southern region faasteam/area 1

Presented to:

By: Dennis H. Whitley

Date: May 07, 2011

Federal AviationAdministrationSOUTHERN REGION

FAASTeam/Area 1

Take Off and LandingsStabilized ApproachesFollowing Procedures

Tampa Florida CFI’s & Pilots

December 6, 2008 2 2Federal AviationAdministration

Tampa FloridaMay 07, 2011

We have a LOSS of Control Problem!

• This airplane lost control on landing when the pilot flared too high and stalled in West Texas.

• He attempted to taxi the airplane to the ramp, and it worked until the nose wheel collapsed.



Loss of Control

• This “new” private pilot LOST CONTROL when he attempted to land on a public highway to look at an auction site, near Pecos, Texas.

• The crosswind caught him and put him into the ditch and a fence.



•What Part do you play in all of this??



Any Landing You Can Walk Away From?

•LandingIt’s a Matter of Risk Management



Percent of Accidents by Phase of Flight

17% 54%



Take Off Planning and Briefings

• Plan your take off.– Technical Information

• Runway Length

• Density Altitude

• Weight and Balance

• Contingencies

• Alternates

• Performance

• What If’s

• Other factors include obstructions, night operations, runway conditions and weather.



Take Off Planning and Briefings

• Brief your take off.– Passengers and Crew (Including SP Ops)

• Passenger Requirements

• Departure procedure

• Crew Duties

• Call Outs

• Abort Procedure

• Emergency Procedures after takeoff

• What do we do in case of ???



Approach and Landing Accidents

• Over half of all accidents occur during these phases.

• The leading accident factor for takeoffs and landings is loss of control (30.2 % of takeoff accidents and 32.8 % of landing accidents).

• Other factors include obstructions, night operations, runway conditions and weather.



Landings“Can you identify the Risks?”



Glide Path/Angle




• Major Factors To Consider– Lack of Situational Awareness - CFIT– Nonstabilized Approaches– Wind (Direction and Velocity)– Obstructions– Weather – Turbulence,Wind Shear,

Microburst – Runway (Condition, Length, Slope)– Night (Decreased Visibility)



Why Focus on Landings?

Statistics indicate:

46% Of accidents occurred during the Landing phase of Flight.



Landings

• Good Approach = Good Landing

• Bad Approach = Bad Landing



Landings

• Good Approach = Good Landing

• Bad Approach = Bad Landing

• Period End of Statement !!!!



Stabilized Approach

FAA-H-8083-3A Airplane Flying Handbook



Stabilized Approach

• FAA Order 8400.10, volume 4, chapter 2, section 3, paragraph 511 discusses stabilized approaches.

• Defines a stabilized approach as maintaining:– Stable speed, – Stable descent rate, – Stable vertical flight paths, – Stable configuration.

VFR- Below 500 ft

IFR- Below 1000 ft



Stabilized Approach

• Proper airspeed for the segment of the approach • Correct flight path • Correct aircraft configuration for the phase of flight • Appropriate power setting for aircraft configuration • Normal angle and rate of descent for the type of

approach • Minor corrections for pitch and power required to

maintain stabilized approach • Normal bracketing (+/-5°) used to correct for lateral

navigation deviations



Stabilized Approach

• The Stabilized VFR Approach– On Glide Path, On Airspeed

• Profile –Approach Segment Airspeeds (Vref)– Downwind– Base– Final– Short Final



IAP Rate of Descent Table

Speed 30 45 60 75 90 105 120 135 150

G.S.

2 105 160 210 265 320 370 425 475 530

2.5 130 200 265 330 395 465 530 595 665

3 160 240 320 395 480 555 635 715 795

3.5 185 280 370 465 555 650 740 835 925

4 210 315 425 530 635 740 845 955 1060

4.5 240 355 475 595 715 835 955 1075 1190

5 265 395 530 660 795 925 1060 1190 1325



V-Ref – Approach Speeds

• Vref = Landing Reference Speed at a point 50 feet above the landing threshold.

• It is not less than 1.3 times the stall speed in the normal landing configuration.

In simple terms.... your final approach speed.



V-Ref – Approach Speeds• FAR Part 23

– Single engine and Multi Engine < 6000 lbs stall speed =61 kias• Vref=1.3 VSo• 1.3 x 61= 79.3 kias

• C-172 Vso=51• Vref (1.3x51) =66.3

• PA-32 Vso=58• Vref (1.3*58) =75.4

• Meaning-The last 500 ft of descent should approx. 70 Kias.



V-Ref – Inst. Approach Speeds

A less than 90 90 - 150

C182 - TB20 - C208 - BE35

B 90 - 120 120 - 170

B190 - E120 - AT42 - SF34

AT72- B350 - M20T - DHC8

C 121 - 140 160 - 220

A320 - B717 - B737 - FA50

B757 - CRJ7 - C130 - LR45

D 141 - 165 185 - 220

A225 - A340 - B777 - DC10

MD11 - A330 - L101 - IL86

E 166 - 210 185 - 220 CON



Stabilized Approach

• Do not change flap position after crossing the Final Approach Fix until the runway is in sight and landing is assured.

• If the requirements for landing from instrument conditions are not met, a missed approach must be executed.



Landing - Common Errors

Un-stabilized approach.Failure to allow enough room on final to

set up the approach, necessitating an overly steep approach and high sink rate.

Too low on approach resulting in possibly landing short.

Too low an airspeed on final resulting in inability to flare properly and landing hard. FAA-H-8083-3A Airplane Flying

Handbook



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.




What about the Crosswind???

• Technique?– Whether “kick or crab”,

proper runway alignment must be maintained!!!

– Upwind wing lowered and runway center line alignment maintained using proper control inputs for the crosswind conditions

– REMEMBER…



Crosswind Landings



Crosswind LandingsCommon Errors

Unstabilized approach.

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.




Crosswind LandingsCommon Errors

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 resulting in loss of control or excessive braking.

Failure to apply appropriate flight control inputs during rollout.




Don’t let the conditions exceed your limits … if you start to get that “uncomfortable” feeling…

•GO AROUND!!



Go Around From Rejected Landing




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)





MSA figures are extremely helpful!MSA figures are extremely helpful!




landing airportlanding airport

• Know altitude and distance from

• Be aware of your DA or MDA• Pay attention to the MSA

• Know altitude and distance from

• Be aware of your DA or MDA• Pay attention to the MSA




LESSONS LEARNED• A current pilot and an airworthy aircraft can

get into trouble.• The importance of preflight planning and

preparation.• Night operations require extra planning.• Understand flap configurations.• Manage Your Focus of Attention.• Always fly the aircraft!




TRAINING SUGGESTIONS• Situational Awareness – Contingency plan

for every takeoff and landing.• “Brief” the landing/go-around procedure,

including flaps and airspeeds.• Review Graphs and Tables in the POH.• Teaching the Stabilized Approach - Profile• Practice emergency/evacuation procedures.




• Fly some Simulation Time• Practice Approaches• Practice Missed Approaches• Practice Emergency Options• Practice Equipment Expectations

• Practice-Practice-Practice

December 6, 2008 39Federal AviationAdministration


Thanks for Having Me!!!

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