Version 3.0, 24 June 2011

Flight BriefingStage 1, Module 2

Copyright © 2011 Ted Dudley

Which airplane are you flying?

Hit the esc keyClick on “Slide

Show”

Click on “Custom Slide Show”

Select your aircraft

Preflight

Any questions?On today’s preflight, show me the

Fuel vent(s) Trim tab(s) Static port(s) Engine air intake

At what oil level do we need to add more?

Radio Communications

Your instructor will demonstrate how to operate your communication radios: Tuning and changing frequency Selecting radios to transmit and receive Volume and squelch controls Proper use of headset and microphone

Radio Procedures are in the Aeronautical Information Manual (AIM), Chapter 4, Section 2. Read it!

Radio Hints

Ensure you’re on the proper frequency and are transmitting on the proper radio

If two people transmit simultaneously on a frequency, neither will be clearly heard

So, before keying the microphone… Listen – make sure nobody’s talking, particularly if

you’ve just changed to this frequency Think - know what you want to say

Radio Call Basics

Radio calls are built this way: Who you’re calling Who you are Your message Optional: “Over.”

“Over” means “I’ve stopped talking, and I expect a response.” “Out” means “I’ve stopped talking, and am leaving the frequency now.”

Never say: Over and out Anything that sounds like CB talk @%#$! (pretend your mother’s listening)

Radio Frequency Flow - Outbound

Listen to ATIS 123.8Ground Control 121.9Automatically switch to Tower 118.3 when ready for

takeoffDeparture Control 121.1 when directed

If remaining in practice area, remain with Departure If going to a nontowered field

Listen to ASOS/AWOS Check out with Departure, switch to CTAF

If going cross-country, Boston Center for flight following when directed

Initial Contact

That’s the first call you make on a new frequency. Should consist of Who you’re calling Your full aircraft identification

e.g., Cessna 738ZD When operating on an airport surface, your position The type of message to follow or your request if it is short; and The word "Over" if it’s not clear your transmission is done

If you get a conversation going, you may omit the agency you’re calling and (if not reading back a clearance) your callsign

The controller may abbreviate your callsign after initial contact If this happens, you may use the abbreviated callsign (e.g., 8ZD) for any further

transmissions with that agency You don’t get to abbreviate your callsign unless the controller does it first If you change to another agency, you’re back to initial contact procedure

Initial Contact with Ground

He wants to know: Who you are Where you are Where you want to go/ what you want to do Do you have the current ATIS?

After you tell him all that, he will respond with A transponder code (“squawk”) The frequency for Departure Control (121.1) Taxi instructions

So it should go like this

“Burlington Ground, Cessna 738ZD, in the Valley with information Alfa, VFR to the north practice area” This is where you’ll want a pencil ready to write the next thing

down“Roger, 8ZD, squawk 0210, departure frequency

121.1, taxi to runway 33 via Kilo”“8ZD roger, squawk 0210, taxi to runway 33 via Kilo”

Not necessary to read back frequency unless you’re unsure

When ready for takeoff

Change to tower frequency 118.3 Put 121.1 in standby window so you’ll be ready to switch

“Burlington Tower, Cessna 738ZD ready at 33” or intersection C or wherever it is you’re calling from

“Cessna 738ZD, Burlington Tower, cleared for takeoff, fly runway heading”

“Cessna 738ZD, cleared for takeoff, runway heading”“Cessna 8ZD, contact Departure”“Cessna 8ZD, roger”

Readback

You’re required to read back all clearances Taxi (particularly instructions to hold short of a runway) Takeoff/landing Heading Altitude

You’re required to acknowledge frequency changes or other instructions “Roger” will suffice for this, although you can repeat the frequency or

instruction to make sure you heard it rightYou’re not required to repeat everything the controller says

Initial Contact with Departure

The first thing the controller does is check that your transponder altitude encoder is working, so he needs to know what you think your altitude is

“Burlington Departure, Cessna 738ZD, passing 1300”

“Cessna 738ZD, Burlington Departure, radar contact. Proceed on course”

“Cessna 738ZD, on course”

Radio Frequency Flow - Inbound

Listen to ATIS 123.8Approach Control 121.1Tower when directed 118.3Ground Control when directed 121.9

FDC NOTAM 4/4386

ALL AIRCRAFT OPERATING IN UNITED STATES NATIONAL AIRSPACE, IF CAPABLE, SHALL MAINTAIN A LISTENING WATCH ON VHF GUARD 121.5

This is so the F-16 that shows up on your wing can talk to you There’s only one other thing he can do for (to) you, and you don’t

want that Don’t monitor 121.5 if you want to see what that is

And you may be able to report any ELTs you hear

Takeoff

Takeoff

Get and acknowledge clearance; line up on centerline

Aileron into any crosswindFull power and hold throttle inSteer with rudder; anticipate tendency to

turn leftSlight back pressure to fly at 60 MPH

49R, 93L

Takeoff

Get and acknowledge clearance; line up on centerline

Aileron into any crosswindFull power and hold throttle inSteer with rudder; anticipate tendency to

turn leftSlight back pressure to fly at 55 KIAS

8ZD

Takeoff

Get and acknowledge clearance; line up on centerline

Aileron into any crosswindFull power and hold throttle inSteer with rudder; anticipate tendency to

turn leftSlight back pressure to fly at 50 MPH

43T

Collision Avoidance

Radio is one of your best collision avoidance tools“Flight following” gets you a guy with a radar scope telling

you about everything he sees that might be a collision factor

In the pattern, the radio tells you where everyone is and where they’re going

So listen up! Even if the call isn’t for you, it can help build your situational awareness

But the radio is not a substitute for looking out the window

Climbing Flight

Advance the throttle to full, apply back elevator pressure to raise the nose of the airplane and right rudder to center the ball

As power is increased, the airplane’s nose will rise due to increased download on the stabilizer

As pitch attitude increases and the airspeed decreases, progressively more right rudder must be applied to compensate for propeller effects and to hold a constant heading

Climb speed is 80-90 MPH; establish the appropriate attitude and trim for 80-90 MPH 49R, 93L

Climbing Flight

Advance the throttle to full, apply back elevator pressure to raise the nose of the airplane and right rudder to center the ball

As power is increased, the airplane’s nose will rise due to increased download on the stabilizer

As pitch attitude increases and the airspeed decreases, progressively more right rudder must be applied to compensate for propeller effects and to hold a constant heading

Climb speed is 70-85 KIAS; establish the appropriate attitude and trim for 70-85 KIAS

8ZD

Climbing Flight

Advance the throttle to full, apply back elevator pressure to raise the nose of the airplane and right rudder to center the ball

As power is increased, the airplane’s nose will rise due to increased download on the stabilizer

As pitch attitude increases and the airspeed decreases, progressively more right rudder must be applied to compensate for propeller effects and to hold a constant heading

Climb speed is 75-80 MPH; establish the appropriate attitude and trim for 75-80 MPH

43T

Level Off

Initiate the level-off at approximately 10 percent of the rate of climb

Retain climb power temporarily so that the airplane will accelerate to cruise airspeed more rapidly

Trim as you accelerateGood way to remember: PITCH-POWER-TRIMWhen speed reaches the desired cruise speed, set

throttle to cruise power setting and trim for cruise speed

Straight and Level Flight

Set powerSelect some portion of the airplane’s nose as

a reference point, and then keep that point in a fixed position relative to the horizon

Crosscheck against altimeter and vertical velocity, adjust nose position and trim as required

Straight and Level Flight

Of course, if you want to fly straight, wings must be level

Descending Flight

Descend with power as desired Airspeed will increase if you leave the power up; trim as required

Carb heat on if RPMs below the green arcFlaps as desired

But mind you don’t overspeed them! Initiate the level-off at approximately 10 percent of the

rate of descentReturn throttle to cruise setting after level-offAgain, it’s PITCH-POWER-TRIM

Ailerons in the direction you want to goWhile rolling, rudder to overcome adverse yaw

Equal amounts of rudder and aileronA little opposite aileron when you’re happy with the bank

angle to stop the rollA little less rudder when bank

angle is setA little more power and

elevator back pressure, especially in turns greater than 30 degrees bank

Level Turns

Turn Coordination

Keep the ball centered – step on the ball

Turns to Headings

Rollout must be started before reaching the desired heading

Normally, the lead is one-half the degrees of bank For example, if the bank is 30°, lead the rollout by 15°

10 deg

Scanning for Traffic

31

10 deg

32

Scanning for Traffic

Downwind

Base

Final

Wind

Standard Traffic Pattern

33

45o to Downwind

Prior to Downwind:Clear!SEATS/BELTS/HARNESSES - SECUREFUEL SELECTOR – BOTH ONLIGHTS - ON AS REQMIXTURE - FULL RICH“Descent/ Before Landing Check complete”Appropriate altitude and direction

On Downwind:About 100 mphRadio call if nontoweredMaintain altitudeAppropriate wind correctionAppropriate distance from runway

On Final:Flaps – Landing settingAirspeed – 65 mphAssess glidepathPitch for speed; Power for glidepath

Abeam touchdown point:CARB HEAT – ON“Landing Check Complete”Touchdown point 45o behind wing:

(this drawing not to scale)

RPM - 1500Maintain level flightFlaps (check airspeed below white arc) – 10o

Slow to 80 mph, then let nose fall to maintain 80 mphClear! Turn to base

On base:Radio call if nontoweredApply appropriate wind correction80 mphFlaps – 20o

Assess glidepathLead turn to final to line up with runway

“Knapp State Traffic, Cessna 5749R, left downwind 17, Knapp State”

“Knapp State Traffic, Cessna 5749R, left base 17, touch and go, Knapp State”

49R, 93L

Downwind

Base

Final

Wind

Standard Traffic Pattern

34

45o to Downwind

Prior to Downwind:Clear!SEATS/BELTS/HARNESSES – SECUREFUEL SELECTOR - BOTHLIGHTS - ON AS REQMIXTURE - FULL RICH“Descent /Before LandingCheck complete”Appropriate altitude and direction

On Downwind:About 95 KIASRadio call if nontoweredMaintain altitudeAppropriate wind correctionAppropriate distance from runway

Abeam touchdown point:CARB HEAT – ON“Landing Check Complete”

On Final:Flaps – Landing settingAirspeed – 60 KIASAssess glidepathPitch for speed; Power for glidepath

Touchdown point 45o behind wing:(this drawing not to scale)

RPM - 1500Maintain level flightFlaps (check airspeed below white arc) – 10o

Slow to 75KIAS, then let nose fall to maintain 75KIASClear! Turn to base

On base:Radio call if nontoweredApply appropriate wind correction75 KIASFlaps – 20o

Assess glidepathLead turn to final to line up with runway

“Knapp State Traffic, Cessna 738ZD, left downwind 17, Knapp State”

“Knapp State Traffic, Cessna 738ZD, left base 17, touch and go, Knapp State”

8ZD

Downwind

Base

Final

Wind

Standard Traffic Pattern

35

45o to Downwind

Prior to Downwind:Clear!SEATS/BELTS/HARNESSES - SECUREFUEL SELECTOR - ONLIGHTS - ON AS REQMIXTURE - FULL RICH“Descent /Before LandingCheck complete”Appropriate altitude and direction

On Downwind:About 100 mphRadio call if nontoweredMaintain altitudeAppropriate wind correctionAppropriate distance from runway

Abeam touchdown point:CARB HEAT – ON“Landing Check Complete”

On Final:Flaps – Landing settingAirspeed – 65 mphAssess glidepathPitch for speed; Power for glidepath

Touchdown point 45o behind wing:(this drawing not to scale)

RPM - 1500Maintain level flightFlaps (check airspeed below white arc) – 10o

Slow to 80 mph, then let nose fall to maintain 80 mphClear! Turn to base

On base:Radio call if nontoweredApply appropriate wind correction80 mphFlaps – 20o

Assess glidepathLead turn to final to line up with runway

“Knapp State Traffic, Cessna 5943T, left downwind 17, Knapp State”

“Knapp State Traffic, Cessna 5943T, left base 17, touch and go, Knapp State”

43T

Final Approach

Objective: arrive over the runway numbers On final approach speed Over the runway centerline With the planned flap setting At a height suitable for the roundout/flare maneuver

Final Approach

Flap settings First 200 extension – mostly extra lift Further extension – mostly extra drag

Which is very helpful if you want to descend

Trim changes As you slow, you’ll need to trim nose up. Until… Flaps more than 200 – get less flow over horizontal

stabilizer, resulting in requirement for nose down trim

Final: Airspeed/Aimpoint

Adjust airspeed with nose position; “Pitch for speed” Want to go slower? Nose higher! Want to go faster? Nose lower!

Final: Airspeed/Aimpoint

Adjust aimpoint with power; “Power for glidepath” Too shallow? More power! Too steep? Less power!

And don’t forget to stay on centerline

Common Error on Final

It’s common to get the previous 2 slides backwards Student may just point the nose at the runway

numbers, which results in nose low/higher speed And try to slow by pulling the throttle back

Which doesn’t work because the nose is low All this results in a long, fast landing

Estimating Glidepath

Aim for the runway numbers Shouldn’t be so slow or steep that you lose sight of the

runway numbersThe point at which your flight path intersects

the planet is the point which does not move up or down on your windscreen

Estimating Glidepath

You only have one engine, so why not approach a little steep? That way, if the engine quits on final, you may not have to

settle for landing in the trees just short of the runwayFor normal approaches, use the PAPI/VASI “on

glidepath” indications as a lower limit until nearing flare

The more headwind there is, the steeper your aircraft can approach

Roundout/Flare

A slow, smooth transition from a normal approach attitude to a landing attitude

Gradually round out the flightpath to one that is parallel with, and within a very few inches above, the runway

Look ahead half- to three quarters the way down the runwayBegin at about half a wingspan in altitude

Start a little higher, flare more quickly if steep; lower, less quickly if shallow

Once started, should be a continuous process until the airplane touches down on the ground This means the yoke should be slowly moving throughout the flare

Common Error in the Flare

As you descend below 100 feet, you’ll notice the ground seem to approach you rapidly

Natural tendency is to pull the nose up to slow the rate at which the ground is approaching

This gets you very slow, high above the runwayHold the nose down to maintain final approach

airspeed until it’s time to flare At about half a wingspan in altitude

In the Flare

Level off a few inches above the runwayPower to idle stopAlign nose with runway with rudderTry to keep it from touching down

It’ll eventually touch down anyway if the power is in idle

But you’ll need to continually and slowly keep the yoke coming back as you decelerate

After Touchdown

You’re not done flying! Don’t just release all pressure on the yoke Ease the nosewheel to the runway

Nosewheel steering available after nosewheel touches down

Maintain runway centerline until slowed to taxi speed

Brake as required

Really Bad Common Error

Never try to touch down at a particular place by releasing back pressure in the flare

You will bounce, every time And this can lead to very disappointing results

We’ll go over how to recover from a bounce in later lessons

Touch and Go

Make sure there’s enough runway remaining!While rolling down/correcting to the centerline:

Flaps –up Either trim back to takeoff index or be prepared to pull

back harder to rotate at proper speed Power and carb heat all the way in; hand remains on

throttle Be prepared for left yawing tendency

Rotate at proper speed

Crosswin

d

Upwind

Wind

Remaining in Pattern

49

Upwind leg:Maximum PowerNormal climb speed(Nontowered) Climb straight ahead until 300 ft below pattern altitudeClear! Turn crosswind

On crosswindRoll out with wind correctionClear!Climb to pattern altitudePrepare to do Descent / Before Landing and Landing checklistsTurn downwind

After Landing

When clear of runway…

49R, 93L

After Landing

When clear of runway…

8ZD

After Landing

When clear of runway…

43T

Shutdown Flow

49R, 93L

Shutdown Flow

8ZD

Shutdown Flow

43T