1. Version 1.0, 11 November 2011 Flight Briefing Stage 1, Module 5 Copyright © 2011 Ted Dudley

2. Which airplane are you flying? Hit the esc key Click on “Slide Show” Click on “Custom Slide Show” Select your aircraft

3. Have I seen your certificate?

4. Preflight Any questions? On today’s preflight, tell me  What colors are the lights on each wingtip? Can we fly if one of them doesn’t work?  Show me the beacon and the strobes. Can we fly if one of them doesn’t work?  Show me the balance weights in the ailerons.  How long can we fly with the fuel that’s aboard?

5. Radio Communications What frequency will you use and what will you say…  On initial contact with ground control?  When ready for takeoff?  When sent to departure control? Let’s pretend we’re coming back to BTV for practice patterns. What frequency will you use and what radio calls are required there?

6. Takeoff

7. Get and acknowledge clearance; line up on centerline Aileron into any crosswind Full power and hold throttle in Steer with rudder; anticipate tendency to turn left Slight back pressure to fly at 60 MPH 49R, 93L

8. Takeoff Get and acknowledge clearance; line up on centerline Aileron into any crosswind Full power and hold throttle in Steer with rudder; anticipate tendency to turn left Slight back pressure to fly at 55 KIAS 8ZD

9. Takeoff Get and acknowledge clearance; line up on centerline Aileron into any crosswind Full power and hold throttle in Steer with rudder; anticipate tendency to turn left Slight back pressure to fly at 50 MPH 43T

10. 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

11. 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

12. 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

13. 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 accelerate Good way to remember: PITCH-POWER-TRIM When speed reaches the desired cruise speed, set throttle to cruise power setting and trim for cruise speed

14. Straight and Level Flight Set power Select 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

15. Straight and Level Flight Of course, if you want to fly straight, wings must be level

16. 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 arc Flaps as desired  But mind you don’t overspeed them! Initiate the level-off at approximately 10 percent of the rate of descent Return throttle to cruise setting after level-off Again, it’s PITCH-POWER-TRIM

17. Ailerons in the direction you want to go While rolling, rudder to overcome adverse yaw  Equal amounts of rudder and aileron A little opposite aileron when you’re happy with the bank angle to stop the roll A little less rudder when bank angle is set A little more power and elevator back pressure, especially in turns greater than 30 degrees bank Level Turns

18. Turn Coordination Keep the ball centered – step on the ball

19. Performing Steep Turns Clear! Ensure you’re in stabilized, level flight Tell the IP the your target altitude, airspeed, and entry/rollout heading (360 o turn) Look in direction of turn and smoothly roll into 45 o of bank, maintaining coordination Add a little power to maintain speed

20. Performing Steep Turns Maintain altitude, speed, and bank angle; make corrections as required Lead rollout by about 15 degrees, and maintain coordination while rolling out Throttle as required after rolling out

21. Tips for Steep Turns Remember it’s a visual maneuver; look over the cowling and adjust the sight picture as required Practice enough to memorize the sight picture for 45 o bank and a reasonable airspeed  Check sight picture – check altitude trend – make correction  Check sight picture – check bank angle – make correction  Check sight picture – check airspeed – make correction  Repeat from the top until it’s time to roll out

22. Tips for Steep Turns Because of parallax, the sight picture is different when turning left than when turning right When stabilized in the turn, you’ll need:  A little rudder in the direction of the turn for coordination  A little aileron against the turn to avoid overbanking tendency PTS standards:  Altitude, ±100 feet, airspeed, ±10 knots,  Bank angle, ±5°, roll out on the entry heading, ±10°

23. Tips for Steep Turns You’ll need to hold back pressure when stabilized  Constant airspeed, level, 45 o bank = 1.4 Gs. You’ll feel heavy in the seat. It’s easy to initially let the nose drop too much, then overbank. If the nose is a lot too low (altitude decreasing rapidly), take a little bank out, raise the nose to proper sight picture, put the bank back in

24. Performing Slow Flight Clearing turns first! Mixture – rich Select and maintain an altitude 1500 AGL minimum Throttle back; raise nose as necessary and trim for level flight Flaps down below flap limit airspeed Note airspeed at which stall horn sounds  Fly that airspeed or the airspeed the instructor specifies

25. Performing Slow Flight Add power as required to maintain selected altitude and speed Right rudder as required to center ball  Pretend there’s a rod linking your right hand (throttle) and right foot (rudder)  You may need a little left aileron to keep the wings level Don’t descend! If you do lose a little altitude, correct it immediately  This will require (a lot) more power, more rudder, nose higher  After correcting, take a little power and rudder out, pitch to maintain level flight

26. Level Turns in Slow Flight Use shallow (10-15 degrees) bank and a slow roll rate  At your speed, a level turn at moderate bank angles will result in a stall  You’ll get a pretty good turn rate at your speed even with a shallow bank Use just a little more power to overcome extra drag while rolling / turning Rudder as required to maintain coordination  Rolling left may require just easing up on the right rudder for proper coordination

27. Recovery from Slow Flight Add full power, accelerate level and straight ahead Flaps to 20 o at first, all the way up after accelerating a bit Trim! Gradually take out right rudder as you accelerate; keep ball centered Maneuver is done after you reach 100 KIAS/MPH

28. Stall Setup Minimum recovery altitude is 1500 AGL  What will that altitude be on your altimeter? Accomplish a descent check; select mixture – rich Clearing turns!

29. Power-on Stall Let’s pretend:  We just took off; we’re climbing out, full power, flaps up  We set the pitch attitude too high, and failed to notice indications of impending stall  When it finally does stall, we want to recover with minimum loss of altitude We’ll practice these both straight ahead and in shallow (20 ±10°) turns

30. Power-on Stall Entry After setup, throttle back, carb heat out, slow to a speed near takeoff speed Throttle and carb heat full in, raise nose to about 20-25 o nose high  Right rudder required as you push in the power Hold attitude, keep it coordinated, ignore indications of impending stall This will require constantly moving the yoke back and increasing right rudder as it slows If turning, opposite aileron will be required to keep bank angle from increasing as you slow Recover when nose falls due to stall

31. Stall Recovery Almost simultaneously, in order of importance:  Decrease angle of attack  Level the wings  Achieve maximum power Stop descent and begin to accelerate Continue to accelerate and recover

32. Decrease Angle of Attack This means “decrease back pressure on the yoke” Pushing the yoke forward will result in a longer time to recover / more altitude lost in the recovery

33. Level the Wings Ailerons will probably still be effective, due to design of your aircraft  Wings are designed to stall at the roots first, tips later, and ailerons are near the tips Rudder will be effective no matter what Use coordinated aileron and rudder to get wings level

34. Achieve Maximum Power You’re already there; check throttle full in You’ll need a lot of right rudder to stay coordinated due to high RPM/low airspeed effects

35. Stop Descent and Accelerate Reapply enough back pressure to maximize lift Stop descent; peek at VSI to confirm When descent is stopped, ease nose over to accelerate We want recovery to occur here

36. Accelerate and Clean Up Accelerate level to slightly climbing You’ll need gradually less rudder as you accelerate For our purposes, maneuver is over when you reach 100 kts/MPH

37. Power-off Stall Let’s pretend:  We’re in the traffic pattern preparing to land, flaps down, throttle in idle  We set the pitch attitude too high, and failed to notice indications of impending stall  When it finally does stall, we want to recover with minimum loss of altitude We’ll practice these both straight ahead and in shallow (20 ±10°) turns

38. Power-off Stall Entry After setup, throttle back, carb heat out, extend flaps, slow to a speed near final approach speed Throttle to idle, raise nose higher than normal for a final approach Hold this abnormally high attitude, ignore indications of impending stall This will require constantly moving the yoke back; if turning, opposite aileron will be required to keep bank angle from increasing as you slow Recover when nose falls due to stall

39. Stall Recovery Almost simultaneously, in order of importance:  Decrease angle of attack  Level the wings  Achieve maximum power Stop descent and begin to accelerate Continue to accelerate and clean up flaps

40. Decrease Angle of Attack This means “decrease back pressure on the yoke” Pushing the yoke forward will result in a longer time to recover / more altitude lost in the recovery

41. Level the Wings Ailerons will probably still be effective, due to design of your aircraft  Wings are designed to stall at the roots first, tips later, and ailerons are near the tips Rudder will be effective no matter what Use coordinated aileron and rudder to get wings level

42. Achieve Maximum Power Firewall the throttle Push in carb heat  Technique: stick your left thumb out to catch the carb heat knob as you push the throttle in You’ll need a lot of right rudder to stay coordinated due to high RPM/low airspeed effects

43. Stop Descent and Accelerate Reapply enough back pressure to maximize lift Stop descent; peek at VSI to confirm When descent is stopped, ease nose over to accelerate We want recovery to occur here

44. Accelerate and Clean Up While level to slightly climbing, raise flaps  Aircraft won’t accelerate well with flaps >20 o, so bring them up to 20 o right away  Flaps full up after V x You’ll need gradually less rudder as you accelerate For our purposes, maneuver is over when you reach 100 kts/MPH

45. Stall Recovery PTS standard for recovery:  Recognizes and recovers promptly after the stall occurs by simultaneously reducing the angle of attack, increasing power as appropriate, and leveling the wings to return to a straight-and-level flight attitude with a minimum loss of altitude appropriate for the airplane

46. Spin Awareness An improper stall recovery can lead to a spin Avoid inadvertent stalls by constantly being aware of speed, AOA, stall warning horn, and other clues If you think you may be close to a stall, do a stall recovery

47. Instrument Scan Centers on Attitude Indicator (AI)  Check AI – altitude – AI – speed – AI – vertical speed – AI – bank – AI – heading – AI etc.

48. Collision Avoidance Eyeballs are your best collision avoidance tool Look around during your airwork maneuvers Back this up with monitoring the radio – BTV approach will call with any factor traffic he sees

49. Sectional Charts Using the Montreal Sectional, tell me: What’s the approximate heading and distance from here to Savage Island? What’s the gray line that goes E-W through the middle of the North Practice Area? What’s the elevation of Mount Mansfield? What’s Maximum Elevation Figure (MEF) in the vicinity of Mount Mansfield?

50. DownwindDownwind BaseBase FinalFinal Wind 50 45 o to Downwind Prior to Downwind: Clear! SEATS/BELTS/HARNESSES - SECURE FUEL SELECTOR – BOTH ON LIGHTS - ON AS REQ MIXTURE - FULL RICH “Descent/ Before Landing Check complete” Appropriate altitude and direction On Downwind: About 100 mph Radio call if nontowered Maintain altitude Appropriate wind correction Appropriate distance from runway On Final: Flaps – Landing setting Airspeed – 65 mph Assess glidepath Pitch for speed; Power for glidepath Abeam touchdown point: CARB HEAT – ON “Landing Check Complete” Touchdown point 45 o behind wing: (this drawing not to scale) RPM - 1500 Maintain level flight Flaps (check airspeed below white arc) – 10 o Slow to 80 mph, then let nose fall to maintain 80 mph Clear! Turn to base On base: Radio call if nontowered Apply appropriate wind correction 80 mph Flaps – 20 o Assess glidepath Lead 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

51. DownwindDownwind BaseBase FinalFinal Wind 51 45 o to Downwind Prior to Downwind: Clear! SEATS/BELTS/HARNESSES – SECURE FUEL SELECTOR - BOTH LIGHTS - ON AS REQ MIXTURE - FULL RICH “Descent /Before Landing Check complete” Appropriate altitude and direction On Downwind: About 95 KIAS Radio call if nontowered Maintain altitude Appropriate wind correction Appropriate distance from runway Abeam touchdown point: CARB HEAT – ON “Landing Check Complete” On Final: Flaps – Landing setting Airspeed – 60 KIAS Assess glidepath Pitch for speed; Power for glidepath Touchdown point 45 o behind wing: (this drawing not to scale) RPM - 1500 Maintain level flight Flaps (check airspeed below white arc) – 10 o Slow to 75KIAS, then let nose fall to maintain 75KIAS Clear! Turn to base On base: Radio call if nontowered Apply appropriate wind correction 75 KIAS Flaps – 20 o Assess glidepath Lead 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

52. DownwindDownwind BaseBase FinalFinal Wind 52 45 o to Downwind Prior to Downwind: Clear! SEATS/BELTS/HARNESSES - SECURE FUEL SELECTOR - ON LIGHTS - ON AS REQ MIXTURE - FULL RICH “Descent /Before Landing Check complete” Appropriate altitude and direction On Downwind: About 100 mph Radio call if nontowered Maintain altitude Appropriate wind correction Appropriate distance from runway Abeam touchdown point: CARB HEAT – ON “Landing Check Complete” On Final: Flaps – Landing setting Airspeed – 65 mph Assess glidepath Pitch for speed; Power for glidepath Touchdown point 45 o behind wing: (this drawing not to scale) RPM - 1500 Maintain level flight Flaps (check airspeed below white arc) – 10 o Slow to 80 mph, then let nose fall to maintain 80 mph Clear! Turn to base On base: Radio call if nontowered Apply appropriate wind correction 80 mph Flaps – 20 o Assess glidepath Lead 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

53. 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

54. Final Approach Flap settings  First 20 0 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 20 0 – get less flow over horizontal stabilizer, resulting in requirement for nose down trim

55. Final: Airspeed/Aimpoint Adjust airspeed with nose position; “Pitch for speed”  Want to go slower? Nose higher!  Want to go faster? Nose lower!

56. 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

57. 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

58. Estimating Glidepath Aim for the runway numbers  Shouldn’t be so slow or steep that you lose sight of the runway numbers The point at which your flight path intersects the planet is the point which does not move up or down on your windscreen

59. 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 runway For 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

60. 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 runway Begin 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

61. 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 runway Hold the nose down to maintain final approach airspeed until it’s time to flare  At about half a wingspan in altitude

62. In the Flare Level off a few inches above the runway Power to idle stop Align nose with runway with rudder Try 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

63. 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

64. 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

65. 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

66. CrosswindCrosswind UpwindUpwind Wind 66 Upwind leg: Maximum Power Normal climb speed (Nontowered) Climb straight ahead until 300 ft below pattern altitude Clear! Turn crosswind On crosswind Roll out with wind correction Clear! Climb to pattern altitude Prepare to do Descent / Before Landing and Landing checklists Turn downwind

67. After Landing When clear of runway… 49R, 93L

68. After Landing When clear of runway… 8ZD

69. After Landing When clear of runway… 43T

70. Shutdown Flow 49R, 93L

71. Shutdown Flow 8ZD

72. Shutdown Flow 43T