Version 1.0, 25 September 2011 Flight Briefing Stage 1, Module 4 Copyright © 2011 Ted Dudley.
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Transcript of Version 1.0, 25 September 2011 Flight Briefing Stage 1, Module 4 Copyright © 2011 Ted Dudley.
Which airplane are you flying?
Hit the esc keyClick on “Slide
Show”
Click on “Custom Slide Show”
Select your aircraft
Preflight
Any questions?On today’s preflight, tell me
What documents are required to be aboard? Identify the function of all the visible antennas on the
aircraft. What’s the proper inflation pressure for the nose and
main tires? How long can we fly with the fuel that’s aboard?
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?
Let’s pretend we’re going to KFSO for practice patterns. What frequency will you use and what radio calls are required there?
Sectional Charts
Using the Montreal Sectional, tell me: What does it mean when an airfield is
depicted in blue? What’s the lowest altitude at which you can
overfly the Burlington Class C airspace? When is R6501A active? When is R6501B
active? What’s the difference between the two?
What’s the pattern altitude, CTAF and ASOS freqs, and runway length at KPBG? Would you make left traffic on all runways there?
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
Descending Flight
Descend with power as desired Airspeed will increase if you leave the power up; trim as required
Carb 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
Performing Steep Turns
Clear!Ensure you’re in stabilized, level flightTell the IP the your target altitude, airspeed,
and entry/rollout heading (360o turn)Look in direction of turn and smoothly roll
into 45o of bank, maintaining coordinationAdd a little power to maintain speed
Performing Steep Turns
Maintain altitude, speed, and bank angle; make corrections as required
Lead rollout by about 15 degrees, and maintain coordination while rolling out
Throttle as required after rolling out
Tips for Steep Turns
Remember it’s a visual maneuver; look over the cowling and adjust the sight picture as required
Practice enough to memorize the sight picture for 45o bank and a reasonable airspeed Check sight picture – check altitude trend – make
correction Check sight picture – check bank angle – make
correction Check sight picture – check airspeed – make
correction Repeat from the top until it’s time to roll out
Tips for Steep Turns
Because of parallax, the sight picture is different when turning left than when turning right
When stabilized in the turn, you’ll need: A little rudder in the direction of the turn for
coordination A little aileron against the turn to avoid overbanking
tendencyPTS standards:
Altitude, ±100 feet, airspeed, ±10 knots, Bank angle, ±5°, roll out on the entry heading,
±10°
Tips for Steep Turns
You’ll need to hold back pressure when stabilized Constant airspeed, level, 45o bank = 1.4 Gs. You’ll feel
heavy in the seat.It’s easy to initially let the nose drop too
much, then overbank. If the nose is a lot too low (altitude decreasing rapidly), take a little bank out, raise the nose to proper sight picture, put the bank back in
Performing Slow Flight
Clearing turns first!Mixture – richSelect and maintain an altitude
1500 AGL minimum Throttle 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
Why Practice Stalls?
Inadvertent stalls are a very popular way to die
You must and will understand: What a stall is
What it looks / feels / sounds / tastes/smells like
How to avoid it And, most important, how to
recover from it If you ever have a bad enough day
that it becomes necessary
Stall/Spin Accidents, 2006-2011
Why did all those people crash?
They didn’t recognize the impending stallWhen they did stall, they reacted with a panic
response instead of a trained response Panic response is mediated from a different part of
your brain than a trained response. It never does things by degrees
Once the panic response took over, the thinking part of the brain never regained control
Panic Response to Stall
Brain, surprised by nose falling when it thinks it shouldn’t be, says “&*%^! Nose is falling! Better pull back on the yoke!” Yoke goes to the aft stop and stays there. Panicked brain will not
move it from there as long as it’s panicked.If a wing lowers during stall, as is usual, brain says “&*%^!
Wing is dropping! Better roll in the opposite direction!” Yoke turns full to the side and stays there. Will not move again as
long as brain is panicked.This combination of controls is also known as “pro-spin”
controls. Aircraft enters a spin.
Panic Response to Stall
Now the brain is really panicked; little chance of overcoming this with a trained response
Either the aircraft hits the ground in a spin, or if recovery does get attempted, it’s interrupted by the surface of the planet
Objectives of stall practice: Recognize impending stall in time to avoid it If that fails, train the panic response away;
substitute a proper response
Stall Training
Although excessive AOA and a stall can occur at any airspeed, attitude, or power setting, in a general aviation environment, it’s most likely to happen as a result of trying to fly too slowly
These are the kinds of stalls we’ll concentrate on
Good news: stall recovery techniques don’t change no matter what kind of stall you accomplish
Kinds of Stalls
FAA’s Airplane Flying Handbook discusses these kinds of stalls: Power-on stall Power-off stall Secondary stall Accelerated stall Cross-control stall Elevator trim stall
The first two listed are required maneuvers on your Private Pilot checkride, so we’ll concentrate on them
Stall Setup
Minimum recovery altitude is 1500 AGL What will that altitude be on your altimeter?
Accomplish a descent check; select mixture – rich
Clearing turns!
Power-on Stall
Let’s pretend: We just took off; we’re climbing out, full power, flaps up We set the pitch attitude too high, and failed to notice
indications of impending stall When it finally does stall, we want to recover with
minimum loss of altitudeWe’ll practice these both straight ahead and in
shallow (20 ±10°) turns
Power-on Stall Entry
After setup, throttle back, carb heat out, slow to a speed near takeoff speed
Throttle and carb heat full in, raise nose to about 20-25o nose high Right rudder required as you push in the power
Hold attitude, keep it coordinated, ignore indications of impending stall
This will require constantly moving the yoke back and increasing right rudder as it slows
If turning, opposite aileron will be required to keep bank angle from increasing as you slow
Recover when nose falls due to stall
Stall Recovery
Almost simultaneously, in order of importance: Decrease angle of attack Level the wings Achieve maximum power
Stop descent and begin to accelerateContinue to accelerate and recover
Decrease Angle of Attack
This means “decrease back pressure on the yoke”
Pushing the yoke forward will result in a longer time to recover / more altitude lost in the recovery
Level the Wings
Ailerons will probably still be effective, due to design of your aircraft Wings are designed to stall at the roots first, tips later,
and ailerons are near the tipsRudder will be effective no matter whatUse coordinated aileron and rudder to get
wings level
Achieve Maximum Power
You’re already there; check throttle full inYou’ll need a lot of right rudder to stay
coordinated due to high RPM/low airspeed effects
Stop Descent and Accelerate
Reapply enough back pressure to maximize lift
Stop descent; peek at VSI to confirm
When descent is stopped, ease nose over to accelerate
We want recovery tooccur here
Accelerate and Clean Up
Accelerate level to slightly climbingYou’ll need gradually less rudder as you
accelerateFor our purposes, maneuver is over when you
reach 100 kts/MPH
Power-off Stall
Let’s pretend: We’re in the traffic pattern preparing to land, flaps
down, throttle in idle We set the pitch attitude too high, and failed to notice
indications of impending stall When it finally does stall, we want to recover with
minimum loss of altitudeWe’ll practice these both straight ahead and in
shallow (20 ±10°) turns
Power-off Stall Entry
After setup, throttle back, carb heat out, extend flaps, slow to a speed near final approach speed
Throttle to idle, raise nose higher than normal for a final approach
Hold this abnormally high attitude, ignore indications of impending stall
This will require constantly moving the yoke back; if turning, opposite aileron will be required to keep bank angle from increasing as you slow
Recover when nose falls due to stall
Stall Recovery
Almost simultaneously, in order of importance: Decrease angle of attack Level the wings Achieve maximum power
Stop descent and begin to accelerateContinue to accelerate and clean up flaps
Decrease Angle of Attack
This means “decrease back pressure on the yoke”
Pushing the yoke forward will result in a longer time to recover / more altitude lost in the recovery
Level the Wings
Ailerons will probably still be effective, due to design of your aircraft Wings are designed to stall at the roots first, tips later,
and ailerons are near the tipsRudder will be effective no matter whatUse coordinated aileron and rudder to get
wings level
Achieve Maximum Power
Firewall the throttlePush in carb heat
Technique: stick your left thumb out to catch the carb heat knob as you push the throttle in
You’ll need a lot of right rudder to stay coordinated due to high RPM/low airspeed effects
Stop Descent and Accelerate
Reapply enough back pressure to maximize lift
Stop descent; peek at VSI to confirm
When descent is stopped, ease nose over to accelerate
We want recovery tooccur here
Accelerate and Clean Up
While level to slightly climbing, raise flaps Aircraft won’t accelerate well with flaps >20o, so
bring them up to 20o right away Flaps full up after Vx
You’ll need gradually less rudder as you accelerate
For our purposes, maneuver is over when you reach 100 kts/MPH
Stall Recovery
PTS standard for recovery: Recognizes and recovers promptly after the stall
occurs by simultaneously reducing the angle of attack, increasing power as appropriate, and leveling the wings to return to a straight-and-level flight attitude with a minimum loss of altitude appropriate for the airplane
Collision Avoidance
Eyeballs are your best collision avoidance toolLook around during your airwork maneuversBack this up with monitoring the radio – BTV
approach will call with any factor traffic he sees
Downwind
Base
Final
Wind
Standard Traffic Pattern
49
45o 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
Downwind
Base
Final
Wind
Standard Traffic Pattern
50
45o 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
Downwind
Base
Final
Wind
Standard Traffic Pattern
51
45o 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 numbersThe 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 runwayFor 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 runwayBegin at about half a wingspan in altitude
Start a little higher, flare more quickly if steep; lower, less quickly if shallow
Once 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
Crosswin
d
Upwind
Wind
Remaining in Pattern
65
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