Breaking It Down to the Basics

1. Breaking It Down to the Basics Prof. H. Paul Shuch, Ph.D., CFII, DPE LSRM-A/GL/WSC/PPC, iRMT Heavy Chief Flight Instructor, Director of Maintenance AvSport of Lock Haven FAA Safety Team Lead Representative Piper Memorial Airport, Lock Haven PA

2. An FAA Safety Team WINGS Award Seminar

3. Brought to you by: • Sentimental Journey to Cub Haven • Piper Museum • AvSport of Lock Haven • Your FAA Safety Team

4. OVERVIEW: When paging through FAA Practical Test Standards or Airman Certification Standards, most student pilots become overwhelmed by thehuge number of skillswhich must be mastered. Aviation is indeed a multi-disciplinary endeavor!Avoid information overloadby breaking flight down to thefour most basic maneuvers. If you can execute these four tasks (first individually, and then in combination), you can fly.

5. OBJECTIVES: Upon successful completion of this Seminar, you will master four basic flight maneuvers: • Straight and level • Turns • Climbs • Descents and learn to combine them for all phases of flight.

6. Caveat: • The procedures shown here are used successfully by one particular instructor, in one particular aircraft. They may not apply in your situation. Disclaimer: • Nothing in this presentation should be considered a substitute for adequate dual training, conducted by an appropriately rated flight instructor familiar with your particular aircraft.

7. Waiver: • By viewing this presentation, you understand and agree that: • Flying is a sport • There is risk associated with all sports • You accept that risk

8. All Things Come In Fours

9. The Four Elements • Earth • Air • Water • Fire

10. No, That’s Not It!

11. Four Aerodynamic Forces

12. No, Those Aren’t It!

13. Four Degrees of Freedom • Roll • Pitch • Yaw • Time

14. No, Not Those Four Either! We’re talking about: • Straight and Level • Turns • Climbs • Descents

15. Let’s DefineSome Terms

16. Attitude Flying • The term “Attitude” refers to the position of the nose and wings relative to the horizon. • Here we’re talking about the positional attitude of the aircraft, not the psychological attitude of the pilot!

17. Attitude Flying • When flying the airplane, you set the attitude to get the performance you are looking for: • To fly straight and level, establish straight and level attitude • To make a turn, set a turning attitude • to climb or descend, set the attitude as necessary, nose up or nose down, etc.

18. Pitch • The term “Pitch” refers to the position of the nose relative to the horizon. Pitch is controlled by the elevator or stabilator, which is connected to the control stick or yoke, and activated by moving it forward or backward. • Pull back, pitch increases (nose up) • Push forward, pitch decreases (nose down)

19. Pitch for climb or slow speed Pitch for level flight Pitch for descent or high speed.

20. Bank • The term “Bank” refers to the angle of the wings with respect to the horizon. • Bank is controlled by the ailerons on the wings. • Control stick or yoke left = Bank left; • Control stick or yoke right = Bank right

21. Attitude for right turn Attitude for level flight Attitude for left turn

22. Yaw • The term “Yaw” is used to describe the left or right sideways motion of the nose. • Yaw is controlled with the rudder on the tail. • The rudder is connected to the rudder pedals on the floor of the airplane • Push on the left rudder, the nose swings left. • Push on the right rudder, the nose swings right.

24. STRAIGHT AND LEVEL

25. Not changing heading (direction) • Not changing altitude. • Set bank attitude to wings level • Set pitch attitude to no climb/no descent • You will have to learn where the horizon will appear to be for this. Check the altimeter occasionally and make small adjustments as necessary.

26. Looking ahead

27. Looking to the sides

28. Using Trim • The trim control allows you to reduce the pressures you must apply to the controls to hold your desired attitude. • If you need to constantly pull back on the stick to hold the nose up, trim nose up and the pressures required will be reduced; opposite if forward pressure required to keep nose down. • Keeping the airplane in trim will make it easier to fly and increase your ability to control it.

29. Using the Instruments You can use the instruments to check your altitude and other information, but remember to spend most of your time (at least 90%) looking outside! Always be looking out for other aircraft

30. Relationship Between Pitch and Airspeed • Just as power changes affect airspeed, changing the airplane’s pitch attitude will also have an effect on its airspeed. • Bringing the nose up will cause a decrease in airspeed. • Lowering the nose will cause an increase in airspeed. • These changes in speed are the simply caused by gravity acting on the aircraft.

33. Two Types of Drag

39. Minimum Drag Airspeed There is one airspeed at which the total drag on the airplane will be minimal. This speed is typically used to climb the fastest or glide the farthest.

40. Airspeed Stability Power must be increased to increase speed to overcome increased parasite drag. Power must be increased to maintain a slower airspeed to overcome increased induced drag One power setting can yield two speeds

41. Quiz Time!

42. In straight and level flight, the nose of the aircraft is always: • On the horizon • Above the horizon • Below the horizon • At a constant pitch attitude

43. In straight and level flight, the nose of the aircraft is always: • On the horizon • Above the horizon • Below the horizon • At a constant pitch attitude

44. TURNS

45. Basic Turns • To make a turn, set a turning attitude: Bank in the direction you want the airplane to go. • The more steeply you bank, the faster the airplane will turn. • Look before you turn: Always clear the area in which you are about to turn. Make sure there are no potential collision hazards with other aircraft.

46. Using the Rudder in Turns • The rudder controls the airplane’s “yaw,” the sideways movement of the nose left or right. • When the airplane is banked in a turn, the aileron deflection causes the wings to create different amounts of lift and drag.

47. Adverse Yaw • The rising wing will make more drag than the descending wing; this causes the nose to “yaw” towards the high wing in a turn. This yawing is called “adverse yaw” because it acts in the direction against the way the pilot is trying to turn.

48. In a turn to the right, the controls deflect as shown. This results in more lift, but also more drag on the rising (left) wing. Even though the airplane will turn to the right, it will yaw slightly to the left.

49. Controlling Adverse Yaw • The rudder is used to compensate for adverse yaw. • Applying a slight amount of rudder in the direction of the turn will eliminate adverse yaw, and the airplane will turn more smoothly. • When the adverse yaw is correctly compensated for, the airplane is making a “coordinated turn,” meaning the ailerons and rudder are properly balanced with each other.

50. Two ways of looking at it: • Ailerons turn the plane • Rudders overcome adverse yaw OR: • Rudders turn the plane • Ailerons overcome adverse roll