(Maneuvering Flight and Brushing off the Rust ! )

1. (Maneuvering Flight and Brushing off theRust!) CFI Workshop 6 Core Topic 11 Take Offs and Landings

2. 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?

3. 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!

4. Data on Takeoffs & Maneuvering 10.8% 61.9% 16.3% 58.2% 39.6% 1.7% 24.7% Why so low?

5. Why Such a Low Leathality Rate? • Landing speeds are lower • 2. Terrain is flatter • 3. Most obstacles are limited near the runway

6. What is Required to Survive a Crash? • 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

8. Traffic Pattern Distractions • 1. 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?!?

9. 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?

11. ANSWER • Why 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

12. But What About…..??? • Wake Turbulence from larger aircraft • Wake Turbulence from large helicopters • Wind Shear • Turbulence (Orographic) • In-flight icing • Malfunctioning autopilots • 7. Vmc in Multiengine aircraft • 8. Malfunctioning pilot? (aka Incapacitation)

13. I’M AWARE & I PRACTICE • I am aware of how the aircraft handles in slow flight and I routinely practice stalls and spins. • This DOES NOT guarantee that you won’t get close to a stall/spin, but it helps!

15. 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.

19. POSSIBLE ANSWERS • Personality type – “Regulations were written for the other guy” • Peer pressure – wanting to be part of the group • Giving the thrill ride for the first time flyer • It’s legal – “What? I’m 500 ft. from anything” • Showing off for the airport crowd • What if…? • You hit something? Break something? Stall? Spin? Kill someone, in the air or on the ground?

20. Un-Guided Missiles

21. 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”

22. The Impossible Turn

23. 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.

24. 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)

25. AERONAUTICAL DECISION MAKING • MOST IMPORTANTLY … • KNOW YOURSELF • Know when it’s time for YOU to divert, or • Go-around, • or Stay on the ground!

26. THINGS TO REMEMBER • Use all available runway (3 most useless things in aviation?) • Fly in cooler temps – why? • • Use a longer runway, especially with high • density altitude. • 3. Decrease the load – fuel – pax – cargo • 4. Use the LONG runway • 5. Avoid runways with obstacles if possible • 6. Climb out at Vx (until?) and then Vy

27. THINGS TO REMEMBER - Weather • Deflect ailerons into the wind. Why? How much aileron? • • Too much wind? Use another runway. Like ducks in a row • • Use a higher rotation speed. • • Avoid tailwinds unless you have no other option (example: one-way runway). • • Usually best to take off downhill. • • Risks vary with wind, aircraft type, runway slope, terrain. • • Up-hill, grass surface, tailwind requires more runway. • • Acceleration will be slower. When do you abort the T/O? • • May be difficult to out-climb terrain.

28. THINGS TO REMEMBER - Airport • Talk to local pilots or airport manager. A/FD • • Performing a soft-field takeoff. • Keep weight off the nosewheel. • Transition from taxi to takeoff without • stopping. • • Once airborne, accelerate in ground • effect before climbout, unless an obstacle is your path. If so, then what do you do? • Get airborne, accel. IGE to Vx, clear obstacle, • then Vy

30. THINGS TO REMEMBER - Nighttime • Stay night proficient. • • Avoid short runways at night. • During nighttime you will encounter – • Decreased visibility • Possible disorientation • Optical illusions • Use runways with electronic or visual G/S indicators

31. 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.

32. “Flipper” – The Friendly Porpoise

33. 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 !!

36. Remember • Most fatal accidents happen in low level maneuvering flight (LLMF) • Coordinated flight helps avoid stall/spin • Practice makes you a better pilot • Stick and Rudder skills are required skills • Know your individual limits – stick to them • The Go-Around is your friend

38. Your Questions?

39. QUIZ

40. Question 1. • Can the airplane be forced into the air prior to normal lift-off speed? • No, it’s too heavy • No, the tail will drag on the runway • Yes, but this is considered an unsafe practice. • Yes, but only if you have a strong headwind

41. Question 2. • During crosswind takeoffs with a significant wind, what should you do? • Stay on the ground • Hold the main gear on the ground slightly longer so a smooth but very definite lift-off will occur • Get airborne as soon as possible • Ask your CFI to demonstrate another takeoff

42. Question 3 • During an emergency landing what two things are necessary for survival of the crash? • Survivable space, survivable “G” force • Water, food • Food, medical supplies • Functioning 406Mhz ELT, survivable “G”

43. Question 4. • Takeoff performance figures in the POH are determined by a student pilot, using an older aircraft. • True • False

44. Question 5. • Most fatal accidents happen during low-level maneuvering flight. • True • False

45. ANSWERS

46. Question 1. • Can the airplane be forced into the air prior to normal lift-off speed? • No, it’s too heavy • No, the tail will drag on the runway • Yes, but this is considered an unsafe practice. • Yes, but only if you have a strong headwind • Reference: Airplane Flying Handbook, page 5-3.

47. Question 2. • During crosswind takeoffs with a significant wind, what should you do? • Stay on the ground • Hold the main gear on the ground slightly longer so a smooth but very definite lift-off will occur • Get airborne as soon as possible • Ask your CFI to demonstrate another takeoff • Reference: Airplane Flying Handbook, page 5-6.

48. Question 3 • During an emergency landing what two things are necessary for survival of the crash? • Survivable space, survivable “G” force • Water, food • Food, medical supplies • Functioning 406Mhz ELT, survivable “G” • Reference: Airplane Flying Handbook, page 16-2.

49. Question 4. • Takeoff performance figures in the POH are determined by a student pilot, using an older aircraft. • a. True • False • Reference: Pilot’s Handbook of Aeronautical Knowledge, page 10-17.

50. Question 5. • Most fatal accidents happen during low-level maneuvering flight. • a. True • False • Reference: AOPA’s Nall Report.