FLYING LESSONS for July 7, 2011 suggested by this week s aircraft mishap reports

Size: px
Start display at page:

Download "FLYING LESSONS for July 7, 2011 suggested by this week s aircraft mishap reports"

Transcription

1 FLYING LESSONS for July 7, 2011 suggested by this week s aircraft mishap reports FLYING LESSONS uses the past week s mishap reports to consider what might have contributed to accidents, so you can make better decisions if you face similar circumstances. In many cases design characteristics of a specific make and model airplane have little direct bearing on the possible causes of aircraft accidents, so apply these FLYING LESSONS to any airplane you fly. However, verify all technical information before applying it to your aircraft or operation, with manufacturers data and recommendations taking precedence. You are the pilot-in-command, and are ultimately responsible for the decisions you make. FLYING LESSONS is an independent product of MASTERY FLIGHT TRAINING, INC. This week s lessons: Just one days FAA preliminary accident reports this week includes theses items: aircraft struck a power line and crashed, the two persons on board were fatally injured. aircraft struck a power line and force landed. aircraft struck power lines and crashed, the three persons on board were fatally injured. Power lines and other overhead cables are extremely hard to see from an airplane. Minimum altitude requirements would seem to protect us from most exposure to the threat, but they re also there when we ve just taken off, when we re maneuvering to land, and if there s any other reason we re operating close to the ground (legitimately or, sadly, not). If we can t see the power lines, then we need to look at where they are likely to be. Generally, power lines will be routed along transportation resources. See a county road or a highway? Chances are there s a power or phone line on one side or the other or, along divided highways, sometimes between the lanes. Rivers make good power line routes, especially in rugged terrain. In forested areas, look for gaps or long, straight cuts in the trees that s where the lines will be strung. Watch for the poles, because you ll probably never see the lines themselves. Note that poles are often in colors that blend into the natural background. Beware overhead lines any time your path takes you along or across a highway, a rail line, a river or a cut in the trees. Gain a little extra altitude before crossing any of these natural overhead lines routes. If you must plan a low-altitude flight, adhere to minimum regulatory altitude limits, and avoid flying low along roads, rail lines, rivers or tree cuts. *** A circling approach is a safe and useful tool for the instrument pilot. If the approach you choose is not aligned with the runway you need, you have the option of flying the approach course and, as long as you can see the airport at the Minimum Descent Altitude for a circling approach, maneuvering to line up with and land on the desired runway. But to fly the circling maneuver you must first prepare yourself. Fully brief the circling approach before you begin, including: The circling MDA for the ground speed category you re flying, noting that if you re circling to land by definition you will probably be flying at a higher ground speed from a tailwind until you turn final. The direction you ll circle, either as directed by ATC (at a tower-controlled airport), as noted on the approach chart (watch for NA for not authorized, such as Circling west NA ) or barring other guidance, to conform to the airport traffic pattern for that runway (which is usually set up as left- or right-hand traffic for a reason, sometimes related to obstacles that will be hard to see during a near-minimums circle).

2 The point during your circle from which you ll begin your descent from circling MDA (which will vary by airport and even by runway used, but will always be the point from which you can make a normal descent to the touchdown zone). The maneuver you ll fly to align with the missed approach course, if you lose sight of the airport at any point during your circle and have to fly the missed. This will always include turning toward the runway, then resuming course guidance for the published missed. An extraordinary pilot may be able to fly to straight-in minimums, see the runway from a point where it s too late to land straight ahead, then climb to circling minimums, remain clear of clouds, and circle to land on another runway or even all the way around the pattern (at circling MDA) to land on the original, straight-in runway. But I don t need to be on the ground at that particular airport at that particular time enough to risk such a change in plans at the very last minute, begun from so close to the ground and you don t, either. I put this type of maneuver in the category of a superior pilot using his/her superior judgment to avoid having to use his/her superior flying skills. If I have to miss an approach, I consider myself committed to the miss. Once the power comes up, I m flying the missed approach, no matter what I see afterward. I may brief for the circling approach after I climb back to altitude and enter the hold, then come back having planned to fly the circling approach if it make sense for a second attempt at the airport. Comments? Questions? Tell us what you think at mastery.flight.training@cox.net. Thanks to AVEMCO Insurance for helping bring you FLYING LESSONS Weekly. See Contact mastery.flight.training@cox.net for sponsorship information. Every little bit helps cover the expenses of keeping FLYING LESSONS online. Please donate through PayPal at Thank you, generous supporters! Debrief: Readers write about recent FLYING LESSONS: Readers, what s your opinion? Tell us at mastery.flight.training@cox.net. Reader Dale Bleakney writes about last week s LESSONS about stalls: As a pilot examiner and flight instructor, I see a number of pilots who are misusing the criteria in the Practical Test Standards when it comes to stall recovery. There are number of accidents that are a direct result of pilots trying to power out of a stall in order to "minimize altitude loss" and the results can be pretty catastrophic. There are a number of accidents that can be attributed to improper stall recovery and there a number of us that are working with the flight standards community to change the training philosophy and completion expectations. We are making progress. There are a number of articles that discuss that the only real way to recover from a stall (and therefore prevent a spin), is to reduce the angle of attack at first indication of a stall (buffet, shaker, pusher, roll, etc.). Once the stall recovery occurs, then power may be applied to minimize altitude loss. Some airplanes can have a nasty secondary stall if the AOA is not reduced sufficiently after the first stall indication. The increase in load factor during the recovery from the lower angle of attack can further aggravate this. Remember that stall speed increases with load factor. It is not unusual to pull a few "g's" in recovery and 2g's increases indicated stall speed by as much as 40%. The other technique that I have started to see is the overuse of ailerons when a stall roll occurs. If power is high, this can lead to an increase in adverse yaw and subsequent rapid spin entry (typically in a flatter attitude

3 and higher rotation rate). I would rather see a reduction in angle of attack and the coordinated use of rudder and aileron to recover from any roll. Please let me know what your thoughts are on this. Thanks, Dale. Excellent point that G-load may increase during an aggressive stall recovery even with wings level, increasing the angle of attack (and therefore stall speed) and driving the airplane toward a (nasty, as you say) secondary stall. Light training airplanes have very little thrust at most practice altitudes to power out of a stall, so new pilots are usually taught to push the nose down not lower the attitude to a flying angle of attack, but to push the nose down, below the horizon. As pilots move up to more powerful airplanes, angle of attack may be emphasized less and power more for the recovery. And if the pilot ignores angle of attack completely, then a secondary stall (or failure to recover from the first stall) is likely. I teach that the stall occurs just a degree or two above the angle of attack we use to get maximum lift from the wing. Therefore, on stall recovery the proper reaction is to reduce AoA to get back into the flying range then, as you say, add power once the stall is broken. As a result of your I ll remember to emphasize more clearly that it is AoA, not power, that gets even a high-powered airplane out of a stall. And I ll certainly incorporate your comment about G-load in stall recoveries. Thanks! Regarding ailerons, you re right, we see a lot of aileron use in stall recoveries, when in fact moving the ailerons may make matters much worse in some airplane types. My most recent Flight Review was conducted by FLYING LESSONS reader and Beechcraft Pilot Proficiency Program president Kent Ewing, and he had to remind me to keep the ailerons neutral on my first practice stall in the Beech A36 that session. It s a powerful instinct to counter a bank change with aileron. But you re right, it can aggravate the stall. Close to a decade ago(!) I was a consultant to a major aviation university, writing the piston-airplane ground and flight syllabi for an ab initio course (one of those 10-months-to-the-right-seat-of-a-Regional Jet programs). The majority of the consultants on the project were airline pilots, and I recall they specifically wanted me to include stall recoveries using aileron in the piston airplane courses. Must be a swept-wing thing, I found out, but I advised that this was, well, not advisable in most piston airplanes. I then evaluated the Diamond DA-40 in the training role (it was selected by this university) and, while flying with a company pilot, I asked about aileron use in stall recoveries. He wasn t sure, so I purposely made a small aileron input during a power-off stall (with the rudder ball centered), and found the airplane had a very decided tendency to depart from the straight-ahead recovery. The take-away? At least in some aircraft aileron use in stalls is potentially hazardous. So it s a good idea to keep the ailerons neutral in stalls in any airplane you fly, unless you have written guidance to the contrary from the manufacturer. Maybe in swept-wing jets it s OK to use ailerons in the recovery (jet pilots, let us learn from you), but not for anything I fly. See Reader Radek Wyrzykowski asked me to invite FLYING LESSONS Weekly readers to volunteer articles for the free IMC Weekend Edition e-newsletter. We are looking for content articles and also are trying to let all pilots know that this free publication is available, he writes. IMC Weekend is published by the IMC Club International, a loose affiliation of pilots and instructors who share information and tips about instrument flying. Contact Radek at radek@imcclubs.org if you have something to share (beyond your contributions to FLYING LESSONS, of course). See Fisk Inbound #5 Flying to Oshkosh for the EAA s AirVenture convention and exhibition? You re running out of time to hone the flying skills you ll need to make a safe arrival. This week read Fisk Inbound #5: Train Your Passenger to be a observer, a working member of your arrival crew. See

4 The fifth most common cause of fatal general aviation aircraft, according to the U.S. Federal Aviation Administration, is Controlled Flight Into Terrain in Cruise Flight. Before we outline the FAA s sample scenarios, I d like to get the conversation going by asking readers to suggest the situations you think lead to en route Controlled Flight Into Terrain (CFIT). Send your thoughts to mastery.flight.training@cox.net. Frequent Debriefer David Heberling has a lot of insightful observations about last week s wrap-up of the sixth most common cause of fatal general aviation accidents, stalls on initial climb. David writes: Wonderful observations on your part. When I wrote my [earlier] response, I did not see where there might be enough shift in the C.G. [center of gravity] to be a problem. I guess the successful first take off clouded my thinking. Your mention of the change in C.G. with fuel usage made me think of my own airplane, a V35B Bonanza. It too exhibits an aft moving C.G. as fuel is used. In fact, the shape of the back of the C.G. envelope above about 3000 lbs conforms to the weight of the fuel being burned off. One of the first things I did after I bought my airplane [was] to build a spreadsheet of all the weight and balance parameters and four typical loadings based on how I would use the airplane. There is also a section for inputting actual weights of passengers, bags, and fuel load. In addition, I downloaded an Excel app that shows the loading in pictorial terms. It shows the loading envelope, the empty weight has a symbol, as does the T.O weight, and landing weight. At a glance, you can see the whole story and know you do not have to worry about it. [Like many airplanes], the [later] 35 model Bonanzas [are] notorious for difficulty in keeping the C.G. within the aft limit. I do that by keeping the fuel tanks full. This has the added feature of keeping the fuel cells wet, which prolongs cell life. Despite all of this, my eyes were opened the first time I loaded the airplane up with my wife, daughter, and myself. I was used to flying it with just myself in the airplane. So, the first take off was a whole different animal. I normally let the airplane fly itself off the runway. But, in this case, the nose wanted to pitch up too soon. So, I had to push the nose down and wait for normal take off speed. It was a long time coming (I am sure it was only a few seconds longer, but it seems like an eternity), and when I finally got into the air, it took even longer to accelerate to Vx and the climb rate was reduced from what I was used to. In addition, pitch forces were much lighter than I was used to. I was surprised that I was surprised at the performance of a heavily aft loaded airplane. Even if you know in your head that these things are going to happen, the feeling and behavior of the airplane is so much different from what you are used to. Now, I know what to expect and it is no surprise anymore. It does require discipline and patience to make the airplane perform its best under those conditions. I remember thinking that this is a vital training issue. As you said, most training occurs under more benign conditions. How many Instructors have loaded up the airplanes they teach in? If the Instructor has never flown under those conditions, how can we expect the Instructor to do that to his/her students? I wonder if the accident investigation [in scenario #1] looked at where the trim was set. Did the pilot forget to reset the trim from the landing setting? This could explain the porpoising observed by the witness. An aft C.G. can also induce that reaction from the pilot. How many Instructors purposely have their students do a take off still trimmed for the landing? The surprise factor in this scenario is huge. Or it could be a runaway trim like you experienced. The solution is the same. The fact is, it needs to be practiced. What do all of these scenarios have in common? They occur close to the ground. Where do we practice stalls? At least 3000 feet AGL. Ground rush is only readily apparent 1000 feet AGL and lower. Nothing quite grabs your attention like the ground coming at you fast. Yet, most students never get their first exposure to ground rush with an instructor who knows what he is doing. I do not know if simulators have the fidelity to try some of these scenarios and present realistic ground rush. I know that when I was instructing, the only simulator I was exposed to was a Link Trainer. So, the only place to introduce students to these concepts was in the airplane. Either I was incredibly stupid, or I had great faith in my own abilities that I did low altitude stalls with select students at 1000 feet AGL. It was the first time I had seen absolute fear on the faces of my students. I helped them get past that fear and start thinking. Many of them wanted to pull that control wheel back as hard as they could. I would not let them do that (I am a big guy) and showed them the way to live. Was I being foolish? A dare devil? They all learned how to recover from a low altitude stall on their own. It did not take very many tries before the light went on and they realized that reducing the angle of attack is the only way to recover from a low altitude stall. It does not seem like high altitude stall recovery knowledge transfers that well to low altitude ones. The ones we practice are too formulaic.

5 I also think that the old saw, "an airplane stalls at any speed and any attitude" does little to inform the new student pilot. I can see where someone might think that the airplane will stall on them at anytime. This simply is not true. The traffic pattern is the usual scene of the crime, not while cruising, climbing at Vy to altitude, nor in the cruise descent. Why is this? We are maneuvering in the traffic pattern in reference to a strip of asphalt on the ground. Where in the pattern is the stall/spin most likely? The base turn to final. Nobody likes to overshoot the final. The mistake here is to steepen the bank to keep that from happening or to get back to the final approach course. The other area of the pattern that gets stall/spin accidents is the initial climb after lift off. This is not a maneuvering problem, but one of attitude control. This is obviously where the pilot in scenario #1 had his problem. We just had an accident here at KRJD a few months ago turning from base to final. It was an Instructor and two CFI students getting ready for their checkride in a [Piper] Cherokee Arrow. They made a steep turn from base to final and developed a high sink rate. The left wing contacted the ground short of the runway and the airplane cartwheeled to a stop. Remarkably, everyone survived, but with severe injuries. Where was the Instructor during this whole scenario? The issue of intervention needs attention. I do not know what they are teaching CFIs anymore. I would think that survival would be at the top of the list. There is an art to letting the student make enough of a mistake to learn from it, but not letting them make enough of a mistake to die from it. I am sorry this is so long. I just have a lot to say on the subject. No need to apologize, David. You ve articulated much of what we ve discussed from personal experience one of the real benefits of Debriefings in FLYING LESSONS. You discuss training in stalls with the trim set in the landing condition. Many years ago I wrote an article called Trimmed Stalls about that very thing and the term has made it into the FAA s lexicon, as Elevator Trim Stalls in Chapter 4 of the Airplane Flying Handbook. See: Reader Question Reader Allen Herbert is an aeronautical engineering student now working as an intern for a major business jet manufacturer. I was honored to serve, in a small way, as Allen s mentor as he earned his Private Pilot certificate, pursuing his eventual goal of being an aircraft factory test pilot. Allen sent me this question: Lately I've been seeing a lot of discussion (particularly on AOPA's website) regarding "The Impossible Turn" [turning completely around to land on the reciprocal runway following an engine failure shortly after takeoff]. What's disconcerting to me is that the author of this article seems to advocate is as a real and viable option. I understand that with enough altitude this maneuver can be done correctly but how often do we have enough altitude when the engine quits on takeoff? It seems to me that there is a mixed message coming from the training establishment on this as this was something that was very clearly establish as a "Don't Do It" in my flight training. My engineering background and flight experience, slim though it may be, tells me that encouraging this maneuver as a viable option in all but the most extreme cases is reckless. Would you mind sharing your thoughts on this? This is a link to a post discussing practice of the maneuver. There is also a video on the AOPA Live video site. See: Hi, Allen. Congratulations on your internship! Here s my opinion, based on experience: I used to present the turn-back maneuver in the Beech Bonanza simulator when I taught at FlightSafety International. I d present the scenario first in briefing, when I d ask the client how much altitude he/she thought would be required to turn around and line up on the reciprocal runway. Most would say 800 feet --which had been commonly quoted as the minimum altitude in several periodicals at the time (early 1990s). We d discuss the technique for least altitude loss,

6 which in the A36 include gear up, flaps up, propeller pulled fully aft (low rpm), then a 45-degree bank at least rate of descent speed (about 87 knots in a heavy A36). With that in mind, and knowing that I was going to cause the engine to quit at 800 ft AGL (in other words, knowing ahead of time exactly when the engine would quit), they would be ready (no delay due to surprise), including a hand on the propeller control to yank it all the way back, we d try it in the simulator (actually, Flight Training Device, or FTD). Almost without fail, and across a wide range of pilot experience, the pilot would not be able to get completely aligned with the runway before hitting the ground on the first attempt. I d give them a second and maybe even a third try with the engine failure at 800 AGL, and almost all the time they would still hit the ground before being in position to land. Then we d try again with the failure at 1000 AGL, and increasing incrementally above that. Most of my clients could make it back to the runway from 1200 to 1300 ft AGL. Above about 1400 AGL then could get turned around to line up with the reciprocal runway, but they were far enough away they could not make it back to the runway before hitting the ground (assuming a 5000-ft runway from which they began takeoff on the numbers, and zero wind). The moral is that there is a very narrow range of altitudes from which it is possible to get turned around and still be close enough to the runway to glide back, using optimum technique. After the pilot seemed convinced he/she could make the turn-around from about ft AGL, I d remind him/her of two things: He/she was only able to achieve this performance when knowing precisely when the engine would quit, with one hand on the propeller control to pull it into the best glide position...there was no delay due to surprise and no time needed to decide to pull the prop and then move his/her hand to the control, and Even knowing precisely when the engine would quit, this performance was only attained after significant discussion and practice of the technique immediately prior to the successful turn-around. The final lesson I draw from this exercise is that lack of recent practice and surprise at first noting the effects of engine failure would make it virtually impossible to ever get turned back around in the event of a total engine failure just after takeoff. Note the AOPA Live video you mention was not a total engine failure, but had some residual power for the Mooney pilot to make it back to the runway. And even then, the Mooney pilot said on video that if he had it to do over again he probably would not have tried to make it back to the runway. Note that some situations may make it advisable to turn back toward the airport, using optimum performance technique as soon as the problem is detected. I caution persons advocating turnarounds to note this may put the airplane in a position to land on a parallel runway, or a taxiway, or on the flat area of the airport infield. It probably won t result in a gentle, wheels-down roll onto the reciprocal runway, simply waiting to be towed in to the FBO. But if there is absolutely no acceptable option nearly straight ahead when the engine quits (urban areas, deep ravines, icy waters, child-filled school yards, etc.) this may be the best option for surviving the engine failure. It may also be that something other than a full turn-back, for instance, a 90 degree turn to align with a road or a beach along that icy shore or away from the school, is the best option. As you can appreciate, this is a decision that has to be consciously made before the situation presents itself, something you have to consider just before every takeoff if you hope to make the best decision under existing circumstances ( if the engine quits on this takeoff I will aim XXX ). Remember the airplane is expendable, your life and the lives of your passengers are not. Others, of course, may have differing opinions. But I doubt they result from having gone through the exercise described above with several hundred owner/pilots in the controlled environment of an FTD. If I still had access to the simulator as a training tool I d try two other things:

7 While performing the exercise in training, after the pilot tried a few times and got to where he/she could make it back to the runway, repeat the exercise but have the client count to three (or four) after noticing the engine quit before doing anything. This would be to simulate the effect of surprise and the initial denial phase of an airplane emergency. Experiment with, after completing the turn-around from altitudes more than about 1300 AGL, if making the turn at least-descent speed but once leveling the wings immediately adjusting pitch for the fast best glide speed would make enough of a difference to advocate the technique. Best of luck in your internship, Allen, and as you complete your degree. Question of the Week We had no responses to last week s question either it was too vague, or you were all out flying (a good thing). This week we ll try with this: Do you currently mentor a less experienced pilot? What do you do to encourage his/her development as a pilot? For piston Beech pilots The Beech Weekly Accident Update is now posted. See Flying has risks. Choose wisely. Thomas P. Turner, M.S. Aviation Safety, MCFI 2010 National FAA Safety Team Representative of the Year 2008 FAA Central Region CFI of the Year FLYING LESSONS is 2011 Mastery Flight Training, Inc. For reprint permission contact mastery.flight.training@cox.net.

Climbs, descents, turns, and stalls These are some of the maneuvers you'll practice, and practice, and practice By David Montoya

Climbs, descents, turns, and stalls These are some of the maneuvers you'll practice, and practice, and practice By David Montoya Climbs, descents, turns, and stalls These are some of the maneuvers you'll practice, and practice, and practice By David Montoya Air work stalls, steep turns, climbs, descents, slow flight is the one element

More information

CIVIL AIR PATROL United States Air Force Auxiliary Cadet Program Directorate. Cessna 172 Maneuvers and Procedures

CIVIL AIR PATROL United States Air Force Auxiliary Cadet Program Directorate. Cessna 172 Maneuvers and Procedures CIVIL AIR PATROL United States Air Force Auxiliary Cadet Program Directorate Cessna 172 Maneuvers and Procedures This study guide is designed for the National Flight Academy Ground School. The information

More information

XI.B. Power-On Stalls

XI.B. Power-On Stalls XI.B. Power-On Stalls References: AC 61-67; FAA-H-8083-3; POH/AFM Objectives Key Elements Elements Schedule Equipment IP s Actions SP s Actions Completion Standards The student should develop knowledge

More information

NORMAL TAKEOFF AND CLIMB

NORMAL TAKEOFF AND CLIMB NORMAL TAKEOFF AND CLIMB CROSSWIND TAKEOFF AND CLIMB The normal takeoff is one in which the airplane is headed directly into the wind or the wind is very light, and the takeoff surface is firm with no

More information

XI.C. Power-Off Stalls

XI.C. Power-Off Stalls References: FAA-H-8083-3; POH/AFM Objectives Key Elements Elements Schedule Equipment IP s Actions SP s Actions Completion Standards The student should develop knowledge of stalls regarding aerodynamics,

More information

Flight Profiles are designed as a guideline. Power settings are recommended and subject to change based

Flight Profiles are designed as a guideline. Power settings are recommended and subject to change based MANEUVERS AND PROCEDURES Flight Profiles are designed as a guideline. Power settings are recommended and subject to change based upon actual conditions (i.e. aircraft weight, pressure altitude, icing conditions,

More information

Visualized Flight Maneuvers Handbook

Visualized Flight Maneuvers Handbook Visualized Flight Maneuvers Handbook For High Wing Aircraft Third Edition For Instructors and Students Aviation Supplies & Academics, Inc. Newcastle, Washington Visualized Flight Maneuvers Handbook for

More information

NORMAL TAKEOFF PILOT TRAINING MANUAL KING AIR 200 SERIES OF AIRCRAFT

NORMAL TAKEOFF PILOT TRAINING MANUAL KING AIR 200 SERIES OF AIRCRAFT NORMAL TAKEOFF Climb-Out 1. Accelerate to 160 KIAS 2. Landing/Taxi lights: Out 3. Climb Checklist complete 1. 160 KIAS up to 10,000 ft 2. Decrease 2 KIAS per 1,000 ft above 10,000 ft to 130 KIAS at 25,000

More information

XI.D. Crossed-Control Stalls

XI.D. Crossed-Control Stalls References: FAA-H-8083-3; POH/AFM Objectives Key Elements Elements Schedule Equipment IP s Actions SP s Actions Completion Standards The student should understand the dynamics of a crossed-control stall

More information

Beechcraft Duchess 76 Maneuver Notes

Beechcraft Duchess 76 Maneuver Notes Beechcraft Duchess 76 Maneuver Notes I. Maneuver notes for Performance (AOA V), Slow Flight and Stalls (AOA VIII), Emergency Operations (AOA X), and Multiengine Operations (AOA XI) a. Maneuvers addressed:

More information

CESSNA 172-SP PRIVATE & COMMERCIAL COURSE

CESSNA 172-SP PRIVATE & COMMERCIAL COURSE CESSNA 172-SP PRIVATE & COMMERCIAL COURSE University of Dubuque INTENTIONALLY LEFT BLANK Revision 1 Standard Operating Procedures 1 CALLOUTS CONDITION Parking Brake Released After Takeoff Power has been

More information

Cessna 152 Standardization Manual

Cessna 152 Standardization Manual Cessna 152 Standardization Manual This manual is to be utilized in conjunction with the manufacturers approved POH/ AFM and the Airplane Flying Handbook (FAA-H-8083-3A). This manual should be used as a

More information

MANEUVERS GUIDE. Liberty Aerospace 1383 General Aviation Drive Melbourne, FL (800)

MANEUVERS GUIDE. Liberty Aerospace 1383 General Aviation Drive Melbourne, FL (800) MANEUVERS GUIDE Liberty Aerospace 1383 General Aviation Drive Melbourne, FL 32935 (800) 759-5953 www.libertyaircraft.com Normal/Crosswind Takeoff and Climb 1. Complete the runup and before takeoff checklist.

More information

Bonanza/Debonair Pilots

Bonanza/Debonair Pilots Bonanza/Debonair Pilots Completing this worksheet is a great way to reinforce the proper speeds for operating your Bonanza or Debonair under varying operating conditions, and to understand the changes

More information

Cessna 172S Skyhawk Standardization Manual

Cessna 172S Skyhawk Standardization Manual Cessna 172S Skyhawk Standardization Manual This manual is to be utilized in conjunction with the manufacturers approved POH/ AFM and the Airplane Flying Handbook (FAA-H-8083-3A). This manual should be

More information

PROCEDURES GUIDE. FLIGHT MANEUVERS for the SPORT PILOT

PROCEDURES GUIDE. FLIGHT MANEUVERS for the SPORT PILOT Page 1 of 10 PROCEDURES GUIDE FLIGHT MANEUVERS for the SPORT PILOT * Author s Note: Whereas this procedures guide has been written for a specific application, it can easily be modified to fit many different

More information

Front Cover Picture Mark Rasmussen - Fotolia.com

Front Cover Picture Mark Rasmussen - Fotolia.com Flight Maneuvers And Stick and Rudder Skills A complete learn to fly handbook by one of aviation s most knowledgeable and experienced flight instructors Front Cover Picture Mark Rasmussen - Fotolia.com

More information

See the diagrams at the end of this manual for judging position locations.

See the diagrams at the end of this manual for judging position locations. Landing Events Penalties General Judges should use airport diagrams, satellite pictures or other means to determine, as accurately as possible, assessments of landing pattern penalties. Judges should be

More information

PROCEDURES GUIDE CESSNA 172N SKYHAWK

PROCEDURES GUIDE CESSNA 172N SKYHAWK PROCEDURES GUIDE CESSNA 172N SKYHAWK THESE PROCEDURES ARE DESIGNED TO PROVIDE STANDARDIZED METHODS UNDER NORMAL CONDITIONS. AS CONDITIONS CHANGE, THE PROCEDURES WILL NEED TO BE ADJUSTED. PASSENGER BRIEFING

More information

FLYING LESSONS for February 11, 2016

FLYING LESSONS for February 11, 2016 FLYING LESSONS for February 11, 2016 suggested by this week s aircraft mishap reports FLYING LESSONS uses the past week s mishap reports to consider what might have contributed to accidents, so you can

More information

Tecnam Eaglet Standard Operating Procedures and Maneuvers Supplement

Tecnam Eaglet Standard Operating Procedures and Maneuvers Supplement Tecnam Eaglet Standard Operating Procedures and Maneuvers Supplement Normal Takeoff Flaps Take Off Trim set Fuel pump on Check for traffic Line up on white stripe Full power Stick should be located in

More information

Gold Seal s Top Five Landing Mistakes

Gold Seal s Top Five Landing Mistakes Gold Seal s Top Five Landing Mistakes by Russell Still, MCFI Copyright 2017 by Atlanta Flight, Inc. Mistake #1 Excess Airspeed Almost all landing mistakes come from the same pool of pilot errors. Many

More information

Guidance Notes PRIVATE AND COMMERCIAL PILOT TRAINING

Guidance Notes PRIVATE AND COMMERCIAL PILOT TRAINING PRIVATE AND COMMERCIAL PILOT TRAINING September 2005 1 st Edition ACKNOWLEDGEMENT Transport Canada thanks the Federal Aviation Administration of the United States for their permission to use the chapter

More information

VI.B. Traffic Patterns

VI.B. Traffic Patterns References: FAA-H-8083-3; FAA-H-8083-25; AC 90-42; AC90-66; AIM Objectives Key Elements Elements Schedule Equipment IP s Actions SP s Actions Completion Standards The student should develop knowledge of

More information

PERFORMANCE MANEUVERS

PERFORMANCE MANEUVERS Ch 09.qxd 5/7/04 8:14 AM Page 9-1 PERFORMANCE MANEUVERS Performance maneuvers are used to develop a high degree of pilot skill. They aid the pilot in analyzing the forces acting on the airplane and in

More information

Mountain Fury Mountain Search Flying Course Syllabus

Mountain Fury Mountain Search Flying Course Syllabus Mountain Fury Mountain Search Flying Course Syllabus Goals 1. Pilots who complete this program will be able to perform with precision and confidence all of the tasks and flight maneuvers required for safe

More information

Advanced Stalling. L = CL ½ ρ V 2 S. L = angle of attack x airspeed. h L = angle of attack x h airspeed. Advanced Manoeuvres

Advanced Stalling. L = CL ½ ρ V 2 S. L = angle of attack x airspeed. h L = angle of attack x h airspeed. Advanced Manoeuvres Advanced Manoeuvres Advanced Stalling This Advanced Stalling lesson covers the factors that affect the observed airspeed and nose attitude at the stall. Although the aeroplane always stalls when the aerofoil

More information

Commercial Maneuvers for PA28RT-201

Commercial Maneuvers for PA28RT-201 Commercial Maneuvers for PA28RT-201 Cruise checklist: Power 23'', 2400 RPM (23, 24) Lean mixture Fuel Pump Off (Check positive fuel pressure) Landing light Off Pre-Maneuver Checklist in the Takeoff configuration

More information

Impact of Upcoming Stall/Upset Requirements in the U.S.

Impact of Upcoming Stall/Upset Requirements in the U.S. Impact of Upcoming Stall/Upset Requirements in the U.S. Federal Aviation Administration Robert Burke Jeffery Schroeder World Aviation Training Conference April 19, 2016 1 Main points Implementing regulations

More information

TECHNIQUES FOR OFF AIRPORT OPERATIONS

TECHNIQUES FOR OFF AIRPORT OPERATIONS Off Airport Ops Guide TECHNIQUES FOR OFF AIRPORT OPERATIONS Note: This document suggests techniques and procedures to improve the safety of off-airport operations. It assumes that pilots have received

More information

Single Engine Complex Training Supplement PA28R-201 Piper Arrow III (Spring 2016 Revision)

Single Engine Complex Training Supplement PA28R-201 Piper Arrow III (Spring 2016 Revision) Single Engine Complex Training Supplement PA28R-201 Piper Arrow III (Spring 2016 Revision) V-speed Quick Reference V-Speed KIAS Description Airspeed Indicator Marking VSO 55 Stall speed in landing configuration

More information

April 4, Eye of Experience #12: Understanding the Stall

April 4, Eye of Experience #12: Understanding the Stall April 4, 1999 Eye of Experience #12: Understanding the Stall Stall entry and recovery is one of the most discussed and cussed portions of a flight training syllabus. Yet, AVweb's Howard Fried believes

More information

Spin Training. Bob Wander Soaring Books & Supplies Website:

Spin Training. Bob Wander Soaring Books & Supplies Website: Spin Training Bob Wander Soaring Books & Supplies Website: www.bobwander.com E-Mail: Soarbooks@aol.com This Presentation Is Based On A Chapter In: Why Is Spin Training Important? Spins have been with us

More information

Normal T/O Procedure. Short Field T/O Procedure

Normal T/O Procedure. Short Field T/O Procedure Normal T/O Procedure Add full power: Engine Instruments green Airspeed alive 1,000 AGL Accelerate to enroute climb 85 KIAS Complete climb check Vr = 55-60 Vy 79 KIAS Prior to Receiving T/O Clearance Complete

More information

IVAO International Virtual Aviation Organization Training department

IVAO International Virtual Aviation Organization Training department 1 Introduction IVAO International Virtual Aviation Organization Training department TRAFFIC PATTERN DESCRIPTION An aerodrome traffic pattern is used by VFR traffic for training purpose or to prepare the

More information

Low Flying Introduction

Low Flying Introduction Advanced Manoeuvres Low Flying Introduction Commonly, low flying refers to any flight at or below 500 feet agl that may be practised only in designated low flying zones. By maintaining good situational

More information

Compiled by Matt Zagoren

Compiled by Matt Zagoren The information provided in this document is to be used during simulated flight only and is not intended to be used in real life. Attention VA's - you may post this file on your site for download. Please

More information

Circuit Considerations

Circuit Considerations Circuit Training Circuit Considerations This briefing deals with those aspects of a normal circuit that were deferred during Circuit Introduction, to avoid student overload. Objectives To continue circuit

More information

THE AIRCRAFT IN FLIGHT Issue /07/12

THE AIRCRAFT IN FLIGHT Issue /07/12 1 INTRODUCTION This series of tutorials for the CIX VFR Club are based on real world training. Each document focuses on a small part only of the necessary skills required to fly a light aircraft, and by

More information

VFR Circuit Tutorial. A Hong Kong-based Virtual Airline. VOHK Training Team Version 2.1 Flight Simulation Use Only 9 July 2017

VFR Circuit Tutorial. A Hong Kong-based Virtual Airline. VOHK Training Team Version 2.1 Flight Simulation Use Only 9 July 2017 A Hong Kong-based Virtual Airline VFR Circuit Tutorial VOHK Training Team Version 2.1 Flight Simulation Use Only 9 July 2017 Copyright 2017 Oasis Hong Kong Virtual Page 1 Oasis Hong Kong Virtual (VOHK)

More information

Flying The. Traffic Pattern. Skill Level: Basic

Flying The. Traffic Pattern. Skill Level: Basic Flying The Now that you ve mastered a number of basic and intermediate flying skills, it s time to put them all to the test in the exercise that combines them all Flying The Traffic Pattern. In this Flight

More information

Lesson: Airspeed Control

Lesson: Airspeed Control 11/20/2018 Airspeed Control Page 1 Lesson: Airspeed Control Objectives: o Knowledge o An understanding of the aerodynamics related to airspeed control o Skill o The ability to establish and maintain a

More information

Piper PA Seminole 1. Standardization Manual

Piper PA Seminole 1. Standardization Manual Piper PA-44-180 Seminole Standardization Manual This manual is to be utilized in conjunction with the manufacturers approved POH/AFM and the Airplane Flying Handbook (FAA-H-8083-3A). This manual should

More information

FAA-S-ACS-6 June 2016 Private Pilot Airplane Airman Certification Standards. Task ACS Settings

FAA-S-ACS-6 June 2016 Private Pilot Airplane Airman Certification Standards. Task ACS Settings FAA-S-ACS-6 June 2016 Private Pilot Airplane Airman Certification Standards Cessna 172: mixture rich, carb heat out if below the green arc. Clearing Turns all manuevers! Task ACS Settings Traffic Pattern

More information

Accident Prevention Program

Accident Prevention Program Accident Prevention Program SAFE FLYING FOR AGRICULTURAL AVIATION By Ansel H. McAllaster The basic safety elements, method for executing an applicator swath run and turnaround at the end of a swath run,

More information

ABS/BPPP Performance Worksheet: Baron/Travel Air Pilots

ABS/BPPP Performance Worksheet: Baron/Travel Air Pilots ABS/BPPP Performance Worksheet: Baron/Travel Air Pilots This worksheet is the homework for BPPP Initial pilots to complete before their BPPP flight. It s designed to help the pilot develop a deep understanding

More information

Surviving Off-Field Landings: Emergency Landing Pattern. By Wally Moran

Surviving Off-Field Landings: Emergency Landing Pattern. By Wally Moran Surviving Off-Field Landings: Emergency Landing Pattern By Wally Moran About Wally Moran Wally Moran is a retired airline captain and spent much of his career as a training instructor and check airman

More information

FLYING LESSONS for November 5, 2015 suggested by this week s aircraft mishap reports

FLYING LESSONS for November 5, 2015 suggested by this week s aircraft mishap reports FLYING LESSONS for November 5, 2015 suggested by this week s aircraft mishap reports FLYING LESSONS uses the past week s mishap reports to consider what might have contributed to accidents, so you can

More information

Aviation Merit Badge Knowledge Check

Aviation Merit Badge Knowledge Check Aviation Merit Badge Knowledge Check Name: Troop: Location: Test Score: Total: Each question is worth 2.5 points. 70% is passing Dan Beard Council Aviation Knowledge Check 1 Question 1: The upward acting

More information

To learn how to recognize and recover from a loss of directional control caused by an asymmetrical thrust condition at low airspeed.

To learn how to recognize and recover from a loss of directional control caused by an asymmetrical thrust condition at low airspeed. V MC Demonstration Area XIV, Task E Revised 2015-08-13 Objective To learn how to recognize and recover from a loss of directional control caused by an asymmetrical thrust condition at low airspeed. Elements

More information

Student Pilot s Guide

Student Pilot s Guide Student Pilot s Guide The Cirrus SR22 is a remarkably simple, safe and easy aircraft to fly. Angelina Jolie flying her own Cirrus. Key Words 1. My Airplane or I ve got it - means to let go of all controls

More information

Pre Solo Written For Schweizer 2-33 Glider. Eagles Sport Aviation Club

Pre Solo Written For Schweizer 2-33 Glider. Eagles Sport Aviation Club Pre Solo Written For Schweizer 2-33 Glider Eagles Sport Aviation Club Student Date: Instructor 1) What is the maximum gross weight for the 2-33? Empty Weight? 2) What position should the trim level be

More information

Climbing and Descending

Climbing and Descending Basic Concepts Climbing and Descending This lesson builds on the coordination skills learnt in the previous lesson, Straight and Level. Check with the student what the important elements of the last lesson

More information

A Different Approach to Teaching Engine-Out Glides

A Different Approach to Teaching Engine-Out Glides A ifferent Approach to Teaching Engine-Out Glides es Glatt, Ph., ATP/CFI-AI, AGI/IGI When student pilots begin to learn about emergency procedures, the concept of the engine-out glide is introduced. The

More information

Rope break on takeoff where are you going to land?

Rope break on takeoff where are you going to land? Rope break on takeoff where are you going to land? Kevin Price, CCSC Safety Officer Nov 30, 2017 Many pilots use the 200' AGL rule-of-thumb for a turn-back decision point on takeoff for a rope break, inadvertent

More information

TAKEOFF & LANDING IN ICING CONDITIONS

TAKEOFF & LANDING IN ICING CONDITIONS Original idea from Captain A. Wagner T TAKEOFF & LANDING IN ICING CONDITIONS here have been a number of accidents related to take-off in conditions in which snow and/or other forms of freezing precipitation

More information

Stalls and Spins. Tom Johnson CFIG

Stalls and Spins. Tom Johnson CFIG Stalls and Spins Tom Johnson CFIG Contents Angle of Attack Stall Recognition and Recovery Spin Entry and Recovery Load Limit Considerations Gust Induced Stall and Spin Accidents Stalls a stall is a loss

More information

Jabiru J230-SP Section 10

Jabiru J230-SP Section 10 Jabiru J230-SP Section 10 Section 10 10.1 Introduction This section contains information on the basic flight controls, door operation, and entry and egress, followed by a flight training outline compiled

More information

Aerodynamics Principles

Aerodynamics Principles Aerodynamics Principles Stage 1 Ground Lesson 3 Chapter 3 / Pages 2-18 3:00 Hrs Harold E. Calderon AGI, CFI, CFII, and MEI Lesson Objectives Become familiar with the four forces of flight, aerodynamic

More information

HANDLINGSENSE LEAFLET 1 TWIN PISTON AEROPLANES

HANDLINGSENSE LEAFLET 1 TWIN PISTON AEROPLANES HANDLINGSENSE LEAFLET 1 TWIN PISTON AEROPLANES 1 INTRODUCTION 2 PERFORMANCE 3 ENGINE FAILURE DURING TAKE-OFF 4 EFATO IDENTIFYING FAILED ENGINE 5 OTHER EFATO CONSIDERATIONS 6 PRE-TAKE-OFF BRIEF 7 HANDLING

More information

Advisory Circular (AC)

Advisory Circular (AC) Advisory Circular (AC) Stall, Compliance File No. 5009-6-525 AC No. 525-020 RDIMS No. 528401-V3 Issue No. 01 Issuing Branch Aircraft Certification Effective Date 2004-12-01 1.0 INTRODUCTION... 2 1.1 Purpose...

More information

Things to remember when flying N102RE or any Taildragger

Things to remember when flying N102RE or any Taildragger Page 1 of 8 Things to remember when flying N102RE or any Taildragger 1. The Center of Gravity (CG) is behind the main between a taildragger (i.e. conventional gear airplane) and a tricycle gear airplane

More information

POWER-OFF 180 ACCURACY APPROACH AND LANDING

POWER-OFF 180 ACCURACY APPROACH AND LANDING POWER-OFF 180 ACCURACY APPROACH AND LANDING OBJECTIVE To teach the commercial student the knowledge of the elements related to a power-off 180 accuracy approach and landing. COMPLETION STANDARDS 1. Considers

More information

Cessna 172 Profiles. TRAFFIC PATTERNS (Check Chart Supplement prior to flight) Index

Cessna 172 Profiles. TRAFFIC PATTERNS (Check Chart Supplement prior to flight) Index Cessna 172 Profiles TRAFFIC PATTERNS (Check Chart Supplement prior to flight) Index When Cleared for Takeoff - Landing/Taxi lights ON Mixture-As Required Power-Check Takeoff RPM Power Climb at Vy Start

More information

STUDY OF LANDING TECHNIQUE DURING VISUAL APPROACH

STUDY OF LANDING TECHNIQUE DURING VISUAL APPROACH 24 TH INTERNATIONAL CONGRESS OF THE AERONAUTICAL SCIENCES STUDY OF LANDING TECHNIQUE DURING VISUAL APPROACH Hiroshi TAKAHARA*, Takashi KONDO*, Shinji SUZUKI** *All Nippon Airways Co., LTD., **University

More information

Gleim Private Pilot Flight Maneuvers Seventh Edition, 1st Printing Updates February 2018

Gleim Private Pilot Flight Maneuvers Seventh Edition, 1st Printing Updates February 2018 Page 1 of 11 Gleim Private Pilot Flight Maneuvers Seventh Edition, 1st Printing Updates February 2018 If you are tested on any content not represented in our materials or this update, please share this

More information

II.E. Airplane Flight Controls

II.E. Airplane Flight Controls References: FAA-H-8083-3; FAA-8083-3-25 Objectives Key Elements Elements Schedule Equipment IP s Actions SP s Actions Completion Standards The student should develop knowledge of the elements related to

More information

Cessna 172R Profiles

Cessna 172R Profiles Cessna 172R Profiles TRAFFIC PATTERNS (Verify pattern altitude) Start your first climbing turn within 300' of pattern altitude Enter 45 degree angle to the downwind leg Depart the traffic pattern straight-out,

More information

CAP-USAF FLIGHT MANEUVERS GUIDE

CAP-USAF FLIGHT MANEUVERS GUIDE CAP-USAF FLIGHT MANEUVERS GUIDE February 2012 Flight Maneuvers Guide This guide describes and standardizes the instruction and performance of the various flight maneuvers described in Chapter 3 of AFI11-2CAP-USAF,

More information

Takeoffs & Landings Refresher. By Wally Moran

Takeoffs & Landings Refresher. By Wally Moran Takeoffs & Landings Refresher By Wally Moran About Wally Moran Wally Moran is a retired airline captain and spent much of his career as a training instructor and check airman on aircraft including the

More information

Teaching Landings by the Numbers: Quantifying the Visual Approach and Landing

Teaching Landings by the Numbers: Quantifying the Visual Approach and Landing Journal of Aviation/Aerospace Education & Research Volume 8 Number 1 JAAER Fall 1997 Article 9 Fall 1997 Teaching : Quantifying the Visual Approach and Landing Charles (Chuck) R. Moren Follow this and

More information

Stalls and Spins. Tom Johnson CFIG

Stalls and Spins. Tom Johnson CFIG Stalls and Spins Tom Johnson CFIG Do we need all of this? Lift The force created by moving the wing through the air. Angle of Attack: The angle between the relative wind and the wing chord line. Stalls

More information

Spins and how to keep the pointy end of the airplane going forward

Spins and how to keep the pointy end of the airplane going forward Spins and how to keep the pointy end of the airplane going forward 8/14/07 Evan Reed, cfievan@yahoo.com Ed Williams Outline Spins and their general characteristics Accident statistics and scenarios Some

More information

1 In The Biginning. Nice Air Operation Procedure Cessna 172

1 In The Biginning. Nice Air Operation Procedure Cessna 172 1 In The Biginning Check how many hours remains for next 100h inspection and check squawk before take airplane. Perform pre-flight inspection using check list. Report to the front desk if you need fuel,

More information

How to survive an engine failure in a single engine aircraft

How to survive an engine failure in a single engine aircraft How to survive an engine failure in a single engine aircraft Don't Go In Pointed End First There you are 110 kts, 3,000 ft., enjoying being in the air and out of contact with all the folks on the ground;

More information

VI.B. Traffic Patterns

VI.B. Traffic Patterns References: FAA-H-8083-3; FAA-H-8083-25; AC 90-42; AC90-66; AIM Objectives Key Elements Elements Schedule Equipment IP s Actions SP s Actions Completion Standards The student should develop knowledge of

More information

C-182P MANEUVERS GUIDE TABLE OF CONTENTS

C-182P MANEUVERS GUIDE TABLE OF CONTENTS INTRODUCTION The following maneuver guide is designed to provide a technique for completing each VFR maneuver required by the FAA s Practical Test Standards for the Private Practical Test. By performing

More information

Basic Mountain Flying

Basic Mountain Flying Advanced Manoeuvres Basic Mountain Flying This training introduces students to the principles of basic mountain flying and further develops their experience and understanding of operating near terrain

More information

Calspan Loss-of-Control Studies Using In-flight Simulation. Lou Knotts, President November 20, 2012

Calspan Loss-of-Control Studies Using In-flight Simulation. Lou Knotts, President November 20, 2012 Calspan Loss-of-Control Studies Using In-flight Simulation Lou Knotts, President November 20, 2012 Overview Calspan URT Background and URT Studies General Observations From These Studies Recommended Loss

More information

C-182P MANEUVERS GUIDE TABLE OF CONTENTS

C-182P MANEUVERS GUIDE TABLE OF CONTENTS INTRODUCTION The following maneuver guide is designed to provide a technique for completing each VFR maneuver required by the FAA s Practical Test Standards for the Private Practical Test. By performing

More information

VII.H. Go-Around/Rejected Landing

VII.H. Go-Around/Rejected Landing VII.H. Go-Around/Rejected Landing References: FAA-H-8083-3; POH/AFM Objectives Key Elements Elements Schedule Equipment IP s Actions SP s Actions Completion Standards The student should develop knowledge

More information

Takeoff Performance. A 1 C change in temperature from ISA will increase or decrease the takeoff ground roll by 10%.

Takeoff Performance. A 1 C change in temperature from ISA will increase or decrease the takeoff ground roll by 10%. The precise pilot does not fly by rules of thumb, axioms, or formulas. But there are times when knowledge of an approximate way to calculate things or knowledge of a simple rule can pay big dividends.

More information

SECTION 1 - GENERAL SECTION 2 - LIMITATIONS SECTION 3 - EMERGENCY PROCEDURES

SECTION 1 - GENERAL SECTION 2 - LIMITATIONS SECTION 3 - EMERGENCY PROCEDURES Beechcraft Bonanza Models. 35-33,35-A33,35-833,35-C33,35C33A, E33, E33A, E33C, F33, F33A. F33C, G33, A35, 835, C35, D35, E35, F35, G35,35R, H35, 535, K35, M35, N35, P35,S35, V35, V35A, V358,36, A36, A36TC

More information

XII.A-D. Basic Attitude Instrument Flight

XII.A-D. Basic Attitude Instrument Flight References: FAA-H-8083-3; FAA-8083-3-15 Objectives Key Elements Elements Schedule Equipment IP s Actions SP s Actions Completion Standards The student should develop knowledge of the elements related to

More information

C-130 Reduction in Directional Stability at Low Dynamic Pressure and High Power Settings

C-130 Reduction in Directional Stability at Low Dynamic Pressure and High Power Settings C-130 Reduction in Directional Stability at Low Dynamic Pressure and High Power Settings The C-130 experiences a marked reduction of directional stability at low dynamic pressures, high power settings,

More information

SULAYMANIYAH INTERNATIONAL AIRPORT MATS

SULAYMANIYAH INTERNATIONAL AIRPORT MATS KURDISTAN REGIONAL GOVERNMENT SULAYMANIYAH INTERNATIONAL AIRPORT MATS APPENDIX " O " SPEED CONTROL GUIDANCE ( First Edition ) April 2012 Prepared By Fakhir.F. Mohammed Civil Aviation Consultant APPENDIX

More information

V mca (and the conditions that affect it)

V mca (and the conditions that affect it) V mca (and the conditions that affect it) V mca, the minimum airspeed at which an airborne multiengine airplane is controllable with an inoperative engine under a standard set of conditions, is arguably

More information

I2102 WORKSHEET. Planned Route: Takeoff: KNSE, RWY 32 Altitude: 12,000 Route: RADAR DEPARTURE. Syllabus Notes None. Special Syllabus Requirements None

I2102 WORKSHEET. Planned Route: Takeoff: KNSE, RWY 32 Altitude: 12,000 Route: RADAR DEPARTURE. Syllabus Notes None. Special Syllabus Requirements None Planned Route: Takeoff: KNSE, RWY 32 Altitude: 12,000 Route: RADAR DEPARTURE Syllabus Notes None Special Syllabus Requirements None I2102 WORKSHEET Discuss a. IMC Emergencies NATOPS statement on sound

More information

Accident Prevention Program

Accident Prevention Program Accident Prevention Program Wind Shear "Tonto 55, final controller, how do you read...?" "55, loud and clear." This has been a good flight thought the Instructor Pilot (IP) as the pilot in front smoothly

More information

Student Pilot Written Presolo Test for Chicago Glider Club September 1, 2012

Student Pilot Written Presolo Test for Chicago Glider Club September 1, 2012 Student Pilot Written Presolo Test for Chicago Glider Club September 1, 2012 Student name and date Instructor name and review date Note: These questions are designed to satisfy FAR 61.87 (b) for local

More information

Civil Air Patrol Auxiliary of the United States Air Force

Civil Air Patrol Auxiliary of the United States Air Force Mountain Flying Qualification Course Civil Air Patrol Auxiliary of the United States Air Force Mountain Flying Flying in Mountain Winds Determine direction and velocity of steady winds by observing dust,

More information

Stability and Flight Controls

Stability and Flight Controls Stability and Flight Controls Three Axes of Flight Longitudinal (green) Nose to tail Lateral (blue) Wing tip to Wing tip Vertical (red) Top to bottom Arm Moment Force Controls The Flight Controls Pitch

More information

I2103 WORKSHEET. Planned Route: Takeoff: KNSE, RWY 32 Altitude: 12,000 Route: RADAR DEPARTURE. Syllabus Notes None

I2103 WORKSHEET. Planned Route: Takeoff: KNSE, RWY 32 Altitude: 12,000 Route: RADAR DEPARTURE. Syllabus Notes None Planned Route: Takeoff: KNSE, RWY 32 Altitude: 12,000 Route: RADAR DEPARTURE Syllabus Notes None I2103 WORKSHEET Special Syllabus Requirements Proceed direct to homefield using any available NAVAID. Discuss

More information

COCKPIT STRAIGHT AND LEVEL FLIGHT, CLIMBS AND GLIDES. By Harold Holmes (EAA ), CPI 1038 Inverrary Lane Deerfleld, IL 60015

COCKPIT STRAIGHT AND LEVEL FLIGHT, CLIMBS AND GLIDES. By Harold Holmes (EAA ), CPI 1038 Inverrary Lane Deerfleld, IL 60015 COCKPIT STRAIGHT AND LEVEL FLIGHT, CLIMBS AND GLIDES By Harold Holmes (EAA 220238), CPI 1038 Inverrary Lane Deerfleld, IL 60015 J. HE OBJECTIVE OF straight and level night as stated in the Maldon Books

More information

Straight and Level. Basic Concepts. Figure 1

Straight and Level. Basic Concepts. Figure 1 Basic Concepts Straight and Level This lesson should start with you asking the student what they did in the last lesson, what do they remember, and determining if they have remembered correctly. We must

More information

"Aircraft setup is a constant process really. Every

Aircraft setup is a constant process really. Every The R/C Aircraft Proving Grounds - Aerobatics Setup Set Up for Success by: Douglas Cronkhite "Aircraft setup is a constant process really. Every time something is changed, there is the chance it will affect

More information

VIII.A. Straight and Level Flight

VIII.A. Straight and Level Flight VIII.A. Straight and Level Flight References: FAA-H-8083-3; FAA-H-8083-25 Objectives Key Elements Elements Schedule Equipment IP s Actions SP s Actions Completion Standards The student should develop the

More information

VII.E. Normal and Crosswind Approach and Landing

VII.E. Normal and Crosswind Approach and Landing References: FAA-H-8083-3; POH/AFM Objectives Key Elements Elements Schedule Equipment IP s Actions SP s Actions Completion Standards The student should be able to perform a normal approach and landing

More information

Surrogate UAV Approach and Landing Testing Improving Flight Test Efficiency and Safety

Surrogate UAV Approach and Landing Testing Improving Flight Test Efficiency and Safety Testing Improving Flight Test Efficiency and Safety Kevin Prosser Calspan Corporation Edwards Air Force Base, California UNITED STATES OF AMERICA kevin.prosser@calspan.com Lou Knotts Calspan Corporation

More information

file://c:\program Files\Microsoft Games\Microsoft Flight Simulator X\FSWeb\lessons\Stud...

file://c:\program Files\Microsoft Games\Microsoft Flight Simulator X\FSWeb\lessons\Stud... Page 1 of 7 Lesson 2: Turns How Airplanes Turn Fly This Lesson Now by Rod Machado There are many misconceptions in aviation. For instance, there are pilots who think propwash is a highly specialized detergent.

More information