Transcript Take Offs and Landings - Aviation Human Factors

CFI Workshop 6
Core Topic 11
Federal Aviation
Administration
Take Offs and Landings
Presented to: CFI Workshops
By: The FAASTeam
Date: January 2012
(Maneuvering Flight and
Brushing off the Rust!)
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Questions?
1. How often do you perform low-level
maneuvering flight?
2. When do most of the fatal accidents
happen?
3. When is the last time you practiced stalls,
slow flight and spins?
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ANSWERS
1. Every time you fly you Take off or Land!
2. Most fatal accidents happen in the
maneuvering phase of flight either on
takeoff or maneuvering for landing…over
40% !! (AOPA Nall Report & FAA data)
3. Usually every 2 years for the flight
review…some never have been in a spin!
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Data on Takeoffs & Maneuvering
10.8%
61.9%
16.3%
58.2%
39.6%
24.7%
1.7%
Why so low?
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Why Such a Low Leathality Rate?
1. Landing speeds are lower
2. Terrain is flatter
3. Most obstacles are limited near the runway
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What is Required to Survive a Crash?
1. Survivable “G” – The human body is flexible and deformable,
particularly the softer tissues.
Human tolerances depend on the magnitude of the g-force,
the length of time it is applied, the direction it acts, the location
of application, and the posture of the body. (G + duration +
direction = survivability)
Vertical G - 5 G’s without G-suit, 9 G’s with a G-suit (Blood pooling)
Horizontal G - 20+ depending on deceleration forces, health
and training.
2. Survivable Space – the cockpit space after the crash
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Traffic Pattern Distractions
1.
2.
3.
4.
5.
6.
7.
8.
9.
Other aircraft in the pattern
Weather - wind – turbulence
Non-standard traffic pattern entries (the “other” pilot)
Aircraft on the runway, or accident on an adjacent runway
Radio traffic – busy Unicom frequencies - non-essential
radio communications
Aircraft performing low-level flight in traffic pattern (buzz
jobs)
Go-arounds
Passengers - Pedestrians
The Pilot – YOU?!?
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QUESTION
Why do you believe a stall / spin in
the traffic pattern would not
happen to you?
Watch the video – imagine you are flying a
C-152, 500 ft. above ground in the traffic
pattern. Could you recover? Could any
professional aerobatic performer?
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Click here to play video
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ANSWER
Why a stall/spin would not happen to you….
1. Because I fly my aircraft with coordinated flight control
movements, with no slips or skids in the turns. The ball
on the turn coordinator, or the turn & slip indicator is
centered in the race during my turns.
2. I maintain a correct, but not excessive, airspeed in the
traffic pattern, (downwind, base & final)
3. My aircraft is always trimmed for the correct speed.
4. I fly with all of my senses ENGAGED
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QUESTION
What do you believe are some of the
temptations that would lead a pilot into
performing unapproved aerobatics or
buzzing?
Look at the next three short films and think of some
answers.
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POSSIBLE ANSWERS
1. Personality type – “Regulations were written for
the other guy”
2. Peer pressure – wanting to be part of the group
3. Giving the thrill ride for the first time flyer
4. It’s legal – “What? I’m 500 ft. from anything”
5. Showing off for the airport crowd
What if…?
You hit something? Break something? Stall?
Spin? Kill someone, in the air or on the ground?
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The Impossible Turn
The 180 degree turn after engine failure on takeoff
Depends on the individual circumstances
Many Reasons to be wary of this maneuver 1. The turn requires substantial altitude
2. Requires aggressive maneuvering
3. “Surprise factor”
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The Impossible Turn
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Ways to Combat T/O & Ldg Problems
AOPA’s 50 / 50 solution
ASF recommends adding 50% to the POH
T/O or Landing distance over a 50’ obstacle
Example: If POH says 1,600 ft over a 50’
obstacle, add 800 feet (50%) = 2,400’ for a
safety distance.
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Root Cause of Most T/O & Ldg Problems
Poor judgment – ADM - SRM (Aeronautical Decision
Making)
How do we combat poor judgment?
• Know the aircraft you are flying
• Know the airport
• Know the weather & environment (terrain in vicinity)
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AERONAUTICAL DECISION MAKING
MOST IMPORTANTLY …
KNOW YOURSELF
Know when it’s time for YOU to divert, or
Go-around,
or Stay on the ground!
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Your First Go-Around?
Your first go-around was probably when your CFI
said, “go-around”
If you have a problem during approach or landing,
there’s almost always a simple solution:
Go around!
It’s far better to make another trip around the pattern
than to push ahead and risk a runway overshoot
or loss of control.
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“Flipper” – The Friendly Porpoise
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The Saga of the Non-Go Around
Unfortunately, a lot of pilots seem to forget the GoAround option, and end up having accidents
Risks involved with go-arounds:
Low altitudes, low airspeeds, flaps down, high DA
If you aren’t proficient in Go-Arounds, get some
practice with a CFI !!
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Remember
1. Most fatal accidents happen in low level
maneuvering flight (LLMF)
2. Coordinated flight helps avoid stall/spin
3. Practice makes you a better pilot
4. Stick and Rudder skills are required skills
5. Know your individual limits – stick to them
6. The Go-Around is your friend
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Your Questions?
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Question 1.
Can the airplane be forced into the air prior to
normal lift-off speed?
a. No, it’s too heavy
b. No, the tail will drag on the runway
c. Yes, but this is considered an unsafe
practice.
d. Yes, but only if you have a strong
headwind
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Question 2.
During crosswind takeoffs with a significant
wind, what should you do?
a. Stay on the ground
b. Hold the main gear on the ground slightly
longer so a smooth but very definite lift-off
will occur
c. Get airborne as soon as possible
d. Ask your CFI to demonstrate another
takeoff
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Question 3
During an emergency landing what two things
are necessary for survival of the crash?
a.
b.
c.
d.
Survivable space, survivable “G” force
Water, food
Food, medical supplies
Functioning 406Mhz ELT, survivable “G”
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Question 4.
Takeoff performance figures in the POH are
determined by a student pilot, using an
older aircraft.
a. True
b. False
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Question 5.
Most fatal accidents happen during low-level
maneuvering flight.
a. True
b. False
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Question 1.
Can the airplane be forced into the air prior to
normal lift-off speed?
a. No, it’s too heavy
b. No, the tail will drag on the runway
c. Yes, but this is considered an unsafe
practice.
d. Yes, but only if you have a strong
headwind
Reference: Airplane Flying Handbook, page 5-3.
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Question 2.
During crosswind takeoffs with a significant
wind, what should you do?
a. Stay on the ground
b. Hold the main gear on the ground slightly
longer so a smooth but very definite lift-off
will occur
c. Get airborne as soon as possible
d. Ask your CFI to demonstrate another
takeoff
Reference: Airplane Flying Handbook, page 5-6.
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Question 3
During an emergency landing what two things
are necessary for survival of the crash?
a.
b.
c.
d.
Survivable space, survivable “G” force
Water, food
Food, medical supplies
Functioning 406Mhz ELT, survivable “G”
Reference: Airplane Flying Handbook, page 16-2.
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Question 4.
Takeoff performance figures in the POH are
determined by a student pilot, using an
older aircraft.
a. True
b. False
Reference: Pilot’s Handbook of Aeronautical Knowledge, page 10-17.
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Question 5.
Most fatal accidents happen during low-level
maneuvering flight.
a. True
b. False
Reference: AOPA’s Nall Report.
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B
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E
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