“Maneuvering: Approach and Landing”
and
“Normal Approach and Landing”
NM WING Safety Meeting
14June08
Maj. Joseph R. Perea, MD, CAP
Joseph R. Perea, MD, Maj, CAP
June 08 NM Wing Safety Briefing
NM Wing Safety Officer
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
Joseph R. Perea, MD, Maj, CAP
June 08 NM Wing Safety Briefing
NM Wing Safety Officer
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
Joseph R. Perea, MD, Maj, CAP
June 08 NM Wing Safety Briefing
NM Wing Safety Officer
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
[email protected]
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.
Joseph R. Perea, MD, Maj, CAP
June 08 NM Wing Safety Briefing
NM Wing Safety Officer
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.
Joseph R. Perea, MD, Maj, CAP
June 08 NM Wing Safety Briefing
NM Wing Safety Officer
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.
Joseph R. Perea, MD, Maj, CAP
June 08 NM Wing Safety Briefing
NM Wing Safety Officer
7. What is Vso?
(bottom of white arc)
And what is 1.4 x Vso? **
**122 Kts
A.
B.
C.
D.
**50 Kts
Single-engine operating speed
Stalling speed, landing configuration
Stalling speed, clean configuration
Stalling speed, one engine inoperative
Joseph R. Perea, MD, Maj, CAP
June 08 NM Wing Safety Briefing
NM Wing Safety Officer
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
Joseph R. Perea, MD, Maj, CAP
June 08 NM Wing Safety Briefing
NM Wing Safety Officer
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.
Joseph R. Perea, MD, Maj, CAP
June 08 NM Wing Safety Briefing
NM Wing Safety Officer
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.
Joseph R. Perea, MD, Maj, CAP
June 08 NM Wing Safety Briefing
NM Wing Safety Officer
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.
Joseph R. Perea, MD, Maj, CAP
June 08 NM Wing Safety Briefing
NM Wing Safety Officer
c
Joseph R. Perea, MD, Maj, CAP
June 08 NM Wing Safety Briefing
NM Wing Safety Officer
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.
Joseph R. Perea, MD, Maj, CAP
June 08 NM Wing Safety Briefing
NM Wing Safety Officer
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
Joseph R. Perea, MD, Maj, CAP
June 08 NM Wing Safety Briefing
NM Wing Safety Officer
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.
Joseph R. Perea, MD, Maj, CAP
June 08 NM Wing Safety Briefing
NM Wing Safety Officer
Touch down and Rollout
Directional Control
– Rudder and Nose wheel steering
Deceleration
– Aerodynamic Braking (elevator back pressure)
– Cautious use of wheel brakes, avoid skidding
Joseph R. Perea, MD, Maj, CAP
June 08 NM Wing Safety Briefing
NM Wing Safety Officer
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.
Joseph R. Perea, MD, Maj, CAP
June 08 NM Wing Safety Briefing
NM Wing Safety Officer
LANDING VIDEO
(optional)
Joseph R. Perea, MD, Maj, CAP
June 08 NM Wing Safety Briefing
NM Wing Safety Officer