Advanced stalling Briefing Learn to recover from a stall in the approach configuration. * * * Advanced stalling * * *Objectives (Briefing:Advanced stalling) (1) Recognise the basic stall (2) To see the effects of power/flapon the aircraft speed_ and attitude at the stall (3) To improve your situational awarenessthrough early stall recognitionand recovery. Principles of Flight (Briefing:Advanced stalling)1. Principles of Flight- Aeroplane stalls at critical angle,and speed will vary with configuration - Manufacturers list stall speeds for simplicity - Anything that Increase Lift required means an Increase airspeed at the stall airspeed will be higher at the critical angle - Anything that Decrease Lift required meansa decrease airspeed at the stall Factors Affecting Stall Speed(Briefing:Advanced stalling)Weight: Increase Weight requires Increase Lift = Increase stalling speed (Same nose attitude) Ice/Damage: Changes flow and increases weight, requires Increase Lift = Increase stalling speed (Same nose attitude) Loading Increase Apparent weight requires Increase Lift = Increasestalling speed (Same nose attitude) Power: Increase Power requires Decrease Lift due Increase airspeed over wing = Decrease stalling speed (Higher nose attitude) Slats/Slots / Flap Flap Increase Lift = decrease stalling speed (Lower nose attitude) Aileron: Down-going wing will have Increase Angle of Attack,beyond stall decrease Lift and Increase Drag further = continued roll, not stopping it 2. Airmanship etc(Briefing:Advanced stalling)Airmanship- No pax- Awareness of aircraft configuration,symptoms, traffic- HASELL checks- HELL checks Aeroplane Management- Smooth but positive throttle and control movements- Carb heat- Oil Temptures & Pressures Human Factors- More practice and exposure the better- Plenty of time between stalls to orientate- Unusual attitude possible, but plenty of height for recovery Air Exercise - Entry /Symptoms(Briefing:Advanced stalling)Entry- HASELL checks with reference point (high) and Altitude- Carb heat HOT- Close throttle/reduce power as applicable- Keep straight with rudder- Maintain altitude with Increase backpressure- Through 85kts (white arc) select flap, adjust attitude- Through 60kts (or stall warning sounds), carb heat COLDSymptoms- Observe effects of power, flap, and “power and flap“ together- Low and decreaseing airspeed- High nose attitude- Less effective controls- Stall warning - if fitted- Buffet Air Exercise - At the Stall / Recovery(Briefing:Advanced stalling)At the Stall- Aeroplane sinks and nose pitches downRecovery ... ...to Unstall- Check forward with control columnto reduce angle of attack- Do not use ailerons ... to Minimise Height Loss - max of 100ft- Power + Attitude = Performance- Unstall, as above, check forward- Apply full power - balance with rudder- Raise nose to the horizon (stops sink and allows acceleration)- Reduce from full flap, (in stages) - At safe altitude, safe airspeed, and +ve RoC, raise all flap,adjust attitude- Regain starting altitude and S+L Recovery at Onset- Normal situation - when not training- Recover at stall warning / buffet- Height loss - 50ft maximum Take Aways(Briefing:Advanced stalling) At the Stall - Aeroplane sinks and nose pitches downRecovery ... to Unstall- Check forward with control column to reduce angle of attack- Do not use ailerons... to Minimise Height Loss - max of 100ft- Power + Attitude = Performance- Unstall, as above, check forward- Apply full power - balance with rudder- Raise nose to the horizon (stops sink and allows acceleration)- Reduce from full flap, in stages setting- At safe altitude, safe airspeed, and +ve RoC, raise all flap,adjust attitude- Regain starting altitude and S+LRecovery at Onset- Normal situation - when not training- Recover at stall warning / buffet- Height loss - 50ft maximum Factors Affecting Stall SpeedWeightIce/DamageLoadingPowerSlats/Slots / Flap Flap Aileron ...............
Steep turns Briefing Learn to change direction at 45 degrees bank, maintaining altitude and balance. * * * Steep turns * * *Objectives (Briefing:Steep turns)To change direction through 360° degreesat a constant rate,using 45° angle of bank,maintaining a constant altitudeand in balance. To become familiar with the sensations ofhigh bank angles and high rates of turn. Principles of Flight - Forces in a medium Turn(Briefing:Steep turns) Weight Lift CPF Note: Small increase in lift Forces in a Steep Turn(Briefing:Steep turns) Weight Lift Loading CPF As Angle of Bank Increase this ... - require to increase Lift- by increasing the Angle of Attack This increases the Dragwhich will decrease the Airspeed Thus Power required to oppose the extra Dragand maintain your Speed. Effect on Stalling Speed(Briefing:Steep turns)Requirement for more Lift(loading)thus an increased Stalling Speed(Lift = Angle of Attack(Max) x Speed) Adverse Yaw(Briefing:Steep turns)Amount of rudder required to overcome - depends on rate of roll Low airspeeds - thus more adverse yaw(and require more aileron deflection) Other Considerations(Briefing:Steep turns) Out of BalanceWhen correcting with rudder - keep correct Angle of Bank and adjust attitude Spiral DiveCaused by overbankingAeroplane descends, tendency to Incr. backpressure,will turn tighteningand Incr. Rate of Descent Recover by closing throttle, rolling wings level, ease out of dive Supplementary(Briefing:Steep turns) AirmanshipConsider altitudeTraining AreaHazards,Other Aircraft, Terrain, Cloud. Aeroplane ManagementSmooth and positivethrottle/Controls movements Human Factors 360° turns - (orientation) Lookout restrictions Effect of G May be uncomfortable Air Exercise - Entry(Briefing:Steep turns)Refresh Medium Turn From S+L Choose prominent reference point and a Atlitude Lookout Roll with aileron, balance with rudder Through 30° AoB increase power Slight / 100-200 RPM_and backpressure At 45° AoB, check with ailerons, reduce rudder to maintain balance In Turn(Briefing:Steep turns)Scan Lookout (90%) AttitudeLeft Turn Right Turn Instruments (only 10%) Angle of bank controlled with aileron Altitude controlled with backpressure If altitude changing check Angle of Bank first, then backpressure Exit(Briefing:Steep turns) Look for reference point Anticipate rollout by half the angle of bank (25°) Rolling wings levelbalance with rudder Relax backpressurereset S+L attitude Back Through 30°, reduce power Maintain S&L Take Aways(Briefing:Steep turns) Air Exercise Entry (same as a medium Turn) Back Through 30° AoB increase power and backpressure In TurnLookoutAttitudeInstruments Exit (Same as a medium) Look for reference point Through 80-85kts, reduce power ConsiderationsOut of BalanceCorrect use of Rudder Spiral DiveCaused by overbanking * * * Any Questions * * *
Forced landing without power Briefing Learn to carry out the recommended procedure in the event of a total or partial engine failure. * * * Forced landing without power - pattern * * *Objective(Briefing:Forced landing without power - pattern)To carry out the recommended procedure in the event of total or partial engine failure. Considerations (Briefing:Forced landing without power - pattern) Probable Causes => And how they may be avoided FuelContamination (Something in the fuel)Starvation (Fuel not flowing)Exhaustion (No fuel on board) Mechanical failure Pre-flight Inspection Best glide Speed(Briefing:Forced landing without power - pattern)c-152 is 65kts (60 Flaps down)Best Lift to Drag Ratio - Max range in still airNever raise the nose to ’stretch’ the glide. Glide Range(Briefing:Forced landing without power - pattern)is effected by...WindTail wind - Greater Glide RangeHeightHigher - Greater Glide Range available Assessing the wind(Briefing:Forced landing without power - pattern)SmokeCloud shadowWind LanesPrevious knowledge Field Selection(Briefing:Forced landing without power - pattern)7’S’ + the big E1. Size , 2. Shape , 3. Slope , 4. Surface , 5. Surrounds , 6. Stock , 7. Sun. Elevation Airmanship etc.(Briefing:Forced landing without power - pattern)AirmanshipMAINTAIN SITUATIONAL AWARENESS- Checks, including touch checks- No pax/solo limitations- “Simulating“ to begin with- Go around (by 500ft AGL)- landings later- Legal limitationsAeroplane Management- Oil Temp and Press stable- Engine warming 1000ft- Fly the aeroplane Human Factors- Don’t turn your back on paddock- Practise will make it easier- Concentrate on pattern / Then the checks.- Re-evaluate decisions to avoid mindsets Air Exercise (Briefing:Forced landing without power - pattern)Aviate - Navigate - Communicate 1. Aviate 2. Navigate 3. Trouble Check 4. Communicate 6. Passenger Brief 7. Secure the Aircraft 1. Aviate(Briefing:Forced landing without power - pattern)Convert execess speed to heightFuel pump on , change tanksMixture Rich ,Card Heat HotIgnition, on Both Best Glide Speed , Trim. 2. Navigate(Briefing:Forced landing without power - pattern)Situational AwarenessSurround terrain / ElevationWind Direction Choose a specific Landing Site Plan your descent1500 ft Area AGL1000 ft Point AGL * * Initiate Plan * * 4. Trouble Checks (F-M-I)(Briefing:Forced landing without power - pattern)FFuel (Pressure , content and selected tank )MMixture - Rich and Carb heat is hotIIgnition and InstrumentsTry Left or right Magcheck Oil Temp\'s and Press\'sCheck for Power ( serve as engine warm) * * * Assess your Approach * * * 5. Communicate(Briefing:Forced landing without power - pattern)MAYDAY - MAYDAY - MAYDAY Emergency procedures are contained in AIP New Zealand, ENR 1.15. (a) name of station addressed (time and circumstances permitting)(b) identification of the aircraft(c) nature of the distress condition(d) intention of the pilot; and(e) present position, level (FL or altitude), and heading Transponder to 7700 ELT - Activated * * * Assess your Approach * * * 6. Passenger Brief(Briefing:Forced landing without power - pattern) Pre-flight Passenger brief.(Save time)Emergency EquipmentBelts ,Exits Nearest habitationDoor unlock (if required)Loose objects * * * Assess your Approach * * * 7. Pre-Landing Checks(Briefing:Forced landing without power - pattern) Shutdown ChecksF FuelOFF.M MixtureIDLE CUT-OFFI IgnitionOFFM Master switchOFFOnly after you have made the MAYDAY call andthe final flap selection is made. From the 1000ft Point(Briefing:Forced landing without power - pattern)Achieve 1000ft Piont- Start base turn Approach- Can I make the 1/3 aim point? Go Around (Above 500ft AGL )- Would I have made it? After Landing- PIC responsibility- Call ATCDO NOT ADMIT ANY LIABILITY(Insurance Requirement) Do not attempt to takeoff again
Radio failure Briefing To join at a controlled or uncontrolled aerodrome in the event of a radio failure. * * * Radio failure * * *Objectives (Briefing:Radio failure) To join at a controlled or uncontrolled aerodrome in the event of a radio failure Reveiw Previous Exercises.... Considerations (Briefing:Radio failure) Cause of radio failure The general causes of communications failure are: wrong frequency selected,on/off and volume switch turned down,the aeroplane altitude too low and/or range too great,alternator failure (although battery power should still be available and the alternator failure detected by other means),comm box switches not selected to headphones,avionics or master switch accidentally selected off,radio loose in its cradle,avionics master off,faulty headset connections, ora popped circuit breaker.Check for simple solutions first, by recycling or turning on master switches or avionics selectors. Can you return to airfield?(Briefing:Radio failure)Can you return to airfield? ATC will generally allow the return If Need to divert - Where do you go? Vol4 ENR 1.15 COM Failure Procedures Your Mobile PhoneHave Tauranga and Rotorua tower\\\'s phone number on your number listPlus Hire Aero Number. Battery fully changed Airmanship etc(Briefing:Radio failure)Airmanship - Anticipate circuit direction - Vol 4 and joining checklists - Right-of-way rules - Lookout - Terminate flight plan after landingAeroplane Management - Below 120 kts before joining - Landing lights onHuman Factors - Use mental picture to help orientation Air Exercise (Briefing:Radio failure) 1. Radio failure confirmedRefer to VOL 4 Emergency sectionTransmit blindSquawk 7600Turn on all lightsUse your a cell phone 2. Aviate - Navigate(Briefing:Radio failure) Remain clear of controlled airspace while possible cause investigated 3.Proceeding to an uncontrolled aerodromeCarry out Standard Overhead JoinTransmit blindLookout 4. Proceeding to a controlled aerodromeNeed to know light signalsEnter control zonecarry out standard overhead joinWatch for light signals and respondReport comm failure to ATC once on the ground Lights(Briefing:Radio failure)Signals to Aircraft ..._ Steady green Steady red Series of green flashes Series of red flashes Series of white flashes Series of alternatered and green flashes .. in Flight .. Cleared to land .. Give way to other aircraft and continue circling .. Return for landing .. Aerodrome unsafe do not land .. Land at this aerodromeand proceed to apron .. Danger - be on the alert .. on the Aerodrome .. Cleared for takeoff .. Stop .. Cleared to taxi .. Taxi clear of landingarea in use .. Return to starting point on aerodrome .. Danger - be on the alert Red pyrotechnic Notwithstanding any previous instructions do not land for the time being
Vacating and joining at aerodromes Briefing Learn to vacate and join the circuit in accordance with applicable procedures. * * * Vacating and joining at aerodromes * * *Objectives(Briefing:Vacating and joining at aerodromes) To vacate and join the circuit in accordance with applicable procedures. To join an uncontrolled circuit in accordance with the standard overhead join procedure 1. Considerations - Uncontrolled Aerodromes(Briefing:Vacating and joining at aerodromes)Vacating* Climb straight ahead to 1500ft* Via crosswind or downwind* Climb overhead* All can be done from controlled aerodrome - with clearance Standard Overhead Join* Used* To keep clear of the circuit until safe to join* To observe other traffic, including NORDO* To identify circuit direction* To determine conditions on the aerodrome ; e.g. wind, surface, etc* When unfamiliar with the aerodrome* Check Aerodrome Chart in Vol 4 in preparation* Terminate flight plan once on the ground1. Considerations - Controlled Aerodromes(Briefing:Vacating and joining at aerodromes)Vacating* Same as uncontrolled, but clearance is needed* Could turn opposite to circuit direction - good lookoutJoining* Can request overhead join* Normally join downwind, base, or final* Could also cross overhead and join downwind* Can request joining or may be given joining instructions* Must still give way to those already in circuit Airmanship etc(Briefing:Vacating and joining at aerodromes)2. Airmanship* Vol 4, VNC, joining checklists* Right-of-way rules* LOOKOUT, don’t rely on listen out 3. Aeroplane Management* Speed below 120 kts* landing light on 4. Human Factors* Orientate using windsocks and aerodrome chart* Relative movement of small objects* Systematic approach best 5. Air Exercise(Briefing:Vacating and joining at aerodromes)Vacating(Briefing:Vacating and joining at aerodromes)* From home base* From (un)controlled aerodromeUncontrolled Aerodrome JoiningStandard Join - Standard Overhead Join* Radio call to circuit traffic 5 and 10 NM from aerodrome* position* altitude* intentionsApproach(Briefing:Vacating and joining at aerodromes)* Cross overhead at 1500ft AGL (if no other restrictions)* Position aeroplane so aerodrome can be seen outof student\'s window* Look for other traffic, windsocks, and groundsignals/markingsRunway in Use* Look at windsocks, and other traffic established toestablish circuit direction* If can\'t tell circuit direction orbit left until can tell* Watch out for helicopter or glider circuits goingin opposite directions* When circuit direction established,* all turns in that direction* Identify traffic and non-traffic sides* Position on non-traffic side, make radio call* Others already in circuit have right of wayDescend to Circuit Height* Low rate of descent* Cross upwind end of runway at circuit height* Track crosswind and give way to aircraft alreadyon downwind leg* Prelanding checks before downwind* Downwind call on downwind leg* Rest of circuit as normalControlled Aerodrome Joining* IAW ATC clearance or instructions
Basic stalling Briefing Learn to control the the aircraft to the point of the stall, recognise the symptoms and recover from the stall. * * * Basic stalling * * *Objectives(Briefing:Basic stalling) To control the aeroplane to the point of stall,recognise the symptoms of the approachingstall, experience the stall itself,and recover. To control the aeroplane to the point of stall,and recover at stall onset with minimum altitude loss. At the Stall(Briefing:Basic stalling) - Smooth airflow over the wing becomes turbulentbreaks away from upper surface. - When the wing stalls there is a Decrease in Liftlarge Increase in DragAeroplane sinks, Centre of Pressure moves rearwards and nose pitches down Critical Angle of Attack(Briefing:Basic stalling) Wing stalls at particullar Angle of Attack. Stall speed willdepend on Wing loading. e.g in a turn -more loadingthus higher Stall speed. Effect of Aileron(Briefing:Basic stalling)Do not use Aileron as down-going Aileron could stall it\'s wing,thus wing will drop. Airmanship(Briefing:Basic stalling) - No pax - Awareness of aircraft - configuration, position, and other traffic HASELL checksH- Height Not less than 2500 feet above ground levelA- Airframe Configuration - clean or flapS- Security No loose articles, harnesses secureE- Engine Oil Temperatures and pressures normal, mixture rich, fuel sufficient and on fullest tankL- Locality Not over a populated area and clear of known traffic areas, including airfieldsL- Lookout One 180°, or two 90°, clearing turns to ensure other traffic will not result in conflict HELL checksH- Height Not less than 2500 feet above ground levelE- Engine Oil Temperatures and pressures normal, mixture rich, fuel sufficient and on fullest tankL- Locality Not over a populated area and clear of known traffic areas, including airfieldsL- Lookout One 90°, clearing turn to ensure other traffic will not result in conflict - Recognise symptoms Aeroplane Management & Human Factors(Briefing:Basic stalling)Aeroplane Management - Smooth but positive throttle and control movements - Preflight - no loose objects - Carb heat use (and at 60kts Cold) Human Factors- More practice and exposure the better - Automatic response - Plenty of time between stalls to orientate - Uncomfortable Air Exercise(Briefing:Basic stalling) Entry - HASELL checks and reference point (high) - Carb heat HOT - Close throttle - Keep straight with rudder - Maintain altitude with increasing back pressure - Through 60kts (or stall warning sounds), carb heat COLD Air Exercise. Symptoms approaching the Stall(Briefing:Basic stalling)Symptoms - Low and decreasing airspeed - High nose attitude - Less effective controls - higher stick forces - Stall warning - if fitted - Buffet (turbulent air from wing striking tail/plane) - Control column will be fully back no further control movement At the Stall - Aeroplane sinks and nose pitches down Air Exercise. Recovery(Briefing:Basic stalling)To Unstall - Check forward with Control Column to reduce angle of attack - Do not use ailerons - Aeroplane will descend - Recover to S+L with P.A.T. To Minimise Height Loss - max of 100ft - Power + Attitude = Performance - Unstall, as above, check forward - Apply full power - keep straight with rudder - Green Range - Raise nose to the climb attitude - Then return Ref Altitude and Heading Air Exercise. Recovery at Onset(Briefing:Basic stalling) - Normal situation - when not training - Recover at stall warning / buffet - Height loss - 50ft maximum Take Aways(Briefing:Basic stalling)EntryHASELL / HELL - Checks and reference point (high) - Carb heat HOT - Close throttle / Keep straight with rudder - Maintain altitude - Through 60kts (or stall warning sounds), carb heat COLD Symptoms - Low and decreasing airspeed - High nose attitude - Less effective controls - higher stick forces - Stall warning - if fitted - Buffet (turbulent air from wing striking tail-plane) - Control column will be fully back - No further control movement At the Stall - Aeroplane sinks and nose pitches down Recovery - Check forward with control columnto reduce angle of attack - Do not use ailerons - Apply full power - Balance with rudder - Speed Green Range - Raise nose to the Climb Attitude - Regain starting altitude and S+L . . . . .
Crosswind circuit Briefing Learn to position the controls while taxiing, compensate for drift and takeoff/land in crosswind conditions. * * * Crosswind circuit * * *Objectives(Briefing:Crosswind circuit) To correctly position the aeroplane controls while taxiing. To compensate for drift throughout the circuit. To takeoff and land in crosswind conditions.1. Considerations(Briefing:Crosswind circuit)On the Ground- Aeroplane has tendency to weathercock into wind- Position controls to compensate for wind 1. Considerations Drift(Briefing:Crosswind circuit)On Takeoff- Allow for drift to track along the runway centrelineIn the Circuit- Allow for drift and headwind/tailwindon each leg- Base leg will be affected the mostOn Landing- As crosswind increases amount of flap useddecreases- to improve directional control- More airspeed needed if gusty conditions- Need to consider overall suitability of runwayon crosswind conditions Maximum Demonstrated Crosswind(Briefing:Crosswind circuit)- In Flight Manual- Limited by ability of rudder to control aeroplane- For this aeroplane is ??ktsCalculating Crosswind Component- Need W/V from TAF or METAR- Convert the direction to Magnetic- apply variationVector Diagram- Need pencil, paper, ruler and protractorFlight Manual GraphNav ComputerWindsockTowerFormula- Angular difference between wind and RWYPlot on watch face- Percentage of distance around watch face x wind strength = X/W component - 30° = half wind strength, 60° = full wind strength 2. Airmanship etc(Briefing:Crosswind circuit)Airmanship- Making the calculations improves SA- Max crosswind is a recommendation,but may be other limitsAeroplane Management- Control position on ground wrt wind- May need to use brakesHuman Factors- Assessing runway suitabilityimproved Aeronautical Descision Making(ADM) 5. Air Exercise - Takeoff(Briefing:Crosswind circuit) (A) Line-up,- adjust reference point for drift- Ailerons fully into wind, elevator neutral(B) During roll - reduce aileron to neutral by rotate point- Lift off at slightly higher speed than normal(C) After lift-off make a gentle balancedturn into windAir Ex. Climb-out - Downwind(Briefing:Crosswind circuit)Climb-out- Wings level, in balance- Adjust heading to track extended centreline5. Air Exercise - Crosswind(Briefing:Crosswind circuit)Crosswind- Reference heading allows for drift- Expect some headwind or tailwind Air Exercise - Downwind(Briefing:Crosswind circuit)Downwind- Allow for wind on downwind turn- Track parallel to runway- Assess runway and decide on speeds and flap setting to use- Check downwind spacingAir Exercise - Base -> Final(Briefing:Crosswind circuit)Base- Allow for drift and headwind or tailwind- Extend all the landing flap- Anticipate turn onto finalFinal- Track extended centreline- Power controls rate of descentAir Exercise - Landing(Briefing:Crosswind circuit)Combination of kick straight and wing down methodsKick-straight- Crab into wind- Just before touchdown, kick straight, aileron to keep on centrelineWing-down- From short final- Wing held down, rudder to keep aligned with centreline- Sideslip- Land on into wind wheel firstCombination- Crab into wind on final- During round-out switch to wing down method,- Aileron to stay aligned with centreline, rudder to stay straight- Into wind wheel touches down first. . . . .
Flapless landings Briefing Learn to carry out a flapless approach and landing. * * * Flapless landings * * *Objective(Briefing:Flapless landings)To carry out aflapless approachand landing. 1. Considerations(Briefing:Flapless landings)In all cases, when faced with the unexpected -> Aviate -> Navigate -> Communicate Flap System - Flap system operated by - Electrical system diagrammatics - Flap operating system diagrammatics Detection - To help detection of this failure beforegetting airborne - Thorough preflight inspection - Sound systems knowledge - Regular SADIE checks - Probably won’t detect it until base leg - Once detected - go aroundCauses - Mechanical linkage failure -(manual or electric flap) - Electric flap motor failure - Electrical current failure - Overspeed - should never happen - Always limit speed to below VFEbefore deploying flap Diagnosis - Once in level flight,can then diagnose problem - Check electrics for indications - Master ON, Circuit Breakers set,_ Battery output - Visual check for indication failure Procedure(Briefing:Flapless landings)Procedure - Stall speed inceased, incease approach speed higher (5 kts) - Longer landing distance P-charts have no detail/information - Less power required - Descent angle shallower - Less visibility over the nose 2. Airmanship etc.(Briefing:Flapless landings) Airmanship - Good systems knowledge - SADIE checks - Higher approach speed Aeroplane Management - Small power changes to adjust approach path Human Factors - Lower nose attitudecauses illusion and acceleration 5. Air Exercise(Briefing:Flapless landings)- Will simulate late downwind- Carry out a go aroundand position downwind 2. Downwind - Downwind checks and radio call - Assess runway length - Confirm appropriate approach speed - Choose power setting for approach Extend downwind leg 3. Base - Lower power - Higher nose attitude - Trim - Anticipate turn onto final4. The Approach_ - Attitude to maintain higher approach speed - Small power changes to adjust RoD - Higher nose attitude less forward visibility Landing - Less round-out - Slight hold-offDo not over-flare wait for touchdownCaution floating may require go around
Engine failure after take-off Briefing Learn the recommended procedure in the event of an engine failure below 1000 ft AGL. * * * Engine failure after take-off * * *Objective(Briefing:Engine failure after take-off) To adopt the recommended procedure in the event of an engine failure at low level (below 1000ft AGL). Relevant Previous Exercises.... Where is the cross wind leg? At the end of Downwind leg ... What is the Procedure to enter a descent? 1. Considerations Cause => Prevention(Briefing:Engine failure after take-off)Carb ice - Be aware of temp and humidity- Carb heat HOT- Preflight run-up Air blockage - Carb hear HOT - alternate air- Preflight inspectionFuel contamination - Water or solid particles in the fuel- Preflight fuel check and sample Fuel starvation - Wrong tank selection (or OFF) or fuel pump problems- Preflight run-up Fuel exhaustion - Run out of fuel- Preflight planning and inspection Spark- Preflight inspection and run-up Aborted Takeoff(Briefing:Engine failure after take-off) - Early in the takeoff roll, with runway available...close throttle, braking as required, keep straight Go Around(Briefing:Engine failure after take-off) - Full power, keep straight with rudder,raise the nose attitude to the horizon,climb straight ahead, retracting any flap,continuing climb out Engine Failure After Takeoff(Briefing:Engine failure after take-off)Aviate - Lower nose, close throttleNavigate - Choose landing site, flap decisionsCommunicate - Tell ATC / traffic Takeoff Safety Brief(Briefing:Engine failure after take-off) - Intentions in the event of an EFATO 2. Airmanship / Aeroplane Management / Human Factors /(Briefing:Engine failure after take-off)Airmanship - Pre-takeoff safety brief - Aviate -> Navigate -> Communicate - “Simulating“ - Touch checks - Advise ATC/traffic - Trouble checks - Shutdown checks Aeroplane Management - Systems management - Loose objects in cabin - Smooth throttle movements - Listen for normal sounds Human Factors- Learn checklists and use mnemonics- Plenty of practice available- Avoid mindsets - practise, currency and pre-planning 5. Air Exercise(Briefing:Engine failure after take-off)Aborted TakeoffAviate - Close throttleNavigate - Keep straight, brake as requiredCommunicate - Tell ATC / trafficEngine Failure After Takeoff1. Aviate- Fly the aeroplane lower nose, close throttle - Carb heat HOT 2. Navigate - Choose landing sitefrom anything in the windscreen - Flap as required to make it 3. Communicate (if Time) - MAYDAY Land into wind and keep cabin intact Trouble and Shutdown Checks(Briefing:Engine failure after take-off)Trouble ChecksF - Fuel Selector ON, fuel pump ON, change tanks (touch)M - Mixture RICH, carb heat HOT, primer LOCKEDI - Ignition BOTH Shutdown ChecksF - Fuel OFFM - Mixture OFFI - Ignition OFFM - Master OFF
Circuit considerations Briefing Learn the terms and procedures for deviating from the normal circuit. * * * Circuit considerations * * *OBJECTIVES:(Briefing:Circuit considerations)1. To use the terms & proceduresfor deviating from the “normal“ circuit. 2. To revise circuits using the “touch and go“ procedure (if applicable). 3. To revise circuits and carry out the go-around procedure. Relevant Previous Exercises.... Where is the cross wind leg? At the end of Downwind leg ... What is the Procedure to enter a descent? CONSIDERATIONS: 1(Briefing:Circuit considerations)1. Touch and GoRunway of more than adequate length to land, retract flap and takeoff without stopping Saves time, can do more circuits 2. Go-AroundIf for any reason the landing needs to be abandonedAction is ...Full power, raise flap, climb ahead or remember(Power-up,Flaps-up, Go-up) Reasons for a go around are...Runway length inadequateBounced landingLanding path blockedPilot discretionApproach too high or too fastATC instructedWind direction changeToo close to A/C ahead CONSIDERATIONS: 2(Briefing:Circuit considerations) 3. Orbit360° medium level turnUsed to adjust spacing or to holdCommonly done downwind 4. Extend Downwindto improve separation or as Instructed, adjust base turn and power as needed 5. Dumb-Bell Turnused to reposition forlanding on runway after T/O - AVOID 6. Repositioningpreferred method Repositionof runway change Usually done downwind, n: but can be done on any leg 7. Low Level Circuitis a 500ft AGL circuitShould only with instructorDoes not give you right-of-way CONSIDERATIONS:4(Briefing:Circuit considerations) Wind GradientWind strength decreases closer to the ground because of frictionAffects flare possible floating WindshearSudden change in wind speed and/or directionWind needs to be 10 kts or moreIf encounter sudden drop in airspeed and/or altitude - Go Around Wake Turbulence CONSIDERATIONS:8. Wind Gradient(Briefing:Circuit considerations)gradual change of wind speed due to surface friction CONSIDERATIONS:9. Wind Shear(Briefing:Circuit considerations)sudden change of wind speed or directionincrease approach and threshold speedarrest sink with positive power increasemaintain airspeed with (lower) attitude CONSIDERATIONS: 10. Wake Turbulence(Briefing:Circuit considerations)Wake TurbulenceDisturbed air caused by wing producing liftAircraft produces spirals from wingtipsAvoid by keeping safe distance from aircraftahead, especially those bigger? If encounter - Go Around Airmanship(Briefing:Circuit considerations) - Aviate - Navigate - Communicate - ATC clearances - VFR minima in CTZ AIR EXERCISE:Touch & Go(Briefing:Circuit considerations)1. Touch & GoAfter touchdown (lower nose wheel)- Raise flaps to takeoff setting- Apply full power (keep straight)- Normal take-offAIR EXERCISE:Go-Around(Briefing:Circuit considerations)2. Go-Around- Carb heat Cold - Full power BEWARE PITCH UP - Nose to level flight attitude - Reduce from full flap setting(as appropriate for A/C type)- positive acceleration - Raise nose to horizon - safe height (obstacles) - safe speed (through __ kts) - positive ROC- Raise remaining flap gradually - At 70 kts select climb attitude - Trim - Advise ATC / traffic “... going around“ - Keep runway in sight but remain clear of traffic- Request early turn (if required) back into circuit . . . . .