CFI Workshop Mod 6

FAASTeam Federal Aviation
Administration
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
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

Federal Aviation 2
January 1 to March 31, 2010 Administration
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
Lets take a look as some statistics
Encourage Safety through Awareness
Are all of your students registered at FAASafety.gov?

Federal Aviation 3
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.

Federal Aviation 4
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.
Federal Aviation 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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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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Lets 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 airplanes left turning

tendency on initial acceleration.
FAA-H-8083-3A Airplane Flying Handbook

Federal Aviation 12
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.


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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.

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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.

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Slow Flight or MCA

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Whats going on with drag vs airspeed?

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Definition

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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.
Federal Aviation 21
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.
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Steep Turns

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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.

Federal Aviation 24
(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.

Federal Aviation 25
(continued)
Disorientation.
Attempting to perform the maneuver by

instrument reference rather than visual
reference.
Failure to scan for other traffic during the

maneuver.

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Power Off Stall Recovery
1. Reduce Angle of Attack
2. Add Power
3. Keep Wings Level
4. Use adequate Rudder
Federal Aviation 27
Power On Stall Recovery
1. Reduce Angle of Attack
2. Keep Wings Level
3. Use adequate Rudder

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Stabilized Approach

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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

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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.
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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.

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Crosswind Landings

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Crosswind Landings
Common Errors
Attempting to land in crosswinds that exceed the
airplanes 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.
Federal Aviation 34
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.

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Crosswind Landings
Common Errors
(continued)
Failure to maintain direction control on rollout.
Excessive braking.

Federal Aviation 36
Go Around From Rejected Landing

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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)

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Module #6, Core Topic #11
Questions?
Comments?
Ideas?
Quiz time ~

Federal Aviation 39
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

Federal Aviation 40
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 . . . . . . . . . . . .

Federal Aviation 41
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

Federal Aviation 42
3. True or False; The takeoff or landing speed is
generally a function of the stall speed or minimum
flying speed.
True - Pilots 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

Federal Aviation 43
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.

Federal Aviation 44
Take a Break!

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Core Topic 12
Aircraft Operational
Limitations ?

Federal Aviation 46
Nice place, seemed a little short when we landed!

Federal Aviation 47
1850, grass, its hot, and the tanks are pretty full .

Federal Aviation 48
... only three of us and theres a river beyond the trees ....

Federal Aviation 49
I think well be ok to try a takeoff .

Federal Aviation 50
Were not accelerating very well I cant stop now! .

Federal Aviation 51
They didnt consider the potential problems
for takeoff before they landed there.
They didnt consider options when they
realized the takeoff might be difficult.
They didnt confirm that the airplanes
performance capabilities would allow a safe
takeoff, or not.
They didnt 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.

Federal Aviation 52
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)

Federal Aviation 53
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 were at or near
a limit?

Federal Aviation 54
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 were 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 aircrafts limited

performance at reduced power to
simulate the effect of temperature
and pressure altitude.

Federal Aviation 57
Full can be a
beautiful thing!
But, when it
comes to
loading an
airplane ..
Full can exceed the

weight and/or CG limits!
Federal Aviation 58
Weight can be a limitation
depending on runway length,
temperature, runway condition,
and density altitude.
What to do?
Less fuel? Maybe, whats 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?
Federal Aviation 59
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?

Federal Aviation 60
After you have convinced your
students that you cant 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 ...

Federal Aviation 61
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

Federal Aviation 62
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.

Federal Aviation 63
Even when you take care of
all the other details, if you
havent considered C of G ..
Normal Category Utility Category Operating point
2400
2350
2300
2250
2200
2150
2100
Total Weight (lbs)

2050
2000
1950
You may become a 1900

1850
1800
1750
TEST 1700
1650
1600
1550
PILOT! 1500
45 50 55 60 65 70 75 80 85 90 95 100 105 110 115
Total Moment/1000

Federal Aviation 64
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?

Federal Aviation 66
Pilot skills, aircraft limits, and the runway?

Federal Aviation 67
A little wind, a little too fast, no margin for error!

Federal Aviation 68
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 couldnt do it do you remember why?

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The aircrafts 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 ~
Federal Aviation 72
6. Baggage weighing 90 pounds is placed in a normal
category airplanes 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.

Federal Aviation 73
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

4.4Gs 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

Federal Aviation 75
6. Baggage weighing 90 pounds is placed in a normal
category airplanes 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 Pilots 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 - Pilots Handbook of
Aeronautical Knowledge.
8. Aircraft designed to withstand load limits up to

4.4Gs are labeled normal or utility category
aircraft??
Utility Category aircraft - Pilots Handbook of
Aeronautical Knowledge.

Federal Aviation 77
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.

Federal Aviation 78
This Completes
CFI Workshop Module #6
Be sure to have your attendance record validated!

Federal Aviation 79

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FAASTeam Federal Aviation

- Takeoff, Landings, and Low

Presented to: Instructors and Pilot Examiners

Additional training to compliment this

FAASTeam CFI Workshop #6

Are all of your students registered at FAASafety.gov?

FAASTeam CFI Workshop #6

Evaluating Takeoff and Landing Procedures and Techniques.

Encourage you to maintain your Takeoff and Landing skills

Review recent General Aviation accident statistics for

FAASTeam CFI Workshop #6

The 2007 AOPA

FAASTeam CFI Workshop #6

Offer a Proficiency Evaluation.

Improve Takeoff, Landing and Aircraft

Reinforce Good Habits.

Encourage Involvement in the WINGS

FAASTeam CFI Workshop #6

Help Identify Your Piloting Strengths

Earn Credit Towards The Pilot

FAASTeam CFI Workshop #6

Photo Danny Fritsche

FAASTeam CFI Workshop #6

Always keep the Aircraft on the Centerline of the

FAASTeam CFI Workshop #6

FAASTeam CFI Workshop #6

Failure to adequately clear the area prior to taxiing

Abrupt use of the throttle.

Failure to check engine instruments for signs of

Failure to anticipate the airplanes left turning

FAASTeam CFI Workshop #6

Overcorrecting for left turning tendency.

Relying solely on the airspeed indicator rather than

Failure to attain proper lift-off attitude.

Inadequate compensation for torque/P-factor during

Over-control of elevators during initial climb out.

FAASTeam CFI Workshop #6

FAASTeam CFI Workshop #6

FAASTeam CFI Workshop #6

Failure to adequately clear the area prior to

Using less than full aileron pressure into the

Mechanical use of aileron control rather than

FAASTeam CFI Workshop #6

Premature lift-off resulting in side-skipping.

Excessive aileron input in the latter stage of the

Inadequate drift correction after lift-off.

FAA-H-8083-3A Airplane Flying Handbook

FAASTeam CFI Workshop #6

FAASTeam CFI Workshop #6

FAASTeam CFI Workshop #6

FAA-H-8083-3A Airplane Flying Handbook

FAASTeam CFI Workshop #6

Inadequate back-elevator pressure as power is

Excessive back-elevator pressure as power is

Inadequate compensation for adverse yaw during

Fixation on the airspeed indicator.

Failure to anticipate changes in lift as flaps

Inadequate power management.

Inability to adequately divide attention

FAA-H-8083-3A Airplane Flying Handbook

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.