Transcript Sport Pilot Training Program

Pre-Solo Training Program
Flight Briefing: Lesson 9
Takeoff and Landing
Practice
In cooperation with Mid Island Air
Service, Inc. Brookhaven, NY
(Michael Bellenir, CFI)
Lesson 9 Objectives
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This briefing will discuss safety related
considerations for takeoffs and landings,
including common errors made by pilots,
recognizing the development of hazardous
situations before they become dangerous,
and wake turbulence avoidance.
Upon completion of this briefing, you will
practice making normal and crosswind
takeoffs and landings.
Flight Briefing: Lesson 9
Takeoff
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Normal takeoff in the SportStar requires fuel pump
turned on, and 15 degrees of flaps.
Remember to control direction on the takeoff roll with
right rudder pressure.
Lift the nose wheel off the ground with gentle back
pressure, early in the takeoff roll.
Climb out at 60 KIAS.
Track the runway center line with rudder on climb out.
When a safe climb is established, turn off fuel pump,
slowly retract flaps, and accelerate to 70 KIAS.
Flight Briefing: Lesson 9
Pattern
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Maintain pattern altitude on downwind.
Fly the pattern at a constant appropriate speed
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Determine when it is appropriate to descend for landing
Typically, this happens abeam the touchdown point.
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60 KIAS (~4,000 RPM); or as necessary for other
traffic/conditions
When inside the white arc, extend 15 degrees of flaps
Reduce power to idle and glide at 60 KIAS
Turn base at the proper time for conditions.
Typically, extend 30 degrees of flaps turning base.
Judge your height and glideslope alignment turning final.
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Extend 50 degrees of flaps only when the runway is assured.
Flight Briefing: Lesson 9
Final Approach and Flare
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Stabilized Approach!
Maintain a glide at constant best-glide airspeed
Gently initiate round-out at proper time (learned with experience)
Hold the nosewheel off; let the plane settle on the mains
Flight Briefing: Lesson 9
Common Errors
Balloon
 Aircraft gains altitude during flare
 Caused by:
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Excessive speed
Rounding out too quickly
To correct:
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Relax back pressure slightly
Let aircraft settle back down
Touchdown on main landing gear; keep nose up!
DO NOT ever try to force aircraft onto the ground!
If balloon is excessive or repeats, go around and try again.
Flight Briefing: Lesson 9
Ballooning
Relax, let airplane settle
down, Keep nose up;
Or: Go around, try again.
Flight Briefing: Lesson 9
Common Errors
Bounce
 Aircraft makes contact with ground then rebounds back into air
 Caused by:
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Excessive airspeed
Improper flare
High descent rate
To correct:
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Let aircraft settle back down
Keep nose up!
If you’ve lost a lot of speed, it may be necessary to apply some
power to avoid a hard landing.
DO NOT ever try to force aircraft onto the ground!
If bounce is very high, go around, try again.
Flight Briefing: Lesson 9
The Bounce
Relax, keep nose up, add some power if
necessary to avoid high sink rate;
Or: Go around, try again.
Flight Briefing: Lesson 9
Common Errors
Porpoising
 Multiple bounces during which the nose of the airplane
makes contact with the ground prior to the main landing
gear on subsequent bounces
 Cause:
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To correct:
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Improper aircraft control/Improper correction for balloon or bounce
Pushing airplane down, not keeping nose up
Go Around! Never try to salvage a porpoised landing.
Never let an airplane porpoise. Severe damage to landing
gear and propeller is likely.
Flight Briefing: Lesson 9
Porpoising
Go Around Immediately to avoid damage to the
aircraft and possible injury to those on board!
Flight Briefing: Lesson 9
Common Errors
Overshooting the base-to-final turn
 Especially common with a crosswind that
increases your groundspeed on base leg
 Biggest mistake is forcing a steep turn to final
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Stall speed increases with angle of bank
There is an overwhelming temptation to add opposite aileron
and even more rudder to flatten the turn
Should the wing stall, this is the classic entry to a spin!
Don’t ever try to salvage such a landing.
Just go around!
Flight Briefing: Lesson 9
Other Common Errors
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Wheel-barrowing:
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Side load touchdown, touchdown with drift
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Nose wheel maintains contact with the ground before main landing
gear.
Smoothly raise nose, then go around
Aircraft contacts ground with drift component/sideways momentum
More likely to bounce
Straighten out with rudder, keep wings level, be ready to go-around,
can rapidly escalate to loss of control situation in some cases.
Hard landing
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Aircraft contacts ground with excessive vertical momentum
More likely to bounce
Keep nose up, keep straight, be ready to go-around. Can damage
aircraft landing gear in some cases.
Flight Briefing: Lesson 9
Solution to These Errors:
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Prevention!
Don’t fly in conditions that facilitate the development of
hazardous situations, such as gusty winds, strong
crosswind, wind shear, or in wake turbulence.
Learn to fly the airplane in a manner that prevents any
of these potentially dangerous conditions from
developing into a hazardous situation.
With experience, you will learn to recognize the
beginning/set up of these errors before they become
dangerous.
If something doesn’t seem right on approach, flare, or
touchdown, GO AROUND! Flight Briefing: Lesson 9
Wake Turbulence Avoidance
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The wake of another aircraft can be
particularly hazardous to a Light Sport
Aircraft.
You must learn where wakes form so you
can avoid them.
Flying through a strong wake from a large
aircraft can cause you to lose control, or
even cause structural damage to an aircraft.
Flight Briefing: Lesson 9
Wake Turbulence
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All airplanes generate a wake. This wake
consists of two counter-rotating vortices that are
generated by wings as a result of lift production
Pressure differential between the upper and
lower surfaces of the wing cause “span-wise”
flow, as the higher pressure air underneath the
wing is drawn toward the lower pressure above
the wing, near the trailing edges and wingtips.
Flight Briefing: Lesson 9
Wake Turbulence Generation
Low Pressure
Above Wing
High Pressure
Below Wing
Flight Briefing: Lesson 9
Wake Turbulence Vortex
The pressure differential
causes the formation of
a rotating vortex that can
be destructive to other
aircraft or compromise
aircraft control if
encountered.
Flight Briefing: Lesson 9
Wake Turbulence Strength
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Wake turbulence is strongest when the pressure
differential between the upper and lower wing is
greatest. The pressure differential and span-wise flow
is greatest when the airplane is:
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Heavy - More weight requires more lift; more pressure
differential.
Clean - Landing gear, flaps, and other lift/drag devices
interfere with span-wise flow; having them retracted allows
more span-wise flow.
Slow - Flying at slower speeds requires more angle of attack,
resulting in a higher pressure differential.
Be especially careful when following an aircraft that is
heavy, clean, and slow! (Airliner shortly after takeoff)
Flight Briefing: Lesson 9
Wake Turbulence
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Every airplane makes wake turbulence, even Light Sport
Aircraft.
In a well done steep turn, you might fly through your own
wake (generally not hazardous).
Wakes rise slightly at first, immediately behind the
airplane, then start to sink and move outwards. When
they contact the surface they move outwards and
dissipate.
It may take up to 5 minutes for a strong wake to fully
dissipate near the ground. A strong wake might descend
as much as 1,000 feet before dissipating in the air.
Don’t fly immediately underneath the flight path of other
aircraft, especially larger ones.
Flight Briefing: Lesson 9
Wake Turbulence Movement
Vortex movement in no
wind. Keep in mind wind
will alter the movement
of vortices.
Flight Briefing: Lesson 9
Wake Turbulence
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Airplanes make wakes from rotation on
takeoff until touchdown on landing.
Flight Briefing: Lesson 9
Avoiding Wake Turbulence
When approaching to land behind a large aircraft, stay above the
approach path of the larger aircraft, observe the touchdown point of
the large aircraft, and plan to land beyond its touchdown point.
Flight Briefing: Lesson 9
Avoiding Wake Turbulence
When taking off behind a large aircraft, observe the rotation point of the
larger aircraft. Plan to rotate and climb before that point. Once airborne,
climb above the climb path of the larger aircraft, or turn clear of its flight path.
Flight Briefing: Lesson 9
Avoiding Wake Turbulence
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Remember a light crosswind will hold one of the
vortices over the runway for a longer period of time.
A light, quartering tailwind will keep the wake
turbulence over the runway the longest.
Wakes spread outward, potentially affecting parallel,
or nearby runways.
When necessary to land or depart after an especially
large aircraft, the best course of action may be to
delay your arrival or departure to allow time for the
wake turbulence to dissipate.
Flight Briefing: Lesson 9
Gusty Wind Correction
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If there is a gust factor present (steady winds with
occasionally higher winds), it is appropriate to correct
by slightly increasing approach speed.
Figure out the gust factor.
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Steady wind subtracted from maximum wind (peak gust).
Add ½ of the gust factor to your approach speed.
If the gust factor is significant (more than 10 knots),
consider canceling the flight. If a significant gust factor
is encountered unexpectedly, consider an alternate
landing site where the gust factor is reduced.
Flight Briefing: Lesson 9
Crosswind Correction
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Crosswinds will increase the chances of side-loading the
gear on landing.
Maximum demonstrated crosswind component for the
SportStar MAX is 10 knots for inexperienced pilots, 15
knots for experienced ones.
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If a crosswind component is greater than 10 knots:
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How do you know which you are? If you’re not comfortable in a
15 knot crosswind, consider yourself inexperienced!
use a different runway more aligned with the wind
consider an alternate landing site with less crosswind
Or, cancel the flight.
Use proper crosswind technique, even after landing.
Flight Briefing: Lesson 9
Windshear
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Windshear describes a condition when the wind
changes direction or speed (or both) in either a short
amount of time, or over a short distance.
Windshear can be extremely hazardous to light aircraft.
In a shear, an aircraft might very suddenly and
unexpectedly gain or lose significant amounts of
airspeed.
Windshear is often present with hazardous weather like
thunderstorms, but could occur anywhere in the
atmosphere.
If windshear is forecast or reported, you should
consider alternatives.
Flight Briefing: Lesson 9
Remember
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Strong winds, crosswinds, windshear, gusts,
and wake turbulence are all potentially
serious hazards to light aircraft.
To stay out of trouble, stay out of potentially
dangerous conditions.
Superior pilots use their superior judgment to
avoid needing their superior skills.
Flight Briefing: Lesson 9
Review Questions
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You are landing a SportStar. Winds are straight down the runway at 10 knots
gusting to 20 knots. What approach speed should you use?
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You are landing behind an airliner. How should you approach?
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Flying a SportStar, winds are directly across the runway at 12 knots. What
should you do?
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Describe a normal takeoff in a SportStar.
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What should you do if you begin to porpoise on landing?
Write down your answers before
continuing to next slide
Flight Briefing: Lesson 9
Review Answers
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You are landing a SportStar. Winds are straight down the runway at 10 knots
gusting to 20 knots. What approach speed should you use?
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You are landing behind an airliner. How should you approach?
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Stay above airliner’s approach path; land beyond its touchdown point.
Flying a SportStar, winds are directly across the runway at 12 knots. What
should you do?
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60 knots plus 5 knots (half the gust factor) equals 65 knots
Use a different runway, or cancel the flight.
Describe a normal takeoff in a SportStar.
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Fuel pump on, 15 deg flaps, full power, track centerline with right rudder
pressure, raise nose with back pressure, climb at 60 knots, fuel pump off and
retract flaps when climb established, continue climb at 70 kts.
What should you do if you begin to porpoise on landing? Go around!
Review any missed questions before
Flight Briefing: Lesson
continuing to today’s flight.
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9
On Today’s Flight
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Practice Takeoffs and Landings
Avoid common errors as much as possible.
If/when you make some of the common errors,
they will be pointed out to you so you will learn
to recognize them and correct appropriately.
Go around whenever things don’t look right.
Be mindful of other traffic and the wakes of
other aircraft.
Thanks to Mid Island Air Service, Inc.
Brookhaven, NY (Michael Bellenir, CFI)
Flight Briefing: Lesson 9