FAASTeam
CFI Workshop #6
Module 6, Core Topics 11 and 12:
- Takeoff, Landings, and Low
Altitude Maneuvering
- Aircraft Operational Limitations
Presented to: Instructors and Pilot Examiners
By: The FAASTeam
Date: January 1 to March 31, 2010
Federal Aviation
Administration
• 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.
FAASTeam CFI Workshop #6
January 1 to March 31, 2010
Federal Aviation
Administration
2
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
Let’s take a look as some statistics
Encourage Safety through Awareness
Are all of your students registered at FAASafety.gov?
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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.
FAASTeam CFI Workshop #6
January 1 to March 31, 2010
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Why Focus on Take-offs,
Landings and Aircraft Control?
The 2007 AOPA
Nall report showed:
 16.4% Of General
Aviation Accidents
occurred during the
Take-Off phase of
Flight.
FAASTeam CFI Workshop #6
January 1 to March 31, 2010
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5
Why Focus on Take-off
and Landings?
The 2007 AOPA
Nall report showed:
40.3% Of accidents
occurred during the
Landing phase of
Flight.
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Go arounds gone bad
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Go arounds gone bad.
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“What Can this Clinic Do for Me?”
Offer a Proficiency Evaluation.
Improve Takeoff, Landing and Aircraft
Control Skills
Reinforce Good Habits.
Encourage Involvement in the WINGS
Program
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“What Will this Clinic Do for Me?”
Help Identify Your Piloting Strengths
and Weaknesses.
Earn Credit Towards The Pilot
Proficiency Program (WINGS).
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Let’s Get Busy!
Photo © Danny Fritsche
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Centerline Control
•Always keep the Aircraft on the Centerline of the
Taxiway and Runway.
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Normal Takeoff Review
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Normal Take Off - Common Errors
 Failure to adequately clear the area prior to taxiing
into position on the active runway.
 Abrupt use of the throttle.
 Failure to check engine instruments for signs of
malfunction after applying takeoff power.
 Failure to anticipate the airplane’s left turning
tendency on initial acceleration.
FAA-H-8083-3A Airplane Flying Handbook
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Normal Take Off - Common Errors
(continued)
 Overcorrecting for left turning tendency.
 Relying solely on the airspeed indicator rather than
developed feel for indications of speed and airplane
controllability during acceleration and lift-off.
 Failure to attain proper lift-off attitude.
 Inadequate compensation for torque/P-factor during
initial climb resulting in a sideslip.
 Over-control of elevators during initial climb out.
FAA-H-8083-3A Airplane Flying Handbook
FAASTeam CFI Workshop #6
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Crosswind Takeoff Review
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Application of Aileron
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X-Wind Take Off - Common Errors
 Failure to adequately clear the area prior to
taxiing onto the active runway.
 Using less than full aileron pressure into the
wind initially on the takeoff roll.
 Mechanical use of aileron control rather than
sensing the need for varying aileron control
input through feel for the airplane.
FAA-H-8083-3A Airplane Flying Handbook
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X-Wind Take Off - Common Errors
(Continued)
 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.
FAA-H-8083-3A Airplane Flying Handbook
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Slow Flight or MCA
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What’s going on with drag vs airspeed?
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Definition
FAA-H-8083-3A Airplane Flying Handbook
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Slow Flight - Common Errors
 Failure to adequately clear the area.
 Inadequate back-elevator pressure as power is
reduced, resulting in altitude loss.
 Excessive back-elevator pressure as power is
reduced, resulting in a climb, followed by a rapid
reduction in airspeed and “mushing.”
 Inadequate compensation for adverse yaw during
turns.
FAA-H-8083-3A Airplane Flying Handbook
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Slow Flight - Common Errors
(Continued)
Fixation on the airspeed indicator.
Failure to anticipate changes in lift as flaps
are extended or retracted.
Inadequate power management.
Inability to adequately divide attention
between airplane control and orientation.
FAA-H-8083-3A Airplane Flying Handbook
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Steep Turns
FAA-H-8083-3A Airplane Flying Handbook
FAASTeam CFI Workshop #6
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Steep Turns - Common Errors
 Failure to adequately clear the area.
 Excessive pitch change during entry or recovery.
 Attempts to start recovery prematurely.
 Failure to stop the turn on a precise heading.
 Excessive rudder during recovery, resulting in
skidding.
FAA-H-8083-3A Airplane Flying Handbook
FAASTeam CFI Workshop #6
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Steep Turns - Common Errors
(continued)
 Inadequate power management.
 Inadequate airspeed control.
 Poor coordination.
 Gaining altitude in right turns and/or losing altitude
in left turns.
 Failure to maintain constant bank angle.
FAA-H-8083-3A Airplane Flying Handbook
FAASTeam CFI Workshop #6
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Steep Turns - Common Errors
(continued)
 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
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Power Off Stall Recovery
1. Reduce Angle of Attack
2. Add Power
3. Keep Wings Level
4. Use adequate Rudder
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Power On Stall Recovery
1. Reduce Angle of Attack
2. Keep Wings Level
3. Use adequate Rudder
FAA-H-8083-3A Airplane Flying Handbook
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Stabilized Approach
FAA-H-8083-3A Airplane Flying Handbook
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Gross Wt Compensation
80 kts @ Gross
• Divide actual wt by gross wt to get % of
gross (2000 by 2500 = 80%)
• Subtract % of gross from 100% (100%-80%=
20%)
• Divide % by 2 (20% by 2 = 10%)
• Reduce your app spd by this % ( 10% of 80
kts = 8 kts. 80 – 8 = 72 kts)
• Actual Speed for Approach…..72 kts
FAASTeam CFI Workshop #6
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Landing - Common Errors
Failure to allow enough room on final to
set up the approach, necessitating an
overly steep approach and high sink rate.
Un-stabilized approach.
Undue delay in initiating glide path
corrections.
Too low an airspeed on final resulting in
inability to flare properly and landing
hard.
FAA-H-8083-3A Airplane Flying Handbook
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Landing - Common Errors
(continued)
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
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January 1 to March 31, 2010
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Crosswind Landings
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Crosswind Landings
Common Errors
Attempting to land in crosswinds that exceed the
airplane’s maximum demonstrated crosswind
component.
Inadequate compensation for wind drift on the turn
from base leg to final approach, resulting in
undershooting or overshooting.
Inadequate compensation for wind drift on final
approach.
Unstabilized approach.
FAA-H-8083-3A Airplane Flying Handbook
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Crosswind Landings
Common Errors
(continued)
 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
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Crosswind Landings
Common Errors
(continued)
 Failure to maintain direction control on rollout.
 Excessive braking.
FAA-H-8083-3A Airplane Flying Handbook
FAASTeam CFI Workshop #6
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Go Around From Rejected Landing
FAA-H-8083-3A Airplane Flying Handbook
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Go Around Common Errors
 Pitch attitude increased excessively resulting in a
stall
 Applying only partial power
 Failure to reconfigure the aircraft (gear and Flaps)
for climb
 Retracting the flaps too quickly
 Elevator trim (excessive forward pressures)
FAA-H-8083-3A Airplane Flying Handbook
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FAASTeam CFI Workshop #6
Module #6, Core Topic #11
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 . . . . . . . . . . . .
FAASTeam CFI Workshop #6
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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 - Pilot’s 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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FAASTeam CFI Workshop #6
Take a Break!
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Core Topic 12
Aircraft Operational
Limitations ?
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Nice place, seemed a little short when we landed!
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1850’, grass, it’s hot, and the tanks are pretty full ….
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... only three of us and there’s a river beyond the trees ....
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I think we’ll be ok to try a takeoff ……….
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We’re not accelerating very well … I can’t stop now! ….
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• They didn’t consider the potential problems
for takeoff before they landed there.
• They didn’t consider options when they
realized the takeoff might be difficult.
• They didn’t confirm that the airplane’s
performance capabilities would allow a safe
takeoff, or not.
• They didn’t 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.
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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)
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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 we’re 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 we’re at or near a
limit?
Teach them to use situational awareness in all
aspects of preflight planning and in flight
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Yes, take the
time ….
…..get all that stuff out,
review it yourself and
then share your
knowledge.
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Emphasize the importance
of aircraft performance
planning!
Demonstrate the aircraft’s limited
performance at reduced power to
simulate the effect of temperature
and pressure altitude.
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Full can be a
beautiful thing!
But, when it
comes to
loading an
airplane ……..
Full can exceed the
weight and/or CG limits!
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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, what’s 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 can’t 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
haven’t considered C of G …..
You may become a
TEST
PILOT!
Total Weight (lbs)
Normal Category
Utility Category
Operating point
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
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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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Any limitations to consider before Landing?
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Pilot skills, aircraft limits, and the runway?
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A little wind, a little too fast, no margin for error!
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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 airplane couldn’t do it ……… do you remember why?
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The aircraft’s 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!
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Module #6, Core Topic #12
Useful sources for more information:
Advisory Circular – AC-61-67C
Aircraft Weight and Balance Handbook – FAA-H-8083-1a
Questions?
Comments?
Ideas?
Quiz time ~
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6. Baggage weighing 90 pounds is placed in a normal
category airplane’s 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
4.4G’s 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 airplane’s 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 Pilot’s 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 - Pilot’s Handbook of
Aeronautical Knowledge.
8. Aircraft designed to withstand load limits up to
4.4G’s are labeled “normal or utility category
aircraft??
“Utility” Category aircraft - Pilot’s 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
CFI Workshop Module #6
Be sure to have your attendance record validated!
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