version 3.0, 24 september 2011 flight briefing stage 1, module 3 copyright © 2011 ted dudley
TRANSCRIPT
Version 3.0, 24 September 2011
Flight BriefingStage 1, Module 3
Copyright © 2011 Ted Dudley
Which airplane are you flying?
Hit the esc keyClick on “Slide
Show”
Click on “Custom Slide Show”
Select your aircraft
Preflight
Any questions?On today’s preflight, tell me
What type / color fuel are we looking for? How much do we / can we have aboard? What do we do if we find water or contaminants in it? How long can we fly with what’s aboard?
Sectional Charts
What you’ll use for VFR flyingWe’re on the border between Montreal
and New York sectionals Each chart valid for about six monthsScale is 1:500,000
One inch on chart is 500,000 inches (about 7 NM) on ground
You travel one inch every 3 ½ minutes (no wind)Each minute of latitude is one nautical
mile But not so for longitude
Sectional Chart Highlights
Terrain and elevations, tall obstructionsCities, towns, rivers, roads, bridges, etc.Airports and type airspaceVisual and radio aids to navigation, low
altitude airwaysMilitary low level routesImportant frequenciesTabulated lists of info on control towers,
restricted areas, military operating areas
Sectional Charts
Lotsa good stuff hereSpend some time going over the
legend Try to find an example on the chart of
each symbol in the legend Take notes; ask your instructor about
terms you don’t understand
Radio Communications
What frequency will you use and what will you say… On initial contact with ground control? When ready for takeoff? When sent to departure control?
Traffic Pattern Radios with Tower
Initial contact (usually after handoff from approach) Who you are, where you’re going
Approach has usually told you what to do, e.g., “join a right downwind for 33”
If there was a handoff, she already knows where you are
Acknowledge any further clearances with callsign Probably several aircraft in the pattern, so it’s important for
controller to know that the right aircraft got the clearance
Example Radio Calls with Tower
[Approach] “Cessna 8ZD, join left base for runway 1”
“8ZD roger, left base for 1” “8ZD contact tower 118.3”“8ZD roger” “Burlington tower, Cessna 738ZD, for a left base
runway 1” [Tower] “Cessna 8ZD, traffic short final to runway
33, winds 340 at 10, cleared to land runway 1”“8ZD , cleared to land runway 1”
Traffic Pattern Radios – No Tower
Procedures in AC 90-42F, Traffic Advisory Practices at Airports without Operating Control Towers
Use Common Traffic Advisory (CTAF) frequency assigned to that airport
Three kinds of situations; the first two are rare around here Flight Service Station located on field gives Airport Advisory Service UNICOM – Somebody (usually FBO operator) has a radio and can give
advisories Self-announce procedures – nobody home at airport, you’re on your own
No advisory service directs traffic, they just tell you what they see
Airplanes without radios may be in the pattern You won’t hear them call; they won’t hear you. Watch for them!
Traffic Pattern Radios – No Tower
Many fields use common frequencies; always say the name of the field at the beginning and end of each call
Generally use “self-announce” proceduresNobody’s directing traffic; pilots sequence themselves
Listen; ask questions as necessary to find and deconflict with other traffic
First call normally 10 miles out: who you are, where you are, intentions
Other calls as required: Entering downwind, base, final Leaving runway
Example Radio Calls - No Tower
“Plattsburgh Traffic, Cessna 738ZD, Ten miles east for a right downwind runway 35, Plattsburgh”
“Plattsburgh Traffic, Cessna 738ZD, joining right downwind runway 35, Plattsburgh”
“Plattsburgh Traffic, Cessna 738ZD, right base, runway 35, Plattsburgh”
“Plattsburgh Traffic, Cessna 738ZD, short final, runway 35, Plattsburgh”
“Plattsburgh Traffic, Cessna 738ZD, clear of runway 35, Plattsburgh”
Takeoff
Takeoff
Get and acknowledge clearance; line up on centerline
Aileron into any crosswindFull power and hold throttle inSteer with rudder; anticipate tendency to
turn leftSlight back pressure to fly at 60 MPH
49R, 93L
Takeoff
Get and acknowledge clearance; line up on centerline
Aileron into any crosswindFull power and hold throttle inSteer with rudder; anticipate tendency to
turn leftSlight back pressure to fly at 55 KIAS
8ZD
Takeoff
Get and acknowledge clearance; line up on centerline
Aileron into any crosswindFull power and hold throttle inSteer with rudder; anticipate tendency to
turn leftSlight back pressure to fly at 50 MPH
43T
Climbing Flight
Advance the throttle to full, apply back elevator pressure to raise the nose of the airplane and right rudder to center the ball
As power is increased, the airplane’s nose will rise due to increased download on the stabilizer
As pitch attitude increases and the airspeed decreases, progressively more right rudder must be applied to compensate for propeller effects and to hold a constant heading
Climb speed is 80-90 MPH; establish the appropriate attitude and trim for 80-90 MPH
49R, 93L
Climbing Flight
Advance the throttle to full, apply back elevator pressure to raise the nose of the airplane and right rudder to center the ball
As power is increased, the airplane’s nose will rise due to increased download on the stabilizer
As pitch attitude increases and the airspeed decreases, progressively more right rudder must be applied to compensate for propeller effects and to hold a constant heading
Climb speed is 70-85 KIAS; establish the appropriate attitude and trim for 70-85 KIAS
8ZD
Climbing Flight
Advance the throttle to full, apply back elevator pressure to raise the nose of the airplane and right rudder to center the ball
As power is increased, the airplane’s nose will rise due to increased download on the stabilizer
As pitch attitude increases and the airspeed decreases, progressively more right rudder must be applied to compensate for propeller effects and to hold a constant heading
Climb speed is 75-80 MPH; establish the appropriate attitude and trim for 75-80 MPH
43T
Level Off
Initiate the level-off at approximately 10 percent of the rate of climb
Retain climb power temporarily so that the airplane will accelerate to cruise airspeed more rapidly
Trim as you accelerateGood way to remember: PITCH-POWER-TRIMWhen speed reaches the desired cruise speed, set
throttle to cruise power setting and trim for cruise speed
Straight and Level Flight
Set powerSelect some portion of the airplane’s nose as
a reference point, and then keep that point in a fixed position relative to the horizon
Crosscheck against altimeter and vertical velocity, adjust nose position and trim as required
Straight and Level Flight
Of course, if you want to fly straight, wings must be level
Descending Flight
Descend with power as desired Airspeed will increase if you leave the power up; trim as
requiredCarb heat on if RPMs below the green arcFlaps as desired
But mind you don’t overspeed them! Initiate the level-off at approximately 10 percent
of the rate of descentReturn throttle to cruise setting after level-offAgain, it’s PITCH-POWER-TRIM
Ailerons in the direction you want to goWhile rolling, rudder to overcome adverse yaw
Equal amounts of rudder and aileronA little opposite aileron when you’re happy with the
bank angle to stop the rollA little less rudder when bank
angle is setA little more power and
elevator back pressure, especially in turns greater than 30 degrees bank
Level Turns
Turn Coordination
Keep the ball centered – step on the ball
Turns to Headings
Rollout must be started before reaching the desired heading
Normally, the lead is one-half the degrees of bank For example, if the bank is 30°, lead the rollout by 15°
Trimming
Pitch - Power - Trim Set the pitch you want Set the power you want When airspeed is stabilized, trim off any force on the
control wheel that you’re using to maintain the pitch
At any time in stabilized flight, you should have it trimmed so the airplane’s pitch stays where you want it, even if you release the control yoke
North Practice Area
Southwest/ South Practice Area
Slow Flight
When we say “slow flight” we usually mean flight at minimum controllable airspeed Defined as slowest airspeed at which the airplane is
capable of maintaining controlled flight without indications of a stall
usually 3 to 5 knots above stalling speed
Why Do Slow Flight?
You must understand and be able to feel and handle the difference in control response between slow speeds and normal cruising or maneuvering speeds
The airplane handles differently in slow flight The airplane is close to the stall speed in slow flight
So this is the first step in understanding stalls
You’ll do slow flight every time you land Unless you’re messing it up badly…
What’s Different?
At slow speeds, it takes more control deflection to achieve the same rate of movement in pitch/roll/yaw than at faster speeds Can be described as controls feeling “sloppy” or “ragged response”
At speeds below max L/D, it takes more power to fly level at slower speed This is because the induced drag increases rapidly as AOA increases And it gets worse the slower you go The slowest airspeed you can fly level is with full power and full flaps May cause difficulty maintaining altitude
Torque / p factor / slipstream effect all are maximized at high RPM and high AOA So you’ll need a lot of right rudder for coordinated level flight
Performing Slow Flight
Clearing turns first!Mixture – richSelect and maintain an altitude
1500 AGL minimumThrottle back; raise nose as
necessary and trim for level flightFlaps down below flap limit airspeedNote airspeed at which stall horn sounds
Fly that airspeed or the airspeed the instructor specifies
Performing Slow Flight
Add power as required to maintain selected altitude and speed
Right rudder as required to center ball Pretend there’s a rod linking your right hand (throttle) and right
foot (rudder) You may need a little left aileron to keep the wings level
Don’t descend! If you do lose a little altitude, correct it immediately This will require (a lot) more power, more rudder, nose higher After correcting, take a little power and rudder out, pitch to
maintain level flight
Level Turns in Slow Flight
Use shallow (10-15 degrees) bank and a slow roll rate At your speed, a level turn at moderate bank angles will
result in a stall You’ll get a pretty good turn rate at your speed even with a
shallow bankUse just a little more power to overcome extra
drag while rolling / turningRudder as required to maintain coordination
Rolling left may require just easing up on the right rudder for proper coordination
Recovery from Slow Flight
Add full power, accelerate level and straight ahead
Flaps to 20o at first, all the way up after accelerating a bit
Trim!Gradually take out right rudder as you accelerate;
keep ball centeredManeuver is done after you reach 100 KIAS/MPH
PTS Standard for Slow Flight
Altitude, ±100 feetSpecified heading, ±10°Airspeed, +10/−0 knotsSpecified angle of bank, ±10°
Collision Avoidance
Flying a predictable pattern is a collision avoidance tool
You’re not required to do left patterns, but it is the expected direction; you’re not prohibited from doing a straight-in approach, but people don’t always look for the guy doing a straight-in
In the non-towered pattern, the radio doesn’t always tell you where everyone is and where they’re going There might be an aircraft without a radio in the pattern
10 deg
39
10 deg
40
DownwindDownwindDownwindDownwind
FinalFinalFinalFinal
Wind
41
4545oo to Downwind
to Downwind
4545oo to Downwind
to Downwind
Prior to Downwind:Clear!SEATS/BELTS/HARNESSES - SECUREFUEL SELECTOR – BOTH ONLIGHTS - ON AS REQMIXTURE - FULL RICH“Descent/ Before Landing Check complete”Appropriate altitude and direction
On Downwind:About 100 mphRadio call if nontoweredMaintain altitudeAppropriate wind correctionAppropriate distance from runway
On Final:Flaps – Landing settingAirspeed – 65 mphAssess glidepathPitch for speed; Power for glidepath
Abeam touchdown point:CARB HEAT – ON“Landing Check Complete”Touchdown point 45o behind wing:
(this drawing not to scale)
RPM - 1500Maintain level flightFlaps (check airspeed below white arc) – 10o
Slow to 80 mph, then let nose fall to maintain 80 mphClear! Turn to base
On base:Radio call if nontoweredApply appropriate wind correction80 mphFlaps – 20o
Assess glidepathLead turn to final to line up with runway
“Knapp State Traffic, Cessna 5749R, left downwind 17, Knapp State”
“Knapp State Traffic, Cessna 5749R, left base 17, touch and go, Knapp State”
49R, 93L
DownwindDownwindDownwindDownwind
FinalFinalFinalFinal
Wind
42
4545oo to Downwind
to Downwind
4545oo to Downwind
to Downwind
Prior to Downwind:Clear!SEATS/BELTS/HARNESSES – SECUREFUEL SELECTOR - BOTHLIGHTS - ON AS REQMIXTURE - FULL RICH“Descent /Before LandingCheck complete”Appropriate altitude and direction
On Downwind:About 95 KIASRadio call if nontoweredMaintain altitudeAppropriate wind correctionAppropriate distance from runway
Abeam touchdown point:CARB HEAT – ON“Landing Check Complete”
On Final:Flaps – Landing settingAirspeed – 60 KIASAssess glidepathPitch for speed; Power for glidepath
Touchdown point 45o behind wing:(this drawing not to scale)
RPM - 1500Maintain level flightFlaps (check airspeed below white arc) – 10o
Slow to 75KIAS, then let nose fall to maintain 75KIASClear! Turn to base
On base:Radio call if nontoweredApply appropriate wind correction75 KIASFlaps – 20o
Assess glidepathLead turn to final to line up with runway
“Knapp State Traffic, Cessna 738ZD, left downwind 17, Knapp State”
“Knapp State Traffic, Cessna 738ZD, left base 17, touch and go, Knapp State”
8ZD
DownwindDownwindDownwindDownwind
FinalFinalFinalFinal
Wind
43
4545oo to Downwind
to Downwind
4545oo to Downwind
to Downwind
Prior to Downwind:Clear!SEATS/BELTS/HARNESSES - SECUREFUEL SELECTOR - ONLIGHTS - ON AS REQMIXTURE - FULL RICH“Descent /Before LandingCheck complete”Appropriate altitude and direction
On Downwind:About 100 mphRadio call if nontoweredMaintain altitudeAppropriate wind correctionAppropriate distance from runway
Abeam touchdown point:CARB HEAT – ON“Landing Check Complete”
On Final:Flaps – Landing settingAirspeed – 65 mphAssess glidepathPitch for speed; Power for glidepath
Touchdown point 45o behind wing:(this drawing not to scale)
RPM - 1500Maintain level flightFlaps (check airspeed below white arc) – 10o
Slow to 80 mph, then let nose fall to maintain 80 mphClear! Turn to base
On base:Radio call if nontoweredApply appropriate wind correction80 mphFlaps – 20o
Assess glidepathLead turn to final to line up with runway
“Knapp State Traffic, Cessna 5943T, left downwind 17, Knapp State”
“Knapp State Traffic, Cessna 5943T, left base 17, touch and go, Knapp State”
43T
Final Approach
Objective: arrive over the runway numbers On final approach speed Over the runway centerline With the planned flap setting At a height suitable for the roundout/flare maneuver
Final Approach
Flap settings First 200 extension – mostly extra lift Further extension – mostly extra drag
Which is very helpful if you want to descend
Trim changes As you slow, you’ll need to trim nose up. Until… Flaps more than 200 – get less flow over horizontal
stabilizer, resulting in requirement for nose down trim
Final: Airspeed/Aimpoint
Adjust airspeed with nose position; “Pitch for speed” Want to go slower? Nose higher! Want to go faster? Nose lower!
Final: Airspeed/Aimpoint
Adjust aimpoint with power; “Power for glidepath” Too shallow? More power! Too steep? Less power!
And don’t forget to stay on centerline
Common Error on Final
It’s common to get the previous 2 slides backwards Student may just point the nose at the runway
numbers, which results in nose low/higher speed And try to slow by pulling the throttle back
Which doesn’t work because the nose is low All this results in a long, fast landing
Estimating Glidepath
Aim for the runway numbers Shouldn’t be so slow or steep that you lose sight of the
runway numbers
The point at which your flight path intersects the planet is the point which does not move up or down on your windscreen
Estimating Glidepath
You only have one engine, so why not approach a little steep? That way, if the engine quits on final, you may not have to
settle for landing in the trees just short of the runway
For normal approaches, use the PAPI/VASI “on glidepath” indications as a lower limit until nearing flare
The more headwind there is, the steeper your aircraft can approach
Roundout/Flare
A slow, smooth transition from a normal approach attitude to a landing attitude
Gradually round out the flightpath to one that is parallel with, and within a very few inches above, the runway
Look ahead half- to three quarters the way down the runway
Begin at about half a wingspan in altitude Start a little higher, flare more quickly if steep; lower, less quickly if
shallowOnce started, should be a continuous process until the
airplane touches down on the ground This means the yoke should be slowly moving throughout the flare
Common Error in the Flare
As you descend below 100 feet, you’ll notice the ground seem to approach you rapidly
Natural tendency is to pull the nose up to slow the rate at which the ground is approaching
This gets you very slow, high above the runwayHold the nose down to maintain final approach
airspeed until it’s time to flare At about half a wingspan in altitude
In the Flare
Level off a few inches above the runwayPower to idle stopAlign nose with runway with rudderTry to keep it from touching down
It’ll eventually touch down anyway if the power is in idle
But you’ll need to continually and slowly keep the yoke coming back as you decelerate
After Touchdown
You’re not done flying! Don’t just release all pressure on the yoke Ease the nosewheel to the runway
Nosewheel steering available after nosewheel touches down
Maintain runway centerline until slowed to taxi speed
Brake as required
Really Bad Common Error
Never try to touch down at a particular place by releasing back pressure in the flare
You will bounce, every time And this can lead to very disappointing results
We’ll go over how to recover from a bounce in later lessons
Touch and Go
Make sure there’s enough runway remaining!While rolling down/correcting to the centerline:
Flaps –up Either trim back to takeoff index or be prepared to pull
back harder to rotate at proper speed Power and carb heat all the way in; hand remains on
throttle Be prepared for left yawing tendency
Rotate at proper speed
UpwindUpwindUpwindUpwind
Wind
57
Upwind leg:Maximum PowerNormal climb speed(Nontowered) Climb straight ahead until 300 ft below pattern altitudeClear! Turn crosswind
On crosswindRoll out with wind correctionClear!Climb to pattern altitudePrepare to do Descent / Before Landing and Landing checklistsTurn downwind
After Landing
When clear of runway…
49R, 93L
After Landing
When clear of runway…
8ZD
After Landing
When clear of runway…
43T
Shutdown Flow
49R, 93L
Shutdown Flow
8ZD
Shutdown Flow
43T