# Presentation: 116775

## How To Teach FlyingPart II

- Topics, Tips,
- Techniques,
- and Tricks

- Topics . . .

- Forces Acting on an Airplane in Flight
- Turning Tendencies
- Airplane Stability
- Loads and Load Factors
- Airplane Structure
- Flight Control Systems
- Electrical Systems

## More Topics . . .

- Engine Operation
- Propeller
- Aircraft Documents, Maintenance, and Inspections
- Flight Instruments
- Pitot-Static Systems
- Gyroscopic Systems
- Magnetic Compass

## More Topics . . .

- Weight and Balance
- Airplane Performance
- Weather
- Airport Operations
- Airspace
- Navigation
- Aeromedical Information

## More Topics . . .

- Preflight, Postflight
- Ground Operations
- Takeoffs and Climbs
- Basic Flight Maneuvers
- Slow Flight, Stalls, Spins
- Ground Reference
- Performance Maneuvers
- Airport Traffic Patterns
- Special Topics

- Approaches & Landings
- Faulty Approaches & Landings
- Flight by Instruments
- Night Operations
- Navigation Systems
- Emergency Operations
- Transition Training
- Aeronautical Decision Making

## Preflight

- Pilot Assessment
- Preflight Preparation
- Flight Planning
- Preflight Inspection
- Minimum Equipment List (MEL)
- Cockpit Management
- Use of Checklists

## Pilot Assessment

- AM I SAFE?
- A = Attitude
- M = Medication
- I = Illness
- S = Stress
- A = Alcohol
- F = Fatigue
- E = Eating (According to Airplane Flying Handbook)
- E = Emotions (According to AIM)

**Notes:**
What is my present attitude?
	Am I mad at the world?
	Do I feel like I can do anything today?
Am I taking any medication?
	Prescription
	Over the counter
Am I ill or suffering the effects of an illness?
Am I under any stress?
What is my emotional state?
Alcohol; even 1 drink is too much
	Am I suffering the effects of my last drink(s)
Did I sleep well last night
Have I worked hard all day and then flying at night
A Snickers bar is not supper!

## Ground Operations

- Starting the Engine
- Hand Propping
- Standard Hand Signals by Line Crew
- Taxiing
- Taxi Speed
- Control Position in Winds
- Before Takeoff Check

## Takeoff

- Prior to Takeoff
- Rejected Takeoff
- Normal Takeoff
- Takeoff Roll
- Lift-off
- Crosswind Takeoff
- Takeoff Roll
- Lift-off
- Weathervaning

- Short Field Takeoff
- Best Angle-of-Climb
- Best Rate-of-Climb
- Flaps
- Landing Gear
- Soft Field Takeoff
- Same for Rough Field
- Ground Effect
- Noise Abatement

## Climbs After Takeoff

- Initial Climb
- Pitch Attitude
- Airspeed
- When to Retract the Landing Gear
- Runway Surface Remaining
- Reduce Drag
- Power Reductions
- Takeoff Path

## Basic Flight Maneuvers

- Integrated Flight Instruction
- Attitude Flying
- Straight-and-Level Flight
- Turns
- Climbs
- Descents

## Integrated Flight Instruction

- Outside Visual References
- The Use of Flight Instruments
- Not Instrument Flight!
- See and Avoid

## Attitude Flying

- Pitch Control
- Elevator
- Bank Control
- Ailerons
- Power Control
- Throttle
- Trim control

- Pitch Instruments
- Attitude Indicator
- Airspeed Indicator
- Altimeter
- Vertical Speed Indicator
- Rate
- Bank Instruments
- Attitude Indicator
- Turn Coordinator
- Direction, Rate, Quality

## Straight-and-Level Flight

- Constant Heading and Altitude
- Use Outside References
- Use the Nose
- Use the Wingtips
- Constant Airspeed
- Listen to the Noise

## Turns

- Shallow Turns
- Up to 20° of Bank
- Lateral Stability Tends to Level the Wings
- Medium Turns
- From 20° to 45° of Bank
- Tends to Remain at a Constant Bank Angle
- Steep Turns
- More Than 45° of Bank
- Overbanking Tendency Overcomes Stability

## More on Turns

- Total Lift is Split
- Vertical Component
- Opposes Gravity
- Horizontal Component
- Opposes Inertia
- Lowered Aileron Produces Greater Drag
- This Causes a Yaw Toward the Rising Wing
- Adverse Yaw
- Coordinated Rudder Use Overcomes Yaw

## More on Turns

- Rudder Should Streamline With Slipstream
- If Rudder is Maintained
- Airplane Will Skid to the Outside of the Turn
- If Opposite Rudder is Applied
- Airplane Will Slip to the Inside of the Turn
- Angle of Attack Must Be Increased
- To Maintain Altitude

## More on Turns

- What a Good Instructor Looks For in a Turn
- If the Nose Starts to Move Before the Bank Starts
- The Rudder Is Being Applied Too Soon
- If the Bank Starts Before the Nose Starts Turning, or the Nose Moves in the Opposite Direction
- The Rudder is Being Applied Too Late
- If the Nose Moves Up or Down When Entering a Turn
- Excessive or Insufficient Up-Elevator is Being Applied

## Climbs

- Normal Climb
- Constant-Pitch Attitude
- Constant Airspeed
- Cruise Climb
- Less Rate of Climb
- Increased Speed
- Better Engine Cooling
- Better Flight Visibility

## More on Climbs

- Engine Torque, and
- Asymmetrical Loading of the Propeller
- Roll and Yaw to the Left or Right?

## More on Turns

- Engine Torque, and
- Asymmetrical Loading of the Propeller
- Sometimes Called P-Factor
- Roll and Yaw to the Left

## More on Turns

- Engine Torque, and
- Asymmetrical Loading of the Propeller
- Sometimes Called P-Factor
- Roll and Yaw to the Left
- As the Nose is Climbing
- Gyroscopic Precession
- Yaw to the Left or Right?

## More on Turns

- Engine Torque, and
- Asymmetrical Loading of the Propeller
- Sometimes Called P-Factor
- Roll and Yaw to the Left
- As the Nose is Climbing
- Gyroscopic Precession
- Yaw to the Right

## More on Turns

- Engine Torque, and
- Asymmetrical Loading of the Propeller
- Sometimes Called P-Factor
- Roll and Yaw to the Left
- As the Nose is Climbing
- Gyroscopic Precession
- Yaw to the Right
- A Left Turn May Require Right Rudder!

## Descents

- Sometimes Called a Glide
- Effect of Weight on a Glide?
- If Two Aircraft have the Same Lift Over Drag Ratio (L/D), and
- At the Correct and a Constant Airspeed
- Higher Weight Gets There Sooner
- Because a Higher Airspeed is Required for Max Glide
- Lower Weight Gets To the Same Point, but Later

## More on Descents

- With a Windmilling Propeller
- Pitch Controls Airspeed
- If Drag Increases
- Such as Lowering Gear and/or Flaps
- Airspeed Will Decrease Unless the Nose is Lowered

## More on Descents

- If the Nose is Lowered to Maintain Airspeed
- Glide Angle Increases, and
- The Distance Traveled is Reduced

- If the Nose is Not Lowered and a Reduced Airspeed is Maintained
- Glide Angle Increases, and
- The Distance Traveled is Reduced

## Slow Flight

- Defined as Flight at _Any_ Airspeed that is Less Than Cruise Airspeed
- Maintain Altitude While Slowing
- Trim

## Stalls and Stall Recovery

- A Stall Can Occur at any Airspeed, in any Attitude, with any Power Setting
- Stall Awareness
- Vision
- Hearing
- Kinesthesia
- Control Pressures
- Stall Warning Indicators

## Stalls and Stall Recovery

- Stall Recovery
- Pitch Attitude and Angle of Attack
- Reduce Angle of Attack only Enough to Regain Lift
- Power
- Decreases Loss of Altitude
- Straight-and-Level Flight
- Maximum Lift

## Stalls and Stall Recovery

- Practice in This Order
- Approaches to Stalls
- Student Becomes Familiar with Indications of Approaching Stall
- Recover with No Power
- Demonstrates that Angle of Attack Ends the Stall
- Recover With Power
- Demonstrates that Power Reduces Loss of Altitude
- Full Stalls
- Reduces Fear and Instills Confidence

## Stalls and Stall Recovery

- Power-Off Stalls
- Power-On Stalls
- Turning Stalls
- Practice in Different Configurations
- Landing Gear Up and Down
- Flaps Up and at Different Settings
- Consider the Falling Leaf Demonstration

## Stalls and Stall Recovery

- Proper Use of Controls in Stall Recovery
- Use of Aileron Requires Great Finesse
- Does Cause Adverse Yaw and Could Lead to a Spin
- The Rudder Use Must be Coordinated
- Rudder Will Control Yaw and Slip
- The Rudder Will Also Keep Wings Level
- The Elevator is Used to Recover from the Dive
- First, Pitch Down to Break the Stall
- Second, Pitch Up to Recover From the Dive

## Stalls and Stall Recovery

- Factors Affecting Stalling Characteristics
- Balance
- Forward CG Increases Stalling Speed
- Bank
- Pitch Attitude
- Coordination
- Drag
- Power
- Weight
- Higher Weight Increases Stalling Speed

## Stalls and Stall Recovery

- Secondary Stalls
- Caused by Hastening the Recovery, or
- By Abrupt Use of the Controls
- Accelerated Stalls
- Refers to the Stall, not the Airspeed
- Stall Occurs More Rapidly and Severely
- May Be at a Higher Airspeed
- Generally Caused by Excessive Back-Elevator Pressure

## Stalls and Stall Recovery

- Cross-Control Stall
- Left Rudder, Right Aileron, Back Elevator
- Elevator Trim Stall
- Retard the Throttle, Mid-Range Flaps, Gear Down, Normal Glide Speed, Trim
- Then Advance Throttle to Maximum Without Stopping the Pitch-Up
- Recover Before the Stall Occurs

## Spins and Spin Recovery

- A Stall is a Requirement for a Spin
- No Stall - No Spin!
- How Do You Know Which Direction the Airplane is Spinning?
- Check the Turn-and-Slip Indicator
- Not the Ball!
- What is Happening if the Airspeed is Increasing?
- It’s a Spiral, Not a Spin!

## Ground Reference Maneuvers

- Place an “X” at the point on the circle where the bank angle is the greatest during a turn around a point with the wind as shown. Let’s assume left-hand turns.
- Direction of Flight 			Wind

## Ground Reference Maneuvers

- Place an “X” at the point on the circle where the bank angle is the greatest during a turn around a point with the wind as shown. Let’s assume left-hand turns.
- Direction of Flight 			Wind

## Ground Reference Maneuvers

- Place an “X” at the point on the circle where the bank angle is the greatest during a turn around a point with the wind as shown. Let’s assume left-hand turns.
- Direction of Flight 			Wind

## Ground Reference Maneuvers

- Place an “X” at the point on the circle where the bank angle is the greatest during a turn around a point with the wind as shown. Let’s assume left-hand turns.
- Direction of Flight 			Wind

## Ground Reference Maneuvers

- Private Pilot
- Rectangular Course
- Left and Right
- S-Turns Across a Road
- Turns Around a Point
- More Than One Turn!
- Commercial Pilot
- Eights on Pylons

## Ground Reference Maneuvers

- Enter Downwind
- Choose an Airspeed Below Va
- What Altitude Do We Select?
- 600 to 1,000 feet AGL
- Choose a Location That Has a Suitable Place to Land, If That Should Become Necessary
- Low Altitude Limits the Time Needed to Look for a Place to Land if the Engine Quits

## Performance Maneuvers

- Private Pilot
- Steep Turns
- Commercial Pilot
- Steep Spirals
- Chandelles
- Lazy Eights

## Performance Maneuvers

- Bank Must Not Exceed 60°
- Load Factor at 60° is 2-Gs
- Load Factor at 70° is 3-Gs
- General Aviation Airplanes are Typically Rated for 3.8-Gs
- At What Airspeed Will An Airplane Stall in a 60° Bank if it Stalls at 60 knots in Level Flight?

## Performance Maneuvers

- Bank Must Not Exceed 60°
- Load Factor at 60° is 2-Gs
- Load Factor at 70° is 3-Gs
- General Aviation Airplanes are Typically Rated for 3.8-Gs
- At What Airspeed Will An Airplane Stall in a 60° Bank if it Stalls at 60 knots in Level Flight?  85 knots!

## Airport Operations

- Ground Operations
- Signage and Lighting
- Traffic Pattern Operations
- Entry, Exit, Altitude, Airspeed
- Towered Airports
- Who’s In Charge?
- Non-Towered Airports
- Standard Procedures Are Good!

## Special Topics

- Positive Aircraft Control
- Positive Exchange of Flight Controls
- Stall/Spin Awareness
- Collision Avoidance
- Wake Turbulence Avoidance

- Land and Hold Short Operations (LAHSO)
- Runway Incursion Avoidance
- Controlled Flight into Terrain (CFIT)
- Aeronautical Decision Making (ADM)
- Checklist Usage

## Approaches and Landings

- Normal Approach
- Base
- Final Approach
- Roundout (Flare)
- Touchdown
- After-Landing Roll

- Crosswind Approach
- Base
- Final Approach
- Roundout (Flare)
- Touchdown
- After-Landing Roll

## Approaches and Landings

- Go-Arounds (Rejected Landings)
- Slips
- Forward Slips
- Normally Used to Increase Decent Angle Without an Increase in Airspeed
- Side Slips
- Normally Used to Approach in a Crosswind to Counteract Wind Drift
- Hydroplaning
- Speed = 8.6 Times the Square Root of the Tire Pressure

## Approaches and Landings

- Turbulent Air Approach
- Wind Shear and Gusts
- Consider Less Than Full Flaps
- Airspeed Suggestion
- Normal Approach Speed plus 1/2 the Gust
- Reduce Power to Idle Only After the Mains are Firmly on the Ground

## Approaches and Landings

- _Short Field Approach_
- Requires Precise, Positive Control of the Rate of Descent and Airspeed
- Excessively Low Airspeed Will Result in a Hard Landing
- Back Side of the Power Curve

- _Soft Field Approach_
- Final Approach Speed Is the Same as For the Short Field Approach
- A Steep Angle of Decent is Not Necessary and May be Counterproductive
- Hold it Off but Don’t Plop it Down!

## Approaches and Landings

- Power-Off Accuracy Approaches and Landings
- New Commercial PTS Requires 180° Approach and Landing Within 200 Feet
- Develops Judgement in Estimating Distances and Glide Ratios

## Faulty Approaches & Landings

- Low Final Approach
- High Final Approach
- Slow Final Approach
- Fast Final Approach
- High Flare
- Late (or Rapid) Flare
- Floating
- Ballooning

- Bouncing
- Porpoising
- Wheelbarrowing
- Hard Landing
- Touchdown in a Drift or Crab
- Ground Loop
- Wing Rising after Landing

## After Landing and Postflight

- After Landing but Still on the Runway
- Clear of the Runway
- Parking
- Engine Shutdown
- Securing
- Servicing

## Flight By Referenceto Instruments

- Straight-and-Level Flight
- No Bank
- Level Pitch
- Descents, Climbs, Turns
- Unusual Flight Attitudes
- Navigation Systems
- Use of Radar Services

## Night Operations

- Understand Night Vision
- Night Illusions
- Pilot Equipment
- Airplane Equipment
- Preparation and Preflight

## Navigation Systems

- VOR Navigation
- DME
- ADF Navigation
- LORAN Navigation
- GPS Navigation
- What About Good ‘Ol Pilotage?
- What Is Ded Reckoning?

## Emergency Operations

- Loss of
- Power
- Electrical
- Landing Gear
- Other Systems
- Fire
- During Start
- In Flight
- Smoke

- Open Door
- Split Flap Condition
- Emergency Equipment and Survival Gear
- Emergency Landing

## Aeronautical Decision Making

- Decision Making
- Without Time Constraints-Preflight
- Generally Leads to Better Decisions
- With Time Constraints-In Flight
- Contributes to Poor Decision Making
- Unless the Pilot is Trained to React Appropriately

## Aeronautical Decision Making

- “Flying is a wondrous adventure, but it is not the place for boldness, thrill seeking, complacence, or a lack of dedication to doing the best one can.”
- Airplane Flying Handbook, page 18-2

## Transition Training

- Airplanes With More Than Two Seats
- High Performance Airplanes
- Pressurized Airplanes
- Multiengine Airplanes
- Seaplanes
- Skiplanes
- Tailwheel Airplanes
- How About the Instrument Rating?

## Summary

- There’s a lot to know and practice.
- Don’t short-change the student.
- You’ve all Heard the Saying “Three Things That Are No Good to a Pilot:
- Runway Behind
- Fuel in the Fuel Truck, and
- Altitude Above
- Let Me Add Two:
- Knowledge Not Learned & Skill Not Practiced