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Cfi Dpe 6
Cfi Dpe 6
CFI Workshop #6
Module 6, Core Topics 11 and 12:
This presentation is approved as a means to provide CFIs with orientation for FAASTeam Approach and Landing Clinics. Additional training to compliment this presentation will be available for CFIs who will conduct a Takeoff and Landing Clinic.
Module #6 Core Topic #11, Takeoff, Landing, and Low Altitude Maneuvering ~
Takeoff, approach and landing procedures Aircraft control in various Areas of Operation Identify strengths and weaknesses Lets take a look as some statistics Encourage Safety through Awareness
Are all of your students registered at FAASafety.gov?
Clinic Objectives
Reduce the Risk of Accidents due to Improper Takeoffs, Landings and Loss of Aircraft Control. Evaluating Takeoff and Landing Procedures and Techniques. Encourage you to maintain your Takeoff and Landing skills through a Proficiency Program. (WINGS) Review recent General Aviation accident statistics for Takeoff and Landings to Increase Awareness and Safety.
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Centerline Control
Always keep the Aircraft on the Centerline of the Taxiway and Runway.
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Application of Aileron
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Premature lift-off resulting in side-skipping. Excessive aileron input in the latter stage of the takeoff roll resulting in a steep bank into the wind at lift-off. Inadequate drift correction after lift-off.
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Definition
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Steep Turns
Disorientation. Attempting to perform the maneuver by instrument reference rather than visual reference. Failure to scan for other traffic during the maneuver.
FAA-H-8083-3A Airplane Flying Handbook
FAASTeam CFI Workshop #6 Federal Aviation Administration 28
Power Off Stall Recovery 1. Reduce Angle of Attack 2. Add Power 3. Keep Wings Level
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Stabilized Approach
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Too high an airspeed resulting in floating on round out. Prematurely reducing power to idle on round out resulting in hard landing. Touchdown with excessive airspeed. Excessive and/or unnecessary braking after touchdown. Failure to maintain directional control.
FAA-H-8083-3A Airplane Flying Handbook
FAASTeam CFI Workshop #6 Federal Aviation Administration
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Crosswind Landings
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Failure to compensate for increased drag during sideslip resulting in excessive sink rate and/or too low an airspeed. Touchdown while drifting. Excessive airspeed on touchdown. Failure to apply appropriate flight control inputs during rollout.
FAA-H-8083-3A Airplane Flying Handbook
FAASTeam CFI Workshop #6 Federal Aviation Administration 37
Excessive braking.
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Questions?
Comments? Ideas?
Quiz time ~
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1. If you realize you are low on the approach, you should a. Initiate a 360 degree and enter the pattern at the appropriate altitude b. Retract flaps c. Immediately apply power d. Increase the pitch attitude
2. If you bounce your landing, you should a. Force the airplane onto the ground b. Go- Around c. Add power and re-land d. Let the instructor land the airplane
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3. True or False; The takeoff or landing speed is generally a function of the stall speed or minimum flying speed. 4. What is a stabilized approach? 5. During takeoff or landing a cross wind is only a factor when it is in excess of ten miles per hour or gusty. True or false?
Answers follow . . . . . . . . . . . .
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1. If you realize you are low on the approach, you should a. Initiate a 360 degree and enter the pattern at the appropriate altitude b. Retract flaps c. Immediately apply power d. Increase the pitch attitude c. Apply power - Airplane Flying Handbook 2. If you bounce your landing, you should a. Force the airplane onto the ground b. Go- Around c. Add power and re-land d. Let the instructor land the airplane b. go-around - Airplane Flying Handbook
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3. True or False; The takeoff or landing speed is generally a function of the stall speed or minimum flying speed. True - Pilots Handbook of Aeronautical Knowledge. 4. What is a stabilized approach? An approach in which the pilot establishes and maintains a constant angle glide path towards a predetermined point on the landing runway. Airplane flying handbook p. 8-7
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5. During takeoff or landing a cross wind is only a factor when it is in excess of ten miles per hour or gusty. True or false? False, in fact FAASTeam statistics demonstrate that a cross wind of significantly less than ten miles per hour is frequently a contributing factor to the cause of mishaps.
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1850, grass, its hot, and the tanks are pretty full .
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... only three of us and theres a river beyond the trees ....
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They didnt consider the potential problems for takeoff before they landed there. They didnt consider options when they realized the takeoff might be difficult. They didnt confirm that the airplanes performance capabilities would allow a safe takeoff, or not. They didnt plan for a point at which to abort the takeoff if acceleration was too slow. The aircraft owner, his teenage son, and a CFI did all drown in the wreckage.
FAASTeam CFI Workshop #6 Federal Aviation Administration 54
Take your pick, each one defines an end to options: limitation - restriction: a principle that limits the extent of something; limitation - the quality of being limited or restricted; limitation - limit: the greatest amount of something that is possible or allowed; limitation - (law) a time period after which suits cannot be brought; limitation - an act of limiting or restricting (as by regulation)
FAASTeam CFI Workshop #6 Federal Aviation Administration
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What do you want your students to do? Will they know what options exist? Is I think we can good enough for you? Where is the performance information a pilot needs in order to be sure? What warnings are there to tell us were at or near a limit?
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What do you want your students to do? Make decisions based on knowledge and facts. Will they know what options exist? Give them problems to solve during their training. Is I think we can good enough for you? Give them the opportunity to evaluate conditions. Where is the performance information a pilot needs in order to be sure? Show them the Pilot Operation Handbook and performance charts, insist that they are used. What warnings are there to tell us were at or near a limit? Teach them to use situational awareness in all aspects of preflight planning and in flight
FAASTeam CFI Workshop #6 Federal Aviation Administration
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..get all that stuff out, review it yourself and then share your knowledge.
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Weight can be a limitation depending on runway length, temperature, runway condition, and density altitude.
What to do? Less fuel? Maybe, whats the weather doing? Fewer passengers? Could you leave someone behind? Different runway? Perhaps the opposite direction? Wait until the temperature decreases? Can you spare the time it takes to stay alive?
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Does the weight of whatever you put into the aircraft remain constant? What happens when you bank for a turn . and maintain your altitude then increase your bank angle to 45 .. 60 degrees ?
In which Category was your airplane Certificated, how many Gs are legal?
100 pounds at 3 Gs becomes 300 pounds . Is that a limitation? How about bags and cargo?
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After you have convinced your students that you cant always fill every space in the aircraft, fill the tanks, and not exceed several of its operational limitations
Remind them that the Certificated limits are based on the performance of a new aircraft, at the exact weight, at a density altitude equal to sea level and standard temperature, demonstrated by ...
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Make sure your students know that the tables and calculations available in the Pilots Operating Handbook are based on pressure/density altitude.
The International Standards Association (ISA) has defined a Standard Atmosphere as: Sea Level Barometric Pressure of 29.92 inches of Mercury (in. Hg) Sea Level Temperature of 15 Celsius (15 C or 59 F) Relative humidity of 0 % Standard temperature lapse rate of 2 C per 1000 feet altitude Standard pressure lapse rate of 1 in. Hg per 1000 feet altitude A standard decrease in density as altitude increases
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Pressure Altitude adjusts for pressure difference between your air and standard atmosphere. The question is What would your altimeter read if you were in a standard atmosphere at your current actual altitude? This altitude is called PRESSURE ALTITUDE.
Density Altitude uses Pressure Altitude as a basis, and adds in a correction factor for nonstandard temperature.
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Even when you take care of all the other details, if you havent considered C of G ..
Normal Category
2400 2350 2300 2250 2200 2150 2100 2050 2000 1950 1900 1850 1800 1750 1700 1650 1600 1550 1500 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 Total Moment/1000
Utility Category
Operating point
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What should you expect if the airplane is tail heavy, even when you are within CG limits or,
the airplane is nose heavy; Flight Control effectiveness? During takeoff? During Landing? During a Stall? During Spin Recovery?
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Again,
Teach your students to consider options prior to takeoff, operations during flight, and landing. Teach them to consider the limitations of the aircraft and their own limitations based on their knowledge and experience.
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The aircrafts performance capability, the airspeed, and altitude from which the maneuver was initiated combined did not allow the pilot to recover from the maneuver.
Same thing here, physics will interrupt flight!
FAASTeam CFI Workshop #6
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Questions?
Comments?
Ideas? Quiz time ~
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6. Baggage weighing 90 pounds is placed in a normal category airplanes baggage compartment which is placarded at 100 pounds. If this airplane is subjected to a positive load factor of 3.5 Gs, the total load of the baggage would be
a. 315 pounds and would be excessive. b. 315 pounds and would not be excessive. c. 350 pounds and would be excessive. d. 350 pounds and would not be excessive.
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7. The performance tables of an aircraft for takeoff and climb are based on a. Pressure/density altitude b. Cabin altitude c. True altitude d. Indicated altitude
8. Aircraft designed to withstand load limits up to 4.4Gs are labeled normal or utility category aircraft??
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9. What is the definition of Maximum weight? 10. What is definition of the Empty weight?
Answers follow
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6. Baggage weighing 90 pounds is placed in a normal category airplanes baggage compartment which is placarded at 100 pounds. If this airplane is subjected to a positive load factor of 3.5 Gs, the total load of the baggage would be
a. 315 pounds and would be excessive. b. 315 pounds and would not be excessive. c. 350 pounds and would be excessive. d. 350 pounds and would not be excessive. b. 315 pounds, not excessive Pilots Handbook of Aeronautical Knowledge
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7. The performance tables of an aircraft for takeoff and climb are based on a. Pressure/density altitude b. Cabin altitude c. True altitude d. Indicated altitude a. Pressure/density altitude - Pilots Handbook of Aeronautical Knowledge.
8. Aircraft designed to withstand load limits up to 4.4Gs are labeled normal or utility category aircraft?? Utility Category aircraft - Pilots Handbook of Aeronautical Knowledge.
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9. What is the definition of Maximum weight? The maximum authorized weight of the aircraft and all of its equipment as specified in the Type Certificate Data Sheets (TCDS) for the aircraft. Aircraft Weight and Balance Handbook, p. 1-1 10. What is definition of the Empty weight? The weight of the airframe, engines, and all items of operating equipment that are permanently installed in the aircraft. Aircraft Weight and Balance Handbook.
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This Completes
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