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CFI Workshop - Module 6 Take Off and Landings
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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
Federal AviationAdministration
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?
Federal AviationAdministration
3FAASTeam CFI Workshop 6January 2012
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!
Federal AviationAdministration
4FAASTeam CFI Workshop 6January 2012
Data on Takeoffs & Maneuvering
10.8%
61.9%
16.3%
58.2%
39.6%
24.7% 1.7%
Why so low?
Federal AviationAdministration
5FAASTeam CFI Workshop 6January 2012
Why Such a Low Leathality Rate?
1. Landing speeds are lower
2. Terrain is flatter
3. Most obstacles are limited near the runway
Federal AviationAdministration
6FAASTeam CFI Workshop 6January 2012
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
Federal AviationAdministration
7FAASTeam CFI Workshop 6January 2012
Federal AviationAdministration
8FAASTeam CFI Workshop 6January 2012
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?!?
Federal AviationAdministration
9FAASTeam CFI Workshop 6January 2012
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?
Federal AviationAdministration
10FAASTeam CFI Workshop 6January 2012
Click here to play video
Federal AviationAdministration
11FAASTeam CFI Workshop 6January 2012
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
Federal AviationAdministration
14FAASTeam CFI Workshop 6January 2012
Click here to play video
Federal AviationAdministration
15FAASTeam CFI Workshop 6January 2012
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.
Federal AviationAdministration
16FAASTeam CFI Workshop 6January 2012
Click here to play video
Federal AviationAdministration
17FAASTeam CFI Workshop 6January 2012
Click here to play video
Federal AviationAdministration
18FAASTeam CFI Workshop 6January 2012
Click here to play video
Federal AviationAdministration
19FAASTeam CFI Workshop 6January 2012
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?
Federal AviationAdministration
21FAASTeam CFI Workshop 6January 2012
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”
Federal AviationAdministration
22FAASTeam CFI Workshop 6January 2012
The Impossible Turn
Click here to play video
Federal AviationAdministration
23FAASTeam CFI Workshop 6January 2012
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.
Federal AviationAdministration
24FAASTeam CFI Workshop 6January 2012
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)
Federal AviationAdministration
25FAASTeam CFI Workshop 6January 2012
AERONAUTICAL DECISION MAKING
MOST IMPORTANTLY …
KNOW YOURSELF
Know when it’s time for YOU to divert, or
Go-around,
or Stay on the ground!
Federal AviationAdministration
31FAASTeam CFI Workshop 6January 2012
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.
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“Flipper” – The Friendly Porpoise
Click here to play video
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33FAASTeam CFI Workshop 6January 2012
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 !!
Federal AviationAdministration
36FAASTeam CFI Workshop 6January 2012
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
Federal AviationAdministration
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Federal AviationAdministration
38FAASTeam CFI Workshop 6January 2012
Your Questions?
Federal AviationAdministration
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Federal AviationAdministration
40FAASTeam CFI Workshop 6January 2012
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
Federal AviationAdministration
41FAASTeam CFI Workshop 6January 2012
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
Federal AviationAdministration
42FAASTeam CFI Workshop 6January 2012
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”
Federal AviationAdministration
43FAASTeam CFI Workshop 6January 2012
Question 4.
Takeoff performance figures in the POH are determined by a student pilot, using an older aircraft.
a. True
b. False
Federal AviationAdministration
44FAASTeam CFI Workshop 6January 2012
Question 5.
Most fatal accidents happen during low-level maneuvering flight.
a. True
b. False
Federal AviationAdministration
45FAASTeam CFI Workshop 6January 2012
Federal AviationAdministration
46FAASTeam CFI Workshop 6January 2012
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.
Federal AviationAdministration
47FAASTeam CFI Workshop 6January 2012
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
Reference: Airplane Flying Handbook, page 5-6.
Federal AviationAdministration
48FAASTeam CFI Workshop 6January 2012
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”
Reference: Airplane Flying Handbook, page 16-2.
Federal AviationAdministration
49FAASTeam CFI Workshop 6January 2012
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.
Federal AviationAdministration
50FAASTeam CFI Workshop 6January 2012
Question 5.
Most fatal accidents happen during low-level maneuvering flight.
a. True
b. False
Reference: AOPA’s Nall Report.
Federal AviationAdministration
51FAASTeam CFI Workshop 6January 2012
B R E A