGLE OF ATTACKANGLE OF ATTACK
LEST THE GROUNDLEST THE GROUND RAISE UP ANDRAISE UP ANDSMITE THEE.SMITE THEE.
MANEUVERSMANEUVERSNOTNOT
ACCIDENTSACCIDENTS
WHYWHYIS IT AIS IT A
MANEUVER?MANEUVER?
STALLS ARE OURSTALLS ARE OURBEST FRIENDS.BEST FRIENDS.
THE SAFETY VALVETHE SAFETY VALVE
THERE ARE NOTHERE ARE NOIMMINENT STALLSIMMINENT STALLSFOR CHECKRIDESFOR CHECKRIDES
EXCEPT ATPEXCEPT ATP
AFTER STALL OCCURSAFTER STALL OCCURS
AS THE STALL OCCURSAS THE STALL OCCURS
ONLY FULL STALLSONLY FULL STALLS
STALLSTALLSPIN SPIN
AWARENESSAWARENESS
WHAT DOES IT WHAT DOES IT MEANS?MEANS?
HOW DO YOU TRAIN HOW DO YOU TRAIN FOR STALL/SPIN FOR STALL/SPIN AWARENESS?.AWARENESS?.
POWER ON STALLS.POWER ON STALLS.POWER OFF STALLS.POWER OFF STALLS.
CROSS CONTROL STALLS.CROSS CONTROL STALLS.ELEVATOR TRIM STALLS.ELEVATOR TRIM STALLS.
SECONDARY STALLS.SECONDARY STALLS.ACCELERATED STALLS.ACCELERATED STALLS.STRAIGHT/TURNING.STRAIGHT/TURNING.
CLEAN/DIRTY.CLEAN/DIRTY. SPINSSPINS
POWER OFF.POWER OFF.POWER ON.POWER ON.
UNDER THE HOOD.UNDER THE HOOD.
HOW MANYHOW MANYINSTRUMENT RATED INSTRUMENT RATED
PILOTS HAVEPILOTS HAVEPRACTICEPRACTICESTALLSSTALLS
UNDER THE HOOD?UNDER THE HOOD?
THETHEFOUR FOUR
ANGLESANGLES
THERE ARE FOUR DIFFERENT THERE ARE FOUR DIFFERENT ANGLES THAT THE PILOTANGLES THAT THE PILOT
SHOULD BE FAMILIAR WITH.SHOULD BE FAMILIAR WITH.
AIRCRAFT’S RELATIVE ANGLEAIRCRAFT’S RELATIVE ANGLE
ANGLE OF ATTACKANGLE OF ATTACK
AIRCRAFT’S PATH ANGLEAIRCRAFT’S PATH ANGLE
ANGLE OF INCIDENCEANGLE OF INCIDENCE
AIRCRAFT’S AIRCRAFT’S ANGLE OF INCIDENCEANGLE OF INCIDENCE
THE ANGLE BETWEEN THETHE ANGLE BETWEEN THECHORD LINECHORD LINE
OF AN AIRCRAFT AND THE OF AN AIRCRAFT AND THE LONGITUDINAL AXIS. LONGITUDINAL AXIS.
ANGLE OF INCIDENCE
ANGLEOF
INCIDENCE
CHORDLINE
LONGITUDINALAXIS
IT HAS NOTHING TO DO WITH STALLSMOST PILOTS KNOW THIS BUT THEY CAN'T SEE IT.
IT IS SET TO COUNTERACT TORQUE IT IS SET TO COUNTERACT TORQUE EFFECTSEFFECTS
DURING CRUISE.DURING CRUISE.
ANGLE OF ATTACK
THE ANGLE BETWEEN THECHORD LINE
AND THERELATIVE WIND
AIRCRAFT’S ANGLE OF ATTACKAIRCRAFT’S ANGLE OF ATTACKDURING CLIMBDURING CLIMB
CHORDLINE
ANGLEOF
ATTACK
RELATIVE WINDRELATIVE WIND
MOST PILOTS KNOW THISBUT CAN'T VISUALIZE IT.
THE ANGLE BETWEEN:WHERE
THE NOSE IS POINTING(LONGITUDINAL AXIS)
AND WHERETHE AIRPLANE IS GOING.
THE AIRCRAFT’STHE AIRCRAFT’SPATH ANGLEPATH ANGLE
AIRCRAFT’S PATH AIRCRAFT’S PATH ANGLEANGLE
DURING CLIMB.DURING CLIMB.
FLIGHT PATHANGLE
FLIGHT PATHFLIGHT PATH
THE AIRPLANE CLIMBS AND MOVES FORWARD.
MOST PILOTS DON’T UNDERSTAND THIS.
LONGITUDINALAXIS
IT CAN’T BE SEEN EITHER.
AIRCRAFT’S RELATIVE AIRCRAFT’S RELATIVE ANGLEANGLE
THE ANGLE BETWEEN THETHE ANGLE BETWEEN THELONGITUDINAL AXISLONGITUDINAL AXIS
OF AN AIRCRAFT AND THE OF AN AIRCRAFT AND THE EARTH’S NATURAL HORIZON. EARTH’S NATURAL HORIZON.
THE KILLER ANGLETHE KILLER ANGLE
AIRCRAFT’S RELATIVE ANGLE
HORIZONLINE
HORIZONLINE
AIRCRAFT’SRELATIVEANGLE
THE KILLER THE KILLER ANGLEANGLE
LONGITUDINALAXIS
WHAT IS THE AIRCRAFT’S RELATIVE ANGLE WHAT IS THE AIRCRAFT’S RELATIVE ANGLE GOOD FOR?GOOD FOR?ATTITUDE ATTITUDE FLYING.FLYING.
IT HAS NO MEANINGFUL INFORMATION ABOUT STALLS.ALL PILOTS SEE
IT.IS NOT
UNDERSTOOD.THE ANGLE BETWEEN THE LONGITUDINAL THE ANGLE BETWEEN THE LONGITUDINAL
AXISAXIS AND THE EARTH’S NATURAL HORIZON. AND THE EARTH’S NATURAL HORIZON.
AA BB CC
WHICH AIRPLANE HASWHICH AIRPLANE HASTHE HIGHEST ANGEL OF ATTACKTHE HIGHEST ANGEL OF ATTACK
DETERMINING DETERMINING THE STALL THE STALL CONDITIONCONDITION
§ 23.201 Wings level stall.§ 23.201 Wings level stall.
Starting from a speed at Starting from a speed at least 10 knots above the least 10 knots above the stall stall speed, the elevator speed, the elevator control control must be pulled must be pulled back back so so that the rate of speed that the rate of speed reduction reduction will not will not exceed exceed one knot per one knot per second until a second until a stall is stall is produced,as shown produced,as shown by either:by either:
(1) An uncontrollable (1) An uncontrollable downward downward pitching motion ofpitching motion of the airplanethe airplane
(2) A downward pitching motion (2) A downward pitching motion of the airplane resulting from of the airplane resulting from the activation of a stall the activation of a stall
avoidance device (for avoidance device (for example,stick example,stick pusher); pusher);
(3) The control reaching the (3) The control reaching the stop.stop.
(c) V(c) VS1S1 is the stalling speed, is the stalling speed, if obtainable, or the minimum if obtainable, or the minimum steady speed, in knots, CAS at steady speed, in knots, CAS at which the airplane is which the airplane is
controllable with -controllable with -(1)Engine idling,throttle closed(1)Engine idling,throttle closed(2) Propeller takeoff position;(2) Propeller takeoff position;(3) Airplane in the condition (3) Airplane in the condition existing in the test in which existing in the test in which VVS1S1 is being used is being used(4)Maximum weight. (4)Maximum weight.
DEFINITION OF VDEFINITION OF VS1S1
(a) VS0 is the stalling speed, if (a) VS0 is the stalling speed, if obtainable, or the minimum steady obtainable, or the minimum steady speed, speed, in knots (CAS), at which the in knots (CAS), at which the airplane is airplane is controllable, with thecontrollable, with the
1 Power condition set forth in 1 Power condition set forth in subparagraph (c);subparagraph (c);
2 Propeller in the takeoff position2 Propeller in the takeoff position3 Landing gear extended;3 Landing gear extended;4 Wing flaps in the landing position4 Wing flaps in the landing position5 Cowl flaps closed;5 Cowl flaps closed;6 Center of gravity AFT LEGAL LIMIT6 Center of gravity AFT LEGAL LIMIT7 Maximum weight.7 Maximum weight.
DEFINITION OF VDEFINITION OF VSOSO
WHAT HAPPENS
WHEN A WING STALLS?
THE WHOLE WING
DOES NOT STALLS AT
ONCE.
WASHOUT
STALL STRIPS OR SPOILERSSTALL STRIPS OR SPOILERS
STALLSTALLRECOVERYRECOVERY
WHY NOSE WHY NOSE DOWN FIRST DOWN FIRST
THEN THEN POWER?POWER?
NO POWERNO POWER
NO RECOVERYNO RECOVERY
PARTIAL POWERPARTIAL POWER
WHAT HAPPENS WHAT HAPPENS IF YOU DON’T IF YOU DON’T
RECOVERRECOVER
FROM A STALL?FROM A STALL?
POWERPOWERONON
STALLSSTALLS
TAKEOFF STALL- STRAIGHTTAKEOFF STALL- STRAIGHT
DEPARTURE STALL-TURNINGDEPARTURE STALL-TURNING
ARE THERE MORE THAN ONE?ARE THERE MORE THAN ONE?
1010º-20º-25º FLAPS/GEAR DOWNº-20º-25º FLAPS/GEAR DOWN
WHY DO WE PERFORMTAKEOFF STALLS?
WHY DO WE PERFORMDEPARTURE STALLS?
HOW SHOULDPOWER ON STALLS
BE PERFORMED?
FROM CRUISE?
ZOOMING UP
SMALL RELATIVE ANGLE
PA-28R-200 ARROWPA-28R-200 ARROW
VVS1S1 60 KIAS 60 KIAS
VVXX 59 KIAS @ 2,750 # GW 59 KIAS @ 2,750 # GWTO 51 KIAS 2000 #TO 51 KIAS 2000 #
POWERPOWEROFFOFF
STALLSSTALLS
APPROACH CONFIGURATION.APPROACH CONFIGURATION.
LANDING CONFIGURATION.LANDING CONFIGURATION.
ARE THERE MORE THAN ONE?ARE THERE MORE THAN ONE?
CLEAN-PARTIAL FLAPSCLEAN-PARTIAL FLAPSGEAR UP OR DOWNGEAR UP OR DOWN
HOW SHOULDHOW SHOULDAPPROACH AND LANDINGAPPROACH AND LANDINGSTALLS BE PERFORMED?STALLS BE PERFORMED?
WHY AREWHY AREAPPROACH AND LANDINGAPPROACH AND LANDING
STALLS PERFORMED?STALLS PERFORMED?
ENGINE FAILURE?ENGINE FAILURE?
WHICH IS THEWHICH IS THEREALISTIC WAY TO REALISTIC WAY TO
INTENTIONALLY STALLINTENTIONALLY STALLAN AIRPLANE?AN AIRPLANE?
WITH THE SHALLOWESTWITH THE SHALLOWESTRELATIVE ANGLE POSSIBLERELATIVE ANGLE POSSIBLESIMULATING A REALISTICSIMULATING A REALISTIC
SCENARIOSCENARIO
THETHECROSS CONTROLCROSS CONTROL
STALLSTALL
STEP ONESTEP ONETURNINGTURNING
FROM BASE TO FINALFROM BASE TO FINAL3030° BANK° BANK
WHY?WHY?
STEP TWOSTEP TWOOVERSHOOTINGOVERSHOOTING
THE RUNWAY CENTERLINETHE RUNWAY CENTERLINE
WHY?WHY?
STEP THREESTEP THREEPILOT UNDERSTANDS A PILOT UNDERSTANDS A CORRECTION FOR THE CORRECTION FOR THE
OVERSHOOT IS NEEDED.OVERSHOOT IS NEEDED.
STEP FOURSTEP FOURPILOT APPLIES INSIDE RUDDERPILOT APPLIES INSIDE RUDDER
(LEFT RUDDER)(LEFT RUDDER)
WHY?WHY?
STEP FIVESTEP FIVETHE REACTION OF THE AIRPLANE THE REACTION OF THE AIRPLANE
CONFUSES THE PILOT.CONFUSES THE PILOT.
WHY?WHY?
STEP SIXSTEP SIXTHE NOSE DROPSTHE NOSE DROPS
THE OUTSIDE (RIGHT) WING THE OUTSIDE (RIGHT) WING ACCELERATES.ACCELERATES.
THE INSIDE (LEFT) WINGTHE INSIDE (LEFT) WINGDECELERATES.DECELERATES.
STEP SEVENSTEP SEVENOVERBANKING TENDENCYOVERBANKING TENDENCY
COMES INTO PLAY.COMES INTO PLAY.
STEP EIGHTSTEP EIGHTTHE PILOT STARTS TOTHE PILOT STARTS TO
COUNTERACT THE BANKINGCOUNTERACT THE BANKINGBY APPLYING RIGHT AILERON.BY APPLYING RIGHT AILERON.
IT IS NOW WHEN THE CONTROLSIT IS NOW WHEN THE CONTROLS
BEGIN TO GET CROSSED.BEGIN TO GET CROSSED.
STEP NINESTEP NINEADVERSE YAW NOW COMESADVERSE YAW NOW COMES
INTO PLAY, AND PULLS INTO PLAY, AND PULLS THE NOSE EVEN LOWER THE NOSE EVEN LOWER
IN RELATION TO IN RELATION TO THE HORIZON.THE HORIZON.
STEP TENSTEP TENAILERON DEFLECTION AILERON DEFLECTION
CREATES A HIGHER ANGLE OFCREATES A HIGHER ANGLE OFATTACK ON THEATTACK ON THE
LEFT(INSIDE) WING.LEFT(INSIDE) WING.
THE PILOT STARTS TO APPLY BACK THE PILOT STARTS TO APPLY BACK ELEVATOR PRESSURE TRYINGELEVATOR PRESSURE TRYING
TO RAISE THE NOSE, INCREASINGTO RAISE THE NOSE, INCREASINGTHE ANGEL OF ATTACK AND AN THE ANGEL OF ATTACK AND AN
UNINTENTIONAL STALL/SPINUNINTENTIONAL STALL/SPINHAS BEEN CREATED.HAS BEEN CREATED.
STEP ELEVENSTEP ELEVEN
DETERMININGDETERMININGPOSITIVEPOSITIVE
RATE OF CLIMBRATE OF CLIMB
VSIVSI
SLOW FLIGHTSLOW FLIGHT
VSVS
MCAMCA
WHAT’SWHAT’STHE MINIMUM THE MINIMUM CONTROLLABLECONTROLLABLE
AIRSPEEDAIRSPEEDOF YOUR AIRPLANE?OF YOUR AIRPLANE?
SPINAWARENESS
HISTORYHISTORY
1912 WILSON PARKER1912 WILSON PARKERDEVELOPED THE SPINDEVELOPED THE SPIN
AS AN EVASIVE MANEUVER.AS AN EVASIVE MANEUVER.IT WAS USED DURINGIT WAS USED DURING
WORLD WAR I.WORLD WAR I.
FROM WWI THROUGH 1949FROM WWI THROUGH 1949SPINSSPINS
WERE REQUIRED FOR PILOT WERE REQUIRED FOR PILOT CERTIFICATE.CERTIFICATE.
1949 CAA ELIMINATED SPINS FROM1949 CAA ELIMINATED SPINS FROMPILOT CERTIFICATE PILOT CERTIFICATE 1.1. HIGH STALL/SPIN ACCIDENTHIGH STALL/SPIN ACCIDENT
RATE.RATE.2.2. ENCOURAGE MANUFACTURESENCOURAGE MANUFACTURES
TO BUILD SPIN PROOF A/CTO BUILD SPIN PROOF A/C
1991 FAA REQUIRED1991 FAA REQUIREDSTALL/SPINSTALL/SPIN
AWARENESS TRAINING. AWARENESS TRAINING. SEE FAR PART 61.SEE FAR PART 61.
AERODYNAMIC AERODYNAMIC CONDITIONS.CONDITIONS.
FLIGHT SITUATIONS.FLIGHT SITUATIONS.
INSTRUMENT READINGS.INSTRUMENT READINGS.
SPIN/SPIRAL.SPIN/SPIRAL.
•LOAD FACTORS LOAD FACTORS SPIN/SPIRAL. SPIN/SPIRAL.
•SPIN TRAINING SPIN TRAINING RECOMMENDED.RECOMMENDED.
•1/4 TURN @ A TIME.1/4 TURN @ A TIME.
SPIN RECOVERYSPIN RECOVERY
ower offower offilerons neutralilerons neutraludder opposite spinudder opposite spinlevator forwardlevator forwardeutralize controlseutralize controlsake it easyake it easy
PPAARREENNTT
GRAY AREASGRAY AREASRECOVERY WITH AILERONSRECOVERY WITH AILERONS
POWER FIRSTPOWER FIRST
POSITIVE RATE OF CLIMBPOSITIVE RATE OF CLIMB
WHICH WAY WILL IT BRAKE?WHICH WAY WILL IT BRAKE?SKIDDING TURNSKIDDING TURN
VSVSSLIPPING TURNSLIPPING TURN
ASE AME
140
40
60
80
120160180
200
220
240
AIRSPEEDMPH
140
40
60
80
100
120160
180
200
220
240
AIRSPEED
MPH50
100
HOW TOHOW TORECOVER IFRECOVER IF
GAINING ALTITUDE GAINING ALTITUDE DURING A STEEP DURING A STEEP
TURN? TURN?
IF DESCENDINGIF DESCENDING60 60 °° BANK BANK
HOW MANY HOW MANY G ’S?G ’S?
HOW TO RECOVERHOW TO RECOVERIF LOOSING IF LOOSING
ALTITUDE DURINGALTITUDE DURINGA STEEP TURN? A STEEP TURN?
WHY?WHY?
WHEN IN AWHEN IN ADESCENDINGDESCENDING
TURN YOU ARETURN YOU ARENOT PULLING UP,NOT PULLING UP,YOU ARE TIGHTENYOU ARE TIGHTEN
THE TURN.THE TURN.
DON’T EVER GIVE UP