“Maneuvering: Approach and Landing” and “Normal Approach and Landing”

1. “Maneuvering:  Approach and Landing” and “Normal Approach and Landing” NM WING Safety Meeting 14June08 Maj. Joseph R. Perea, MD, CAP June 08 NM Wing Safety Briefing

2. Letter from CAP SWR 1June08 • I am sorry to report that we have recently had two hard landings in SWR resulting in damage to CAP Aircraft.  Fortunately, no one has been injured.  Lt. Col. Hensley and I agree that immediate corrective action is required to maintain the safety of flight operations in Southwest Region.  The following corrective action is to be implemented immediately: 1.  All CAP Pilots in Southwest Region are to complete the FAA FAAST Team on-line courses: “Maneuvering:  Approach and Landing” and “Normal Approach and Landing” before the next time they fly CAP aircraft, effective immediately. http://www.faasafety.gov/gslac/ALC/course_catalog.aspx June 08 NM Wing Safety Briefing

3. Complacency or a false sense of security should not be allowed to develop as a result of long periods without an accident or serious incident.  An organization with a good safety record is not necessarily a safe organization."— International Civil Aviation Organization, 'Accident Prevention Manual, 1984 June 08 NM Wing Safety Briefing

4. SWR Grounded • NM Wing Pilots must complete the following in order to regain flying status • Item 1 Pilots are grounded until 2 courses described are completed. Send an email of such to Judy Candelaria at judy.candelaria@kirtland.af.mil  • give Name, CAP ID and unit number (NM0XX). Item 2 Non pilot aircrew have 30 days or they are grounded until item 2 is completed. Note: the required training takes about 1.5 hours total. June 08 NM Wing Safety Briefing

5. Common Errors in the performance of normal approaches and landings OVERVIEW BASE TO FINAL TURN • Failure to complete the pre-landing checklist in a timely manner. • Inadequate wind drift correction on the base leg. • Poor turn coordination -- Flat or skidding • Overshooting or undershooting centerline FINAL APPROACH • Unstabilized approach – aiming point • Failure to adequately compensate for flap extension. • Poor trim technique on final approach. • Attempting to maintain altitude or reach the runway using elevator alone. • Focusing too close to the airplane, resulting in a too high roundout. • Focusing too far from the airplane, resulting in a too low roundout. • Touching down prior to attaining proper landing attitude. AFTER LANDING • Failure to hold sufficient back-elevator pressure after touchdown. • Excessive braking after touchdown. June 08 NM Wing Safety Briefing

6. Base Leg • After turning onto the base leg, reduce power and start the descent at an airspeed of approximately 1.4 VSO. (VSO—stall speed with power off, landing gear and flaps down.) For example, if VSO is 60 knots, the speed should be 1.4 times 60, or 84 knots. June 08 NM Wing Safety Briefing

7. 7. What is Vso? (bottom of white arc) • A. Single-engine operating speed • B. Stalling speed, landing configuration • C. Stalling speed, clean configuration • D. Stalling speed, one engine inoperative And what is 1.4 x Vso? ** **122 Kts **50 Kts June 08 NM Wing Safety Briefing

8. Common Errors on BASE TO FINAL TURN • Failure to complete the pre-landing checklist in a timely manner. • “GUMPPTTTCFFF” • Inadequate wind drift correction on the base leg. • Poor turn coordination -- Flat or skidding • Overshooting or undershooting centerline June 08 NM Wing Safety Briefing

9. Aiming point vrs touchdown point • ON FINAL -- Stabilized Approach Concept • The point toward which the airplane is progressing is termed the “aiming point.” It is the point on the ground at which, if the airplane maintains a constant glide-path, and was not flared for landing, it would strike the ground. June 08 NM Wing Safety Briefing

10. Roundout • The roundout is a slow, smooth transition from a normal approach attitude to a landing attitude.  This phase begins when the airplane is within 10 to 20 feet above the ground, and continues until it touches down.  During the roundout, the goal is to decrease airspeed to touchdown speed, while controlling lift so the airplane will settle gently onto the runway.  June 08 NM Wing Safety Briefing

11. Visual Cues • If you direct and maintain your vision at a shallow downward angle (10° to 15° toward the runway) as you start the roundout. • The point of visual interception ( Area B) with the runway appears to move toward you as the airplane loses altitude.   June 08 NM Wing Safety Briefing

12. B c June 08 NM Wing Safety Briefing

13. Crosswind landings, wing low method • the primary objective is to land the airplane without subjecting it to any side loads that result from touching down while drifting. June 08 NM Wing Safety Briefing

14. Common Errors in the performance of normal approaches and landings • BASE TO FINAL TURN FINAL APPROACH • Unstabilized approach – ie aiming point not achieved. • Failure to adequately compensate for flap extension. • Poor trim technique on final approach. • Attempting to maintain altitude or reach the runway using elevator alone (instead of using Power). • Focusing too close to the airplane, resulting in a too high roundout. • Focusing too far from the airplane, resulting in a too low roundout. • Touching down prior to attaining proper landing attitude (ie nosewheel). • AFTER LANDING June 08 NM Wing Safety Briefing

15. Roundout • Ideally, you perform the round out and touchdown with the engine at idle and the airplane at minimum controllable airspeed.  The goal is to touch down on the main gear at or near stalling speed • Touch down with the airplane exactly parallel to the direction of movement along the runway. June 08 NM Wing Safety Briefing

16. Touch down and Rollout • Directional Control • Rudder and Nose wheel steering • Deceleration • Aerodynamic Braking (elevator back pressure) • Cautious use of wheel brakes, avoid skidding June 08 NM Wing Safety Briefing

17. Common Errors in the performance of normal approaches and landings BASE TO FINAL TURN • FINAL APPROACH AFTER LANDING • Failure to hold sufficient back-elevator pressure after touchdown. • Excessive braking after touchdown causing skidding and tire damage. June 08 NM Wing Safety Briefing

18. LANDING VIDEO(optional) June 08 NM Wing Safety Briefing