SOUTHERN REGION FAASTeam/Area 1

1. SOUTHERN REGIONFAASTeam/Area 1 Take Off and Landings Stabilized Approaches Following Procedures CFI’s & Pilots

2. We have a LOSS of Control Problem! • This airplane lost control on landing when the pilot flared too high and stalled in West Texas. • He attempted to taxi the airplane to the ramp, and it worked until the nose wheel collapsed.

3. Loss of Control • This “new” private pilot LOST CONTROL when he attempted to land on a public highway to look at an auction site, near Pecos, Texas. • The crosswind caught him and put him into the ditch and a fence.

4. What Part do you play in all of this??

5. Any Landing You Can Walk Away From? • LandingIt’s a Matter of Risk Management

6. Percent of Accidents by Phase of Flight 17% 54%

7. Take Off Planning and Briefings • Plan your take off. • Technical Information • Runway Length • Density Altitude • Weight and Balance • Contingencies • Alternates • Performance • What If’s • Other factors include obstructions, night operations, runway conditions and weather.

8. Take Off Planning and Briefings • Brief your take off. • Passengers and Crew (Including SP Ops) • Passenger Requirements • Departure procedure • Crew Duties • Call Outs • Abort Procedure • Emergency Procedures after takeoff • What do we do in case of ???

9. Approach and Landing Accidents • Over half of all accidents occur during these phases. • The leading accident factor for takeoffs and landings is loss of control (30.2 % of takeoff accidents and 32.8 % of landing accidents). • Other factors include obstructions, night operations, runway conditions and weather.

10. Landings“Can you identify the Risks?”

11. Glide Path/Angle

12. Approach and Landing Accidents • Major Factors To Consider • Lack of Situational Awareness - CFIT • Nonstabilized Approaches • Wind (Direction and Velocity) • Obstructions • Weather – Turbulence,Wind Shear, Microburst • Runway (Condition, Length, Slope) • Night (Decreased Visibility)

13. Why Focus on Landings? Statistics indicate: 46% Of accidents occurred during the Landingphase of Flight.

14. Landings • Good Approach = Good Landing • Bad Approach = Bad Landing

15. Landings • Good Approach = Good Landing • Bad Approach = Bad Landing • Period End of Statement !!!!

16. Stabilized Approach FAA-H-8083-3A Airplane Flying Handbook

17. Stabilized Approach • FAA Order 8400.10, volume 4, chapter 2, section 3, paragraph 511 discusses stabilized approaches. • Defines a stabilized approach as maintaining: • Stable speed, • Stable descent rate, • Stable vertical flight paths, • Stable configuration.VFR- Below 500 ft IFR- Below 1000 ft

18. Stabilized Approach • Proper airspeed for the segment of the approach • Correct flight path • Correct aircraft configuration for the phase of flight • Appropriate power setting for aircraft configuration • Normal angle and rate of descent for the type of approach • Minor corrections for pitch and power required to maintain stabilized approach • Normal bracketing (+/-5°) used to correct for lateral navigation deviations

19. Stabilized Approach • The Stabilized VFR Approach • On Glide Path, On Airspeed • Profile –Approach Segment Airspeeds (Vref) • Downwind • Base • Final • Short Final

20. IAP Rate of Descent Table

21. V-Ref – Approach Speeds • Vref = Landing Reference Speed at a point 50 feet above the landing threshold. • It is not less than 1.3 times the stall speed in the normal landing configuration.In simple terms.... your final approach speed.

22. V-Ref – Approach Speeds • FAR Part 23 • Single engine and Multi Engine < 6000 lbs stall speed =61 kias • Vref=1.3 VSo • 1.3 x 61= 79.3 kias • C-172 Vso=51 • Vref (1.3x51) =66.3 • PA-32 Vso=58 • Vref (1.3*58) =75.4 • Meaning-The last 500 ft of descent should approx. 70 Kias.

23. V-Ref – Inst. Approach Speeds

24. Stabilized Approach • Do not change flap position after crossing the Final Approach Fix until the runway is in sight and landing is assured.   • If the requirements for landing from instrument conditions are not met, a missed approach must be executed.

25. Landing - Common Errors Un-stabilized approach. Failure to allow enough room on final to set up the approach, necessitating an overly steep approach and high sink rate. Too low on approach resulting in possibly landing short. Too low an airspeed on final resulting in inability to flare properly and landing hard. FAA-H-8083-3A Airplane Flying Handbook

26. 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. FAA-H-8083-3A Airplane Flying Handbook

27. What about the Crosswind??? • Technique? • Whether “kick or crab”, proper runway alignment must be maintained!!! • Upwind wing lowered and runway center line alignment maintained using proper control inputs for the crosswind conditions • REMEMBER…

28. Crosswind Landings

29. Crosswind LandingsCommon Errors • Unstabilized approach. • Attempting to land in crosswinds that exceed the airplane’s 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. FAA-H-8083-3A Airplane Flying Handbook

30. Crosswind LandingsCommon Errors • 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 resulting in loss of control or excessive braking. • Failure to apply appropriate flight control inputs during rollout. FAA-H-8083-3A Airplane Flying Handbook

31. Don’t let the conditions exceed your limits … if you start to get that “uncomfortable” feeling… • GO AROUND!!

32. Go Around From Rejected Landing FAA-H-8083-3A Airplane Flying Handbook

33. 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) FAA-H-8083-3A Airplane Flying Handbook

34. Approach and Landing Accidents MSA figures are extremely helpful!

35. Approach and Landing Accidents • Know altitude and distance from • Be aware of your DA or MDA • Pay attention to the MSA landing airport

36. Approach and Landing Accidents LESSONS LEARNED • A current pilot and an airworthy aircraft can get into trouble. • The importance of preflight planning and preparation. • Night operations require extra planning. • Understand flap configurations. • Manage Your Focus of Attention. • Always fly the aircraft!

37. Approach and Landing Accidents TRAINING SUGGESTIONS • Situational Awareness – Contingency plan for every takeoff and landing. • “Brief” the landing/go-around procedure, including flaps and airspeeds. • Review Graphs and Tables in the POH. • Teaching the Stabilized Approach - Profile • Practice emergency/evacuation procedures.

38. Approach and Landing Accidents • Fly some Simulation Time • Practice Approaches • Practice Missed Approaches • Practice Emergency Options • Practice Equipment Expectations • Practice-Practice-Practice

39. Thanksfor Having Me!!!