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Ground School. Private Pilot Airplane Crosswinds Flight School. Requirements for private pilot. 17 years of age Able to read, write and converse in English Obtain at least a 3 rd class medical certificate - PowerPoint PPT Presentation
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Ground SchoolPrivate Pilot Airplane
Crosswinds Flight School
17 years of age Able to read, write and converse in English Obtain at least a 3rd class medical certificate Receive and log ground training from an
authorized instructor or complete a home study course
Pass a knowledge test scoring 70% or better
Requirements for private pilot
Accumulate at least 40 hours of flight timeAt least 20 hours from an authorized flight
instructor, including at least : 3 hr. cross-country 3 hr. at night including
o 1 cross-country flight over 100 NM total distanceo 10 takeoff and landings to a full stop
3 hr. instrument training3 hr. in airplanes in preparation for the practical
test within 60 days prior
Requirements cont.
10 hr. solo flight time5 hr. of solo cross country flights1 solo cross-county of at least 150 NM total
distance, with full-stop landings at a minimum of 3 points and with one segment consisting of at least a 50 NM leg between the takeoff and landing locations
3 solo takeoffs and landings to a full stop at an airport with an operating control tower.
Solo Requirements
Obtain a logbook sign-off by your CFI for:Preflight preparation/proceduresAirport/seaport base operationsTakeoffs, landings, and go-aroundsPerformance maneuversGround reference maneuversNavigationSlow flight and stallsBasic instrument maneuversEmergency operationsNight operationsPost flight proceduresSuccessfully complete a practical flight test with
FAA
Requirements cont.
Aircraft Training Airports Aerodynamics Airplane Stability, Load Factors, and Wake
Day 1
Dispatch procedures Use of checklists Certificates and Documents Location and Use Aircraft Preflight Aeronautical Decision Making and Judgment Recovery Procedures Engine Controls Flight Controls Emergency Equipment & survival gear Aircraft Servicing Fuel grades
Aircraft Training
Scheduling Aircraft key control procedures Aircraft and airport security/access
procedures Handling of aircraft and discrepancies found
during preflight including re-dispatch in a new aircraft, if appropriate
Dispatch procedures
The foundation of pilot standardization and cockpit safety
Use of checklists
Preflight inspectionBefore engine startEngine startingBefore taxiBefore takeoffAfter takeoff
CruiseDescentBefore landingAfter landingEngine shutdown/ securingemergency
A airworthiness certificateR registrationR radio license (not required in US) O operation limitations – may be any combination of FAA –approved airplane Flight manual and/or pilot’s operating handbook, placards, instrument markingsW weight and balance info
Certificates and documents location and use
Follow the checklist!
Aircraft preflight
Decisions with time constraints immediate action 1. Aviate2. Navigate 3. communicate Decisions without time constraints1. Aviate2. Gather information3. Consider alternative action
Aeronautical decision making and judgment
Antiauthority - resents supervision, does not like
to be bound by schedules or habits, prefers to do
things when they feel ready Impulsivity - the inclination of an individual to initiate behavior without adequate forethought
as to the consequences of their actions Invulnerability – resistant to harm and impact Macho - trying to cover up their complex Resignation – believes they can’t do it and gives in
Hazardous attitudes
Ground handling after flight – fueling Securing the aircraft Locking and securing keys Paperwork after flight Notification of aircraft discrepancies Return of aircraft to the way it was found
Recovery procedures
Primer – if engine is coldMaster switch – battery/alternator
Throttle – pump 3 times Ignition – turn to start
Engine controls
AileronsRudderElevator
Flight controls
ELT – required Water Food First aid kit Aviation fire extinguisher Cell phone Flotation device – if over water Emergency strobe/flash light – batteries Blanket/hat/coat/gloves – cold weather gear
Emergency equipment andsurvival gear
Money or credit card for fuel/oil Make sure you are able to self-service
Aircraft servicing
Low-lead 100- octane ( 100LL ) Dyed blue Distinctive AVGAS odor
Jet-A Clear or straw colored Kerosene scent and oily to touch
Automotive gas –MOGAS (appropriate aircraft)
Fuel grades
Wind Direction Indicators Airport, Runway, and Taxiway Signs Airport, Runway, and Taxiway Markings Airport, Runway, and Taxiway Lighting Radio Calls and Checks CTAF Obtaining Airport Advisories
Airports
Wind direction indicators
Traffic pattern indicators
Airport signs – color is key
Red- mandatoryBlack/yellow letters – positionYellow/black letters - directional
Airport, runway, andtaxiway signs
Airport signage
Airport, runway, andtaxiway markings
Phonetic alphabet
Use the 5 W’sWho are you calling – “Crosskeys traffic”Who are you – “Cessna 14H”Where are you – “Departing/downwind/final/clear”What your intentions are - “For 27/9”Who are you calling – for clarification –
“Crosskeys”
Radio calls and checks
For airports without a control towerMay be a:◦UNICOM◦Multicom◦FSS◦Tower frequency (when closed) and is
identified in appropriate aeronautical publications.
CTAF-common traffic advisory frequency
UNICOM – a nongovernmental communications facility which may provide information at
certain airports. Multicom – a mobile service not open to public Correspondence used to provide
communications essential to conduct the activities being performed by or directed from private aircraft.
CTAF continued
1-800 WX-briefFSS – Air traffic facilities which provide Pilot briefings En route communication VFR search and rescue services Assist lost aircraft and aircraft in emergencies Relay ATC clearances Originate Notices to Airmen (NOTAMS) Broadcast aviation wx and NAS (National air service)
information Receive and process flight plans Monitor NAVAIDs
Flight service station
In addition, at selected locations, FSSs provide
En route Flight Advisory Service (Flight watch)
Flight Watch is the common name in the United States for
an Enroute Flight Advisory Service (EFAS) dedicated to providing weather to and collecting it from pilots operating at lower altitudes (mostly general aviation). Take weather observations Issue airport advisories Advise customs and immigrations of trans-
boarder flights
Flight service station continued
Local airport advisory is provided by flight service stations or the military at airports not serviced by an operating control tower
◦ Provides information to arriving and departing aircraft concerning wind direction and speed, favored runway, altimeter setting, pertinent know traffic, pertinent know field conditions, airport taxi routes and traffic patters, and authorized instrument approaches.
◦ This information is advisory only – not an ATC clearance
Obtaining airport advisories
Other airport advisories common at non-tower airports may be obtained over the CTAF from other aircraft in the pattern or through the UNICOM.
Pilots landing at non-tower airports should monitor the CTAF at least 10-20 miles out to hear other traffic in the pattern.
If unable, request an airport advisory 5-10 miles out.
Check wind sock.
Obtaining airport advisories
Runway Incursions Use of Aircraft Lighting during Taxi and
Traffic Pattern Operations Collision avoidance Scanning for Traffic Traffic Pattern Operations Practice Area Operations
Airports continued
Never taxi onto any runway without first looking for landing traffic.
Always monitor the CTAF and/or the appropriate ATC frequencies while operating on the surface of an airport.
Runway incursions
General – see and avoid In distress – has the right of way above all Converging – the aircraft to the right
or the least maneuverable (glider, balloon, airship) or an aircraft towing another aircraft.
Head-on – each alters to the right Overtaking – the aircraft being overtaken, the
overtaking aircraft alters course to the right. Landing – aircraft on final, or the lower
aircraft.
Right-of-way rules
Engine running - beacon Taxiing – navigation, position, anti-
collision Crossing runway – all exterior lights Taxi to takeoff – all lights that silhouette Takeoff – landing light on when cleared Day or night – landing light should be
left on until well clear of the pattern and turned
on well before reaching the pattern.
Use of lighting during taxi andtraffic pattern operations
Look outside the aircraft Use the radio to announce intentions Determine relative altitude of other
aircrafts. Take appropriate action – (right-of-way) Multiple threats – climb, descend, turn Collision course – appear to not be moving High hazard areas – airports, VORs Cockpit management – proper flight
planning ATC support – request flight following
Collision avoidance
Eyes can observe an approximate 200 degree arc at a glance but only a small part of the
eye can focus in on a point.
Use a series of short, regularly spaced eye movements, 10 degrees at a time for 1 minute each.
Use the whole scanning area even behind each wing
Scanning for traffic
Traffic pattern operations
Review practice area
Clearing turns
Look for traffic
Maintain a safe altitude
Practice area operations
4 Forces of Flight Angle of Attack Airframe (Components) Three Axes of Flight Forces Acting on a Climbing Aircraft Forces Acting on a Descending Aircraft Forces Acting on a Turning Aircraft Effects of Flaps Critical Angle of Attack/Stalls Spin Awareness
Aerodynamics
4 forces of flight
Supporting force for flight in an atmosphere Acts perpendicular to the relative wind Generated through Bernoulli’s Principle and
Newton’s Law
Lift
As a fluid passes through a pipe that narrows or widens, the velocity and pressure of the fluid vary. As the pipe narrows, the fluid flows more quickly. Surprisingly, Bernoulli's Principle tells us that as the fluid flows more quickly through the narrow sections, the pressure actually decreases rather than increases!
http://mitchellscience.com/bernoulli_principle_animation
Bernoulli ‘s Principle
Newton’s 1st Law
Newton 2nd law
Newton’s 3rd law
Newton’s 3rd law
Parts of an airfoil
Considered to act parallel and just about on the longitudinal axis
Produced by movement of the air by propeller or the expansion of air in a turbine
Thrust
Mass X acceleration (gravity)
Always act toward the center on the earth
Considered to act from the center of gravityCG is the point on the aircraft, that if suspended it
would balance.
Weight/Gravity
dragTwo types- parasite & inducedRetarding forceActs parallel to relative wind
During straight & level Lift = Weight Thrust = Drag
Steady state flightUpward and downward forces are equalForward = retarding forces
Drag
Parasite drag – friction
Induced drag-induced by the creation of lift
Induced drag
Drag curve
The acute angle between the chord line of the airfoil and the direction of the relative wind
At angles less that the critical angle of attack, an increase in the angle of attack will increase lift provided that all other factors are the same
Angle of attack
Angle of attack
3 axes of flight
Airframe construction (components)
FuselageMonocoque – skin carries all of the stressTruss – internal structure with non-load carrying skinSemi-monocoque – inside formers & stringers
WingsProvides all the lift that supports aircraft in flight
EmpennageVertical stabilizer – directional balanceRudder – direction of yawHorizontal stabilizer – longitudinal balanceElevator – controls the pitch
Airframe componets
Rudder - yaw about the vertical axis
Elevator – pitch about the lateral axis
Ailerons – bank (roll) around the longitudinal axis
Primary flight controls
Rudder
Elevator
Ailerons
Trim tabs -for trimming and balancing aircraftTrim tabsServo tabsBalance tabsAnti-servo tabs
Spoilers & dive brakes – increase descent without an increase in airspeed
Wing flaps – increase lift and dragSplitSlottedFowler
Secondary flight controls
Flaps
Retractable vs. fixed
Tricycle vs. conventional (tail wheel)
Landing gear
Forces acting on a climbing aircraft
Vy – best rate most altitude over time
Vx – best angle most altitude over distance
Cruise climbUsed for improved engine cooling and
visibility Steady state climb
Constant rate & airspeed climb
Climbs
P-factor – descending propeller blade produces
more lift and pulls aircraft to the left (yaw) Torque reaction - twisting on engine creates
roll and yaw Spiraling slip stream - twisting air around
fuselage creates roll and yaw Gyroscopic precession – propeller act as a gyroscope
Left turning tendencies – the needfor right rudder at high power
Left turning tendencies
LiftMay be the same as levelComponent acts forward from vertical due to
the line of flight Thrust
Pilots prerogative Weight
Always acts toward the center of the earth Drag
May increase
Best glide -Most distance per unit of altitude
Forces acting on a descending aircraft
Forces on a turning aircraft
Bank the aircraft in order to change the direction of flightRudder yaws but does not create the unbalance
of forces needed to change direction Slip – tail inside Skid – tail outside
Adverse yaw Raised wing creates more lift and more drag.Aircraft tries to turn opposite the turn.
creates added drag
Forces on a turning aircraft
Correct by making Coordinated turns
Horizontal turnsLift vector is tilted
Creates an acceleration
Shallow - 0 to 20 degrees of bank Medium – 20 to 45 degree of bank Steep – more than 45 degree of bankApply coordinated aileron and rudder initially
for the turn, then increase back pressure, once the turn is established pressure on controls can be relaxed
Types of turns
Level/Medium/Steep turns
Constant turns
The raised wing creates more lift than the lowered wind. Especially in steeper turns the lift on the raised wing will continue to increase and will need aileron applied opposite the turn in order to correct.
Overbanking tendencies
Extending the flaps increases:Wing camberWing area (some types)Angle of attack of the wing
These changes increase lift and drag (induced and parasite
Allows the pilot to make a steeper approach without increasing airspeed
May provide increased lift required for certain maneuvers
Effect of flaps
An airplane will fly as long as the wing is creating sufficient lift to counteract the load imposed on it
The angle of attack at which a wing stalls regardless of airspeed, flight attitude, or weight is known as the critical angle of attack
Critical angle of attack/Stalls
The direct cause of every stall is an excessive angle of attack
The smooth flow of air over the top of the wing is disturbed at this critical angle of attack
The stalling speed of a particular airplane is not a fixed value for all flight situations
A given airplane will always stall at the same angle of attack regardless of airspeed, weight, load factor, or density altitude
The angle is typically from 16-20 degrees, depending on the airplane’s design
Critical angle of attack/Stalls
Angle of attack vs flight path
The critical angle of attack can be exceeded at any attitude or airspeedAt low airspeed, the angle of attack will tend to
be highAbrupt control application and/or higher bank
angles will be involved with exceeding the critical angle of attack at higher airspeeds or lower pitch attitudes
Recovery from a stall requires the pilot to reduce the angle of attack to allow the smooth air over the wing to begin againConsiderable altitude may be lost during recovery
Critical angle of attack/Stalls
A spin may be defined as an aggravated stall that results “autorotation” and the airplane follows a downward corkscrew path
The “autorotation” results from an unequal angle of attack on the airplane’s wingsThe rising wing is less stalled The descending wing has exceeded the critical
angle of attack and is more stalled Spins may occur during stalls with a sideslip
or yaw acting on the airplane at the time of the stall
Spin awareness
Entry - stall Incipient – lasts about 4 to 6 seconds approximately 2 turns Developed – airspeed vertical speed, and rate of rotation are stabilized. Altitude loss approximately 500 feet each 3 second turn Recovery - wings regain lift recovery in about ½
to ¼ turn after anti-spin inputs are applied
4 phases of a spin
Reduce the throttle to idle Position the ailerons to neutral Apply full opposite rudder Apply positive forward movement of the
elevator forward of neutral to break the stall After spin rotation stops, neutralize the
rudder Begin applying back pressure to raise the
nose to level flight
Spin recovery
Spin avoidance and recovery require positive control applications
Intentional spins should only be practiced within the limitations of a properly rigged airplane with a qualified instructor at an altitude allowing recovery prior to descent below 3000ft AGL
Spin avoidance
Static Stability (Positive/Negative) Dynamic Stability (Positive/Negative) Dihedral Effect Ground Effect Wing Tip Vortices Wake Static Stability (Positive/Negative) Dynamic Stability (Positive/Negative) Dihedral Effect Ground Effect Wing Tip Vortices Wake Turbulence and Avoidance Load Factor and Gusts
Airplane Stability (PIO), Load Factors, and Wake
Stability - the inherent quality of an airplane to correct for conditions that may disturb it from equilibrium
Controllability - the airplane’s capability to respond to a pilot’ control inputs
Maneuverability - the ability of the aircraft to change direction about the three exes and withstand the forces imposed by the maneuver
Stability defined
Positive – when moved out of equilibrium the more likely it is to return to equilibrium
Neutral – when moved out of equilibrium it will tend to stay in the new position
Negative – when moved out of equilibrium the more likely it is to continue in the new direction
Positive/Neutral/Negative
In inherently stable aircraft returns to it’s original position after being disturbed
The location of the center of gravity (CG) determines the longitudinal stability
Too much stability is detrimental to maneuverability
Too little stability can be detrimental to controllability
Relationships to stability
Types of Stability
Stability - the inherent quality of an airplane to correct for conditions that may disturb it from equilibrium
Controllability - the airplane’s capability to respond to a pilot’ control inputs
Maneuverability - the ability of the aircraft to change direction about the three exes and withstand the forces imposed by the maneuver
Static stability (positive/negative)
The result over time when reacting to a disturbance from equilibrium
Dynamic stability requires positive static stability as the initial reactionAn aircraft with positive dynamic stability will
tend to return to equilibrium through smaller and smaller oscillations
An aircraft with neutral dynamic stability will tend to continue oscillation with the same magnitude for each oscillation
An aircraft with negative dynamic stability will continue oscillating with the magnitude of each oscillation increasing
Dynamic stability (positive/negative)
Dihedral is the angle at which the wings are slanted upward from the root to the tip
Dihedral’s stabilizing effect is the result of a slight sideslip which occurs when one wing is forced downThe sideslip creates a difference between the
angle of attack on the upper and lower wings with the lower wing having a greater angle of attack (creating more lift) and raises the lowered wing
Dihedral effect
Dihedral effect
By over-controlling/correcting the aircraft the pilot disturbs the inherent stability creating oscillations that increase in magnitude until the aircraft become impossible to control
Pilot induced oscillations (PIO)
The condition of improved performance encountered when the aircraft is near the ground (approximately a wing span)The ground changes the airflow around the
wing and creates a cushion of air This reduces the upwash, downwash, and
wingtip vortices Results in a reduction of induced drag
Ground effect
Upwash / downwash
Good stuffAllows the pilot to reduce wear and tear on the
aircraft and increase acceleration when operating from a soft-field
May be utilized to soften a landing
Bad stuffMay allow the aircraft to takeoff before the
aircraft is ready to continue flying which can result in settling
May cause excessive float on landing
Uses and dangers of ground effect
Wing tip vortices
Wing tip vortices
Wake turbulence & avoidance
Strongest wakeHeavy (larger AOA)Clean (no changes in the wing)Slow (larger AOA)
Jet blastExhaust from a jet can flip a light aircraftStay back 500 ft.
Wake turbulence
Wake turbulence avoidance in flightAvoid 5+ miles behind the aircraftAvoid 1,000ft below the aircraft
Wake turbulence avoidance landingApproach above the larger aircraft’s pathTouchdown beyond the larger aircraft’s
touchdown pointLand prior to the larger aircraft’s rotation pointBe cautious of crosswinds that can make them
drift Wake turbulence avoidance departing
Rotate prior to and climb above the flight pathWait 2-3 minutes if departing for dissipation
Wake turbulence & avoidance
A load is a force which is supported by the wings of the aircraft
the load in straight-and-level unaccelerated flight is the weight of the aircraft and its contents (1 G)
A load factor is a ratio of the total load supported by the wings to the actual weight of the aircraft and its contentsAlso referred to as G’s (gravities)
Climbing or turning will increase the G loadThe load factor in turning flight is determined by
the bank angle
Load factor
Load factor chart
Load factor in a turn
Increase of load factor with increase of bank angle
Increase in weight in turns
In order to maintain level flight during a turn, the wings must produce enough lift to support the weight of the aircraft multiplied by the load factor
The increased angle of attack required to produce the extra lift at any given bank angle will increase the stall speed of the aircraft (multiply the stall speed by the square root of the load factor to determine the higher stall speed)
Stall speed and load factor
Designed to handle without breaking apart
Normal = +2.5 to +3.8/-1.0 to -1.52(weight dependent)
Utility = +4.4/-1.76 Acrobatic = +6.0/-3.0 Transport = +2.5 to +3.8/-1.0
(weight dependent)
Category of aircraft
Va – the maximum speed that the aircraft will stall before a damaging load factor results
or the maximum speed at which full of
abrupt control movements may be used without overstressing the aircraft
Va changes with the weight of the aircraft Va is typically published for max gross
weight (at weights less than max Va is lower)
Va – maneuvering speed
Vertical air currents or gusts may impose an increased load factor on an airplaneThese gusts are felt by the pilot and passengers
as turbulenceThe aircraft’s speed must be kept below Vno
(normal operating range) in any turbulence to prevent damage
It should be kept below Va in severe of greater turbulence to allow an additional safety factor
Vertical gusts/Turbulence