Version 3.0, 24 September 2011

Flight BriefingStage 1, Module 3

Copyright © 2011 Ted Dudley

Which airplane are you flying?

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Show”

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Select your aircraft

Preflight

Any questions?On today’s preflight, tell me

What type / color fuel are we looking for? How much do we / can we have aboard? What do we do if we find water or contaminants in it? How long can we fly with what’s aboard?

Sectional Charts

What you’ll use for VFR flyingWe’re on the border between Montreal

and New York sectionals Each chart valid for about six monthsScale is 1:500,000

One inch on chart is 500,000 inches (about 7 NM) on ground

You travel one inch every 3 ½ minutes (no wind)Each minute of latitude is one nautical

mile But not so for longitude

Sectional Chart Highlights

Terrain and elevations, tall obstructionsCities, towns, rivers, roads, bridges, etc.Airports and type airspaceVisual and radio aids to navigation, low

altitude airwaysMilitary low level routesImportant frequenciesTabulated lists of info on control towers,

restricted areas, military operating areas

Sectional Charts

Lotsa good stuff hereSpend some time going over the

legend Try to find an example on the chart of

each symbol in the legend Take notes; ask your instructor about

terms you don’t understand

Radio Communications

What frequency will you use and what will you say… On initial contact with ground control? When ready for takeoff? When sent to departure control?

Traffic Pattern Radios with Tower

Initial contact (usually after handoff from approach) Who you are, where you’re going

Approach has usually told you what to do, e.g., “join a right downwind for 33”

If there was a handoff, she already knows where you are

Acknowledge any further clearances with callsign Probably several aircraft in the pattern, so it’s important for

controller to know that the right aircraft got the clearance

Example Radio Calls with Tower

[Approach] “Cessna 8ZD, join left base for runway 1”

“8ZD roger, left base for 1” “8ZD contact tower 118.3”“8ZD roger” “Burlington tower, Cessna 738ZD, for a left base

runway 1” [Tower] “Cessna 8ZD, traffic short final to runway

33, winds 340 at 10, cleared to land runway 1”“8ZD , cleared to land runway 1”

Traffic Pattern Radios – No Tower

Procedures in AC 90-42F, Traffic Advisory Practices at Airports without Operating Control Towers

Use Common Traffic Advisory (CTAF) frequency assigned to that airport

Three kinds of situations; the first two are rare around here Flight Service Station located on field gives Airport Advisory Service UNICOM – Somebody (usually FBO operator) has a radio and can give

advisories Self-announce procedures – nobody home at airport, you’re on your own

No advisory service directs traffic, they just tell you what they see

Airplanes without radios may be in the pattern You won’t hear them call; they won’t hear you. Watch for them!

Traffic Pattern Radios – No Tower

Many fields use common frequencies; always say the name of the field at the beginning and end of each call

Generally use “self-announce” proceduresNobody’s directing traffic; pilots sequence themselves

Listen; ask questions as necessary to find and deconflict with other traffic

First call normally 10 miles out: who you are, where you are, intentions

Other calls as required: Entering downwind, base, final Leaving runway

Example Radio Calls - No Tower

“Plattsburgh Traffic, Cessna 738ZD, Ten miles east for a right downwind runway 35, Plattsburgh”

“Plattsburgh Traffic, Cessna 738ZD, joining right downwind runway 35, Plattsburgh”

“Plattsburgh Traffic, Cessna 738ZD, right base, runway 35, Plattsburgh”

“Plattsburgh Traffic, Cessna 738ZD, short final, runway 35, Plattsburgh”

“Plattsburgh Traffic, Cessna 738ZD, clear of runway 35, Plattsburgh”

Takeoff

Takeoff

Get and acknowledge clearance; line up on centerline

Aileron into any crosswindFull power and hold throttle inSteer with rudder; anticipate tendency to

turn leftSlight back pressure to fly at 60 MPH

49R, 93L

Takeoff

Get and acknowledge clearance; line up on centerline

Aileron into any crosswindFull power and hold throttle inSteer with rudder; anticipate tendency to

turn leftSlight back pressure to fly at 55 KIAS

8ZD

Takeoff

Get and acknowledge clearance; line up on centerline

Aileron into any crosswindFull power and hold throttle inSteer with rudder; anticipate tendency to

turn leftSlight back pressure to fly at 50 MPH

43T

Climbing Flight

Advance the throttle to full, apply back elevator pressure to raise the nose of the airplane and right rudder to center the ball

As power is increased, the airplane’s nose will rise due to increased download on the stabilizer

As pitch attitude increases and the airspeed decreases, progressively more right rudder must be applied to compensate for propeller effects and to hold a constant heading

Climb speed is 80-90 MPH; establish the appropriate attitude and trim for 80-90 MPH

49R, 93L

Climbing Flight

Advance the throttle to full, apply back elevator pressure to raise the nose of the airplane and right rudder to center the ball

As power is increased, the airplane’s nose will rise due to increased download on the stabilizer

As pitch attitude increases and the airspeed decreases, progressively more right rudder must be applied to compensate for propeller effects and to hold a constant heading

Climb speed is 70-85 KIAS; establish the appropriate attitude and trim for 70-85 KIAS

8ZD

Climbing Flight

Advance the throttle to full, apply back elevator pressure to raise the nose of the airplane and right rudder to center the ball

As power is increased, the airplane’s nose will rise due to increased download on the stabilizer

As pitch attitude increases and the airspeed decreases, progressively more right rudder must be applied to compensate for propeller effects and to hold a constant heading

Climb speed is 75-80 MPH; establish the appropriate attitude and trim for 75-80 MPH

43T

Level Off

Initiate the level-off at approximately 10 percent of the rate of climb

Retain climb power temporarily so that the airplane will accelerate to cruise airspeed more rapidly

Trim as you accelerateGood way to remember: PITCH-POWER-TRIMWhen speed reaches the desired cruise speed, set

throttle to cruise power setting and trim for cruise speed

Straight and Level Flight

Set powerSelect some portion of the airplane’s nose as

a reference point, and then keep that point in a fixed position relative to the horizon

Crosscheck against altimeter and vertical velocity, adjust nose position and trim as required

Straight and Level Flight

Of course, if you want to fly straight, wings must be level

Descending Flight

Descend with power as desired Airspeed will increase if you leave the power up; trim as

requiredCarb heat on if RPMs below the green arcFlaps as desired

But mind you don’t overspeed them! Initiate the level-off at approximately 10 percent

of the rate of descentReturn throttle to cruise setting after level-offAgain, it’s PITCH-POWER-TRIM

Ailerons in the direction you want to goWhile rolling, rudder to overcome adverse yaw

Equal amounts of rudder and aileronA little opposite aileron when you’re happy with the

bank angle to stop the rollA little less rudder when bank

angle is setA little more power and

elevator back pressure, especially in turns greater than 30 degrees bank

Level Turns

Turn Coordination

Keep the ball centered – step on the ball

Turns to Headings

Rollout must be started before reaching the desired heading

Normally, the lead is one-half the degrees of bank For example, if the bank is 30°, lead the rollout by 15°

Trimming

Pitch - Power - Trim Set the pitch you want Set the power you want When airspeed is stabilized, trim off any force on the

control wheel that you’re using to maintain the pitch

At any time in stabilized flight, you should have it trimmed so the airplane’s pitch stays where you want it, even if you release the control yoke

North Practice Area

Southwest/ South Practice Area

Slow Flight

When we say “slow flight” we usually mean flight at minimum controllable airspeed Defined as slowest airspeed at which the airplane is

capable of maintaining controlled flight without indications of a stall

usually 3 to 5 knots above stalling speed

Why Do Slow Flight?

You must understand and be able to feel and handle the difference in control response between slow speeds and normal cruising or maneuvering speeds

The airplane handles differently in slow flight The airplane is close to the stall speed in slow flight

So this is the first step in understanding stalls

You’ll do slow flight every time you land Unless you’re messing it up badly…

What’s Different?

At slow speeds, it takes more control deflection to achieve the same rate of movement in pitch/roll/yaw than at faster speeds Can be described as controls feeling “sloppy” or “ragged response”

At speeds below max L/D, it takes more power to fly level at slower speed This is because the induced drag increases rapidly as AOA increases And it gets worse the slower you go The slowest airspeed you can fly level is with full power and full flaps May cause difficulty maintaining altitude

Torque / p factor / slipstream effect all are maximized at high RPM and high AOA So you’ll need a lot of right rudder for coordinated level flight

Performing Slow Flight

Clearing turns first!Mixture – richSelect and maintain an altitude

1500 AGL minimumThrottle back; raise nose as

necessary and trim for level flightFlaps down below flap limit airspeedNote airspeed at which stall horn sounds

Fly that airspeed or the airspeed the instructor specifies

Performing Slow Flight

Add power as required to maintain selected altitude and speed

Right rudder as required to center ball Pretend there’s a rod linking your right hand (throttle) and right

foot (rudder) You may need a little left aileron to keep the wings level

Don’t descend! If you do lose a little altitude, correct it immediately This will require (a lot) more power, more rudder, nose higher After correcting, take a little power and rudder out, pitch to

maintain level flight

Level Turns in Slow Flight

Use shallow (10-15 degrees) bank and a slow roll rate At your speed, a level turn at moderate bank angles will

result in a stall You’ll get a pretty good turn rate at your speed even with a

shallow bankUse just a little more power to overcome extra

drag while rolling / turningRudder as required to maintain coordination

Rolling left may require just easing up on the right rudder for proper coordination

Recovery from Slow Flight

Add full power, accelerate level and straight ahead

Flaps to 20o at first, all the way up after accelerating a bit

Trim!Gradually take out right rudder as you accelerate;

keep ball centeredManeuver is done after you reach 100 KIAS/MPH

PTS Standard for Slow Flight

Altitude, ±100 feetSpecified heading, ±10°Airspeed, +10/−0 knotsSpecified angle of bank, ±10°

Collision Avoidance

Flying a predictable pattern is a collision avoidance tool

You’re not required to do left patterns, but it is the expected direction; you’re not prohibited from doing a straight-in approach, but people don’t always look for the guy doing a straight-in

In the non-towered pattern, the radio doesn’t always tell you where everyone is and where they’re going There might be an aircraft without a radio in the pattern

10 deg

39

10 deg

40

DownwindDownwindDownwindDownwind

FinalFinalFinalFinal

Wind

41

4545oo to Downwind

to Downwind

4545oo to Downwind

to Downwind

Prior to Downwind:Clear!SEATS/BELTS/HARNESSES - SECUREFUEL SELECTOR – BOTH ONLIGHTS - ON AS REQMIXTURE - FULL RICH“Descent/ Before Landing Check complete”Appropriate altitude and direction

On Downwind:About 100 mphRadio call if nontoweredMaintain altitudeAppropriate wind correctionAppropriate distance from runway

On Final:Flaps – Landing settingAirspeed – 65 mphAssess glidepathPitch for speed; Power for glidepath

Abeam touchdown point:CARB HEAT – ON“Landing Check Complete”Touchdown point 45o behind wing:

(this drawing not to scale)

RPM - 1500Maintain level flightFlaps (check airspeed below white arc) – 10o

Slow to 80 mph, then let nose fall to maintain 80 mphClear! Turn to base

On base:Radio call if nontoweredApply appropriate wind correction80 mphFlaps – 20o

Assess glidepathLead turn to final to line up with runway

“Knapp State Traffic, Cessna 5749R, left downwind 17, Knapp State”

“Knapp State Traffic, Cessna 5749R, left base 17, touch and go, Knapp State”

49R, 93L

DownwindDownwindDownwindDownwind

FinalFinalFinalFinal

Wind

42

4545oo to Downwind

to Downwind

4545oo to Downwind

to Downwind

Prior to Downwind:Clear!SEATS/BELTS/HARNESSES – SECUREFUEL SELECTOR - BOTHLIGHTS - ON AS REQMIXTURE - FULL RICH“Descent /Before LandingCheck complete”Appropriate altitude and direction

On Downwind:About 95 KIASRadio call if nontoweredMaintain altitudeAppropriate wind correctionAppropriate distance from runway

Abeam touchdown point:CARB HEAT – ON“Landing Check Complete”

On Final:Flaps – Landing settingAirspeed – 60 KIASAssess glidepathPitch for speed; Power for glidepath

Touchdown point 45o behind wing:(this drawing not to scale)

RPM - 1500Maintain level flightFlaps (check airspeed below white arc) – 10o

Slow to 75KIAS, then let nose fall to maintain 75KIASClear! Turn to base

On base:Radio call if nontoweredApply appropriate wind correction75 KIASFlaps – 20o

Assess glidepathLead turn to final to line up with runway

“Knapp State Traffic, Cessna 738ZD, left downwind 17, Knapp State”

“Knapp State Traffic, Cessna 738ZD, left base 17, touch and go, Knapp State”

8ZD

DownwindDownwindDownwindDownwind

FinalFinalFinalFinal

Wind

43

4545oo to Downwind

to Downwind

4545oo to Downwind

to Downwind

Prior to Downwind:Clear!SEATS/BELTS/HARNESSES - SECUREFUEL SELECTOR - ONLIGHTS - ON AS REQMIXTURE - FULL RICH“Descent /Before LandingCheck complete”Appropriate altitude and direction

On Downwind:About 100 mphRadio call if nontoweredMaintain altitudeAppropriate wind correctionAppropriate distance from runway

Abeam touchdown point:CARB HEAT – ON“Landing Check Complete”

On Final:Flaps – Landing settingAirspeed – 65 mphAssess glidepathPitch for speed; Power for glidepath

Touchdown point 45o behind wing:(this drawing not to scale)

RPM - 1500Maintain level flightFlaps (check airspeed below white arc) – 10o

Slow to 80 mph, then let nose fall to maintain 80 mphClear! Turn to base

On base:Radio call if nontoweredApply appropriate wind correction80 mphFlaps – 20o

Assess glidepathLead turn to final to line up with runway

“Knapp State Traffic, Cessna 5943T, left downwind 17, Knapp State”

“Knapp State Traffic, Cessna 5943T, left base 17, touch and go, Knapp State”

43T

Final Approach

Objective: arrive over the runway numbers On final approach speed Over the runway centerline With the planned flap setting At a height suitable for the roundout/flare maneuver

Final Approach

Flap settings First 200 extension – mostly extra lift Further extension – mostly extra drag

Which is very helpful if you want to descend

Trim changes As you slow, you’ll need to trim nose up. Until… Flaps more than 200 – get less flow over horizontal

stabilizer, resulting in requirement for nose down trim

Final: Airspeed/Aimpoint

Adjust airspeed with nose position; “Pitch for speed” Want to go slower? Nose higher! Want to go faster? Nose lower!

Final: Airspeed/Aimpoint

Adjust aimpoint with power; “Power for glidepath” Too shallow? More power! Too steep? Less power!

And don’t forget to stay on centerline

Common Error on Final

It’s common to get the previous 2 slides backwards Student may just point the nose at the runway

numbers, which results in nose low/higher speed And try to slow by pulling the throttle back

Which doesn’t work because the nose is low All this results in a long, fast landing

Estimating Glidepath

Aim for the runway numbers Shouldn’t be so slow or steep that you lose sight of the

runway numbers

The point at which your flight path intersects the planet is the point which does not move up or down on your windscreen

Estimating Glidepath

You only have one engine, so why not approach a little steep? That way, if the engine quits on final, you may not have to

settle for landing in the trees just short of the runway

For normal approaches, use the PAPI/VASI “on glidepath” indications as a lower limit until nearing flare

The more headwind there is, the steeper your aircraft can approach

Roundout/Flare

A slow, smooth transition from a normal approach attitude to a landing attitude

Gradually round out the flightpath to one that is parallel with, and within a very few inches above, the runway

Look ahead half- to three quarters the way down the runway

Begin at about half a wingspan in altitude Start a little higher, flare more quickly if steep; lower, less quickly if

shallowOnce started, should be a continuous process until the

airplane touches down on the ground This means the yoke should be slowly moving throughout the flare

Common Error in the Flare

As you descend below 100 feet, you’ll notice the ground seem to approach you rapidly

Natural tendency is to pull the nose up to slow the rate at which the ground is approaching

This gets you very slow, high above the runwayHold the nose down to maintain final approach

airspeed until it’s time to flare At about half a wingspan in altitude

In the Flare

Level off a few inches above the runwayPower to idle stopAlign nose with runway with rudderTry to keep it from touching down

It’ll eventually touch down anyway if the power is in idle

But you’ll need to continually and slowly keep the yoke coming back as you decelerate

After Touchdown

You’re not done flying! Don’t just release all pressure on the yoke Ease the nosewheel to the runway

Nosewheel steering available after nosewheel touches down

Maintain runway centerline until slowed to taxi speed

Brake as required

Really Bad Common Error

Never try to touch down at a particular place by releasing back pressure in the flare

You will bounce, every time And this can lead to very disappointing results

We’ll go over how to recover from a bounce in later lessons

Touch and Go

Make sure there’s enough runway remaining!While rolling down/correcting to the centerline:

Flaps –up Either trim back to takeoff index or be prepared to pull

back harder to rotate at proper speed Power and carb heat all the way in; hand remains on

throttle Be prepared for left yawing tendency

Rotate at proper speed

UpwindUpwindUpwindUpwind

Wind

57

Upwind leg:Maximum PowerNormal climb speed(Nontowered) Climb straight ahead until 300 ft below pattern altitudeClear! Turn crosswind

On crosswindRoll out with wind correctionClear!Climb to pattern altitudePrepare to do Descent / Before Landing and Landing checklistsTurn downwind

After Landing

When clear of runway…

49R, 93L

After Landing

When clear of runway…

8ZD

After Landing

When clear of runway…

43T

Shutdown Flow

49R, 93L

Shutdown Flow

8ZD

Shutdown Flow

43T