04-B

Knowledge

K1: A stabilized approach, including energy management concepts

• stabilized approach
  • 3° glide slope
    • TPA: 1000 ft
      • 1 NM from abeam point to base turn
      • 1 NM base
      • 1 NM final
    • thus 350 ft / NM
  • maintains constant descent angle to a fixed point on the runway
  • aiming point should not move
  • drives down all parameters
    • on speed (landing speed specified in the POH/AFM, +10/-5)
    • in trim
    • configured for landing
    • tracking the extendedcenterline
    • established in a constant descent angle toward the aiming point
  • reduces pilot workload

• unstable approach

  • stabilization gate at 500 ft, reject below
  • reject if approach becomes unstable below 500 ft
  • should trigger rejecting the landing

• go arounds

  • likely contributing factors
    • wind-shear and/or turbulence
    • unepxected appearance of hazards on the runway (e.g., othera i)
  • not likely a contributing factor
    • lack of experience or skill

• VASIs/PAPIs

  • provides
    • visual descent information to the runway
    • ensure safe obstruction clearance in the approach area
    • no lateral guidance
  • must remain at or above the glide slope until lower altitude is necessary for a safe landing
  • PAPI:
    • slightly high: three white, one red
  • Visual Approach Slope Indicators (VASIs)
    • Obstacle clearance within 10 degrees (+/- 5 or 10?) of the extended centerline from 4NM miles to the runway
    • Two or three bars with the same color information in all units per bar
      • Red/red; too low
      • Top red/bottom white: on glidepath
      • white/white: Above glide path
  • Pulsating
    • From high to low
      • Pulsating white
      • On slope: White
      • Red
      • Pulsating red
      • Fast pulsating red
  • Figure 47 (VASI illustrations)
    • A: on the glide slope (mnemonic: red over white, you're alright)
    • B: trap / inexistent (mnemonic: white over read, you're on your head)
    • C: above the glide slope ()
    • D: below the glide slope (mnemonic: two red, you're dead)

• wake turbulence

  • the counter-rotating vortices off the wingtips during lift generation
    • outward, upward, inward / around each tip
  • prevention strategy
    • go above and beyond to avoid wake turbulence
    • stay above the final approach flightpath all the way to touch down
  • most dangerous aircraft condition
    • heavy (more weight, more lift, more vortices)
    • clean (higher angle of attack needed to maintain lift)
    • slow (less speed, higher angle of attack needed for the same lift, more vortices)
  • most dangerous environment condition: light quartering tailwind
    • reason 1: not blown away from the runway
    • reason 2: pushed from short final into the touch down area

• land-and-hold-short operations

  • requirements
    • at least 3SM of visiblity
    • not a student pilot
  • decision making
    • pilot in command has final authority to decline
    • should be declined if it compromises safety
  • publication
    • in the Special Notices section of the A/FD

• flaps

  • steeper approaches without increasing airspeed
  • no-flaps landing is faster and shallower

• ground effect

  • induced drag decreases, excess speed causes floating
  • kicks in at an alitude less than a windspan above ground

• runway illusions

  • narrower runway
    • looks as if you are far away / high
    • thus tendency to fly low
    • thus danger to strike objects on the approach path or landing short

• hydroplaning

  • best strategy: aerodynamic braking

K2: Effets of atmospheric conditions, including wind, on approach and landing performance

K3: Wind correction techniques on approach and landing

• Airport Diagram, Tetrahedron (Figure 49)

  • analysis
    • wind from the pointy direction toward the thick end
  • implication
    • runway 18
    • right-hand traffic
    • right cross-wind

• wind direction detection

  • lakes
    • ripples builds on the side toward which the wind blows
  • nonetheless:
    • use the windsock

• crosswind landing

  • aileron up on the upwind wing (turn into the wind, thumbs up to the aileron going up, thus upwing aileron up)

• during touchdown, longitudinal axis of the aircraft should be parallel to the direction of its motion

Landing

ten miles out "Princeton Traffic, Skyhawk 54U, 10 miles N/E/W/S/Nx/Sx, inbound runway 28, Princeton"

five miles out "Princeton Traffic, Skyhawk 54U, 5 miles N/E/W/S/Nx/Sx, inbound runway 28, Princeton"

if approaching from upwind pattern side: overflying 1) climb to TPA + 500 (we do +800 feet = 2000 feet) 2) make radio-call: "Princeton Traffic, Skyhawk 54U, overflying runway 28 at 2000 feet, Princeton" 3) stay at TPA+clearance height until 2 miles out of the TPA 4) descending turn to TPA into the 45deg-entry leg

if approaching from upwind pattern side: turn "Princeton Traffic, Skyhawk 54U, x"

Downwind

airspeed: 95

abeam point "Princeton Traffic, Skyhawk 54U, x"

abeam numbers, aiming for the solar panels 1) carb heat on, power to 1500 RPM, give it three seconds to slow down 2) below 110, flaps 10, wait for three seconds 3) pitch for 85 knots, yielding 500 FPM descent

Base

downwind-to-base "Princeton Traffic, Skyhawk 54U, turning left base, runway 28, Princeton"

1) turn base, aiming for the cuhuch 2) below 85 knots, in the white arc, flaps to 20 3) pitch for 75 knots, yielding 500 FPM descent

Final

base-to-final "Princeton Traffic, Skyhawk 54U, turning final, runway 28, Princeton"

1) trim for 65 knots 1) in gusts: add half of the gust factor 2) in any winds: crab into the wind with ailerons 2) to loose altitude: forward slip 3) kick in opposite rudder on short final 4) pull idle to power shortly before entering the runway

Go-Around

• full power
• carb heat off
• slight backpressure
• one notch of flaps
• • first notch up
• next notch up
• flaps clean

Touch-down

• flaps clean
• full power
• carb heat off
• lots of right rudder, but not too much for directional control
• 55, rotate
• on the go