Federal Aviation Administration Stall Spin Awareness Avoidance Situational

Federal Aviation Administration Stall Spin Awareness - Avoidance § Situational Awareness § Takeoff, Landings, and Low Altitude Maneuvering § Aircraft Operational Limitations Lakeland Florida Presented to: Pilots and Instructors By: The FAASTeam Date: October 20, 2012 Downloaded from www. avhf. com

Clinic Objectives • Reduce the Risk of Stall / Spins Related Accidents due to Improper Takeoffs, Landings and Loss of Aircraft Control. – Evaluating Takeoff and Landing Procedures and Techniques. – Encourage you to maintain your Takeoff and Landing skills through a Proficiency Program. (WINGS) – Review recent General Aviation accident statistics for Takeoff and Landings to Increase Awareness and Safety. FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 2

What is a Stall ? FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 3

What is a Stall ? – A stall is a condition where in the angle of attack increases beyond a certain point such that the lift begins to decrease. . FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 4

What is a Stall ? – A stall is a condition where in the angle of attack increases beyond a certain point such that the lift begins to decrease. . FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 5

Why Focus on Take-offs, Landings and Aircraft Control? q 16. 4% Of General Aviation Accidents occurred during the Take-Off phase of Flight. FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 6

Why Focus on Take-off and Landings? q 40. 3% Of accidents occurred during the Landing phase of Flight. FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 7

“What Can this Clinic Do for Me? ” q Offer a Proficiency Evaluation. q Improve Takeoff, Landing and Aircraft Control Skills q Reinforce Good Habits. q Encourage Involvement in the WINGS Program FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 8

“What Will this Clinic Do for Me? ” q Help Identify Your Piloting Strengths and Weaknesses. q Earn Credit Towards The Pilot Proficiency Program (WINGS). FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 9

Let’s Get Busy! Photo © Danny Fritsche FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 10

Centerline Control • Always keep the Aircraft on the Centerline of the Taxiway and Runway. FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 11

Normal Takeoff Review FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 12

Normal Take Off - Common Errors Please Watch The Following Video: http: //www. youtube. com/watch? v=OVM 3 RRd 1 vf 0 FAA-H-8083 -3 A Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 13

Normal Take Off - Common Errors Ø Failure to adequately clear the area prior to taxiing into position on the active runway. Ø Abrupt use of the throttle. Ø Failure to check engine instruments for signs of malfunction after applying takeoff power. Ø Failure to anticipate the airplane’s left turning tendency on initial acceleration. FAA-H-8083 -3 A Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 14

Normal Take Off - Common Errors (continued) Ø Overcorrecting for left turning tendency. Ø Relying solely on the airspeed indicator rather than developed feel for indications of speed and airplane controllability during acceleration and lift-off. Ø Failure to attain proper lift-off attitude. Ø Inadequate compensation for torque/P-factor during initial climb resulting in a sideslip. Ø Over-control of elevators during initial climb out. FAA-H-8083 -3 A Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 15

Crosswind Takeoff Review FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 16

Application of Aileron FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 17

X-Wind Take Off - Common Errors Ø Failure to adequately clear the area prior to taxiing onto the active runway. Ø Using less than full aileron pressure into the wind initially on the takeoff roll. Ø Mechanical use of aileron control rather than sensing the need for varying aileron control input through feel for the airplane. FAA-H-8083 -3 A Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 18

X-Wind Take Off - Common Errors (Continued) Ø Premature lift-off resulting in side-skipping. Ø Excessive aileron input in the latter stage of the takeoff roll resulting in a steep bank into the wind at lift-off. Ø Inadequate drift correction after lift-off. FAA-H-8083 -3 A Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 19

Slow Flight or MCA FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 20

What’s going on with drag vs airspeed? FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 21

Definition FAA-H-8083 -3 A Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 22

Slow Flight - Common Errors Ø Failure to adequately clear the area. Ø Inadequate back-elevator pressure as power is reduced, resulting in altitude loss. Ø Excessive back-elevator pressure as power is reduced, resulting in a climb, followed by a rapid reduction in airspeed and “mushing. ” Ø Inadequate compensation for adverse yaw during turns. FAA-H-8083 -3 A Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 23

Slow Flight - Common Errors (Continued) Ø Fixation on the airspeed indicator. Ø Failure to anticipate changes in lift as flaps are extended or retracted. Ø Inadequate power management. Ø Inability to adequately divide attention between airplane control and orientation. FAA-H-8083 -3 A Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 24

Steep Turns FAA-H-8083 -3 A Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 25

Steep Turns - Common Errors Ø Failure to adequately clear the area. Ø Excessive pitch change during entry or recovery. Ø Attempts to start recovery prematurely. Ø Failure to stop the turn on a precise heading. Ø Excessive rudder during recovery, resulting in skidding. FAA-H-8083 -3 A Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 26

Steep Turns - Common Errors (continued) Ø Inadequate power management. Ø Inadequate airspeed control. Ø Poor coordination. Ø Gaining altitude in right turns and/or losing altitude in left turns. Ø Failure to maintain constant bank angle. FAA-H-8083 -3 A Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 27

Steep Turns - Common Errors (continued) Ø Disorientation. Ø Attempting to perform the maneuver by instrument reference rather than visual reference. Ø Failure to scan for other traffic during the maneuver. FAA-H-8083 -3 A Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 28

Power Off Stall Recovery 1. Reduce Angle of Attack 2. Add Power 3. Keep Wings Level 4. Use adequate Rudder FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 29

Power On Stall Recovery 1. Reduce Angle of Attack 2. Keep Wings Level 3. Use adequate Rudder FAA-H-8083 -3 A Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 30

Stabilized Approach FAA-H-8083 -3 A Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 31

Gross Wt Compensation 80 kts @ Gross • Divide actual wt by gross wt to get % of gross (2000 by 2500 = 80%) • Subtract % of gross from 100% (100%-80%= 20%) • Divide % by 2 (20% by 2 = 10%) • Reduce your app spd by this % ( 10% of 80 kts = 8 kts. 80 – 8 = 72 kts) • Actual Speed for Approach…. . 72 kts FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 32

Landing - Common Errors Ø Failure to allow enough room on final to set up the approach, necessitating an overly steep approach and high sink rate. Ø Un-stabilized approach. Ø Undue delay in initiating glide path corrections. Ø Too low an airspeed on final resulting in inability to flare properly and landing hard. FAA-H-8083 -3 A Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 33

Landing - Common Errors (continued) Ø Too high an airspeed resulting in floating on round out. Ø Prematurely reducing power to idle on round out resulting in hard landing. Ø Touchdown with excessive airspeed. Ø Excessive and/or unnecessary braking after touchdown. Ø Failure to maintain directional control. FAA-H-8083 -3 A Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 34

Crosswind Landings FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 35

Crosswind Landings Common Errors ØAttempting to land in crosswinds that exceed the airplane’s maximum demonstrated crosswind component. ØInadequate compensation for wind drift on the turn from base leg to final approach, resulting in undershooting or overshooting. ØInadequate compensation for wind drift on final approach. ØUnstabilized approach. FAA-H-8083 -3 A Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 36

Crosswind Landings Common Errors (continued) Ø Failure to compensate for increased drag during sideslip resulting in excessive sink rate and/or too low an airspeed. Ø Touchdown while drifting. Ø Excessive airspeed on touchdown. Ø Failure to apply appropriate flight control inputs during rollout. FAA-H-8083 -3 A Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 37

Crosswind Landings Common Errors (continued) Ø Failure to maintain direction control on rollout. Ø Excessive braking. FAA-H-8083 -3 A Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 38

Go Around From Rejected Landing FAA-H-8083 -3 A Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 39

Go Around Common Errors Ø Pitch attitude increased excessively resulting in a stall Ø Applying only partial power Ø Failure to reconfigure the aircraft (gear and Flaps) for climb Ø Retracting the flaps too quickly Ø Elevator trim (excessive forward pressures) FAA-H-8083 -3 A Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 40

FAASTeam CFI Workshop #6 Module #6, Core Topic #11 Questions? Comments? Ideas? Quiz time ~ FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 41

1. If you realize you are low on the approach, you should a. Initiate a 360 degree and enter the pattern at the appropriate altitude b. Retract flaps c. Immediately apply power d. Increase the pitch attitude 2. If you bounce your landing, you should a. Force the airplane onto the ground b. Go- Around c. Add power and re-land d. Let the instructor land the airplane FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 42

3. True or False; The takeoff or landing speed is generally a function of the stall speed or minimum flying speed. 4. What is a stabilized approach? 5. During takeoff or landing a cross wind is only a factor when it is in excess of ten miles per hour or gusty. True or false? Answers follow. . . FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 43

1. If you realize you are low on the approach, you should a. Initiate a 360 degree and enter the pattern at the appropriate altitude b. Retract flaps c. Immediately apply power d. Increase the pitch attitude c. Apply power - Airplane Flying Handbook 2. If you bounce your landing, you should a. Force the airplane onto the ground b. Go- Around c. Add power and re-land d. Let the instructor land the airplane b. go-around - Airplane Flying Handbook FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 44

3. True or False; The takeoff or landing speed is generally a function of the stall speed or minimum flying speed. True - Pilot’s Handbook of Aeronautical Knowledge. 4. What is a stabilized approach? An approach in which the pilot establishes and maintains a constant angle glide path towards a predetermined point on the landing runway. Airplane flying handbook p. 8 -7 FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 45

5. During takeoff or landing a cross wind is only a factor when it is in excess of ten miles per hour or gusty. True or false? False, in fact FAASTeam statistics demonstrate that a cross wind of significantly less than ten miles per hour is frequently a contributing factor to the cause of mishaps. FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 46

FAASTeam CFI Workshop #6 Take a Break! FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 47

Aircraft Operational Limitations ? FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 48

Nice place, seemed a little short when we landed! FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 49

1850’, grass, it’s hot, and the tanks are pretty full …. FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 50

. . . only three of us and there’s a river beyond the trees. . FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 51

I think we’ll be ok to try a takeoff ………. FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 52

We’re not accelerating very well … I can’t stop now! …. FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 53

• They didn’t consider the potential problems for takeoff before they landed there. • They didn’t consider options when they realized the takeoff might be difficult. • They didn’t confirm that the airplane’s performance capabilities would allow a safe takeoff, or not. • They didn’t plan for a point at which to abort the takeoff if acceleration was too slow. • The aircraft owner, his teenage son, and a CFI did all drown in the wreckage. FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 54

Take your pick, each one defines an end to options: • limitation - restriction: a principle that limits the extent of something; • limitation - the quality of being limited or restricted; • limitation - limit: the greatest amount of something that is possible or allowed; • limitation - (law) a time period after which suits cannot be brought; • limitation - an act of limiting or restricting (as by regulation) FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 55

• • What do you want your students to do? Will they know what options exist? Is “I think we can” good enough for you? Where is the performance information a pilot needs in order to be sure? • What warnings are there to tell us we’re at or near a limit? FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 56

• What do you want your students to do? Make decisions based on knowledge and facts. • Will they know what options exist? Give them problems to solve during their training. • Is “I think we can” good enough for you? Give them the opportunity to evaluate conditions. • Where is the performance information a pilot needs in order to be sure? Show them the Pilot Operation Handbook and performance charts, insist that they are used. • What warnings are there to tell us we’re at or near a limit? Teach them to use situational awareness in all aspects of preflight planning and in flight FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 57

Yes, take the time …. . get all that stuff out, review it yourself and then share your knowledge. FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 58

• Watch This Video……. • http: //www. youtube. com/watch? v=OVM 3 RR d 1 vf 0 FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 59

Emphasize the importance of aircraft performance planning! Demonstrate the aircraft’s limited performance at reduced power to simulate the effect of temperature and pressure altitude. FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 60

Full can be a beautiful thing! But, when it comes to loading an airplane ……. . Full can exceed the weight and/or CG limits! FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 61

Weight can be a limitation depending on runway length, temperature, runway condition, and density altitude. What to do? • Less fuel? Maybe, what’s the weather doing? • Fewer passengers? Could you leave someone behind? • Different runway? Perhaps the opposite direction? • Wait until the temperature decreases? Can you spare the time it takes to stay alive? FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 62

Does the weight of whatever you put into the aircraft remain constant? What happens when you bank for a turn ………. and maintain your altitude …………… then increase your bank angle to 45 …. . 60 degrees ? In which Category was your airplane Certificated, how many Gs are legal? 100 pounds at 3 Gs becomes 300 pounds ……. Is that a limitation? How about bags and cargo? FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 63

After you have convinced your students that you can’t always fill every space in the aircraft, fill the tanks, and not exceed several of its operational limitations ………… Remind them that the Certificated limits are based on the performance of a new aircraft, at the exact weight, at a density altitude equal to sea level and standard temperature, demonstrated by …. . . FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 64

Make sure your students know that the tables and calculations available in the Pilots Operating Handbook are based on pressure/density altitude. The International Standards Association (ISA) has defined a Standard Atmosphere as: • Sea Level Barometric Pressure of 29. 92 inches of Mercury (in. Hg) • Sea Level Temperature of 15° Celsius (15° C or 59° F) • Relative humidity of 0 % • Standard temperature lapse rate of 2° C per 1000 feet altitude • Standard pressure lapse rate of 1 in. Hg per 1000 feet altitude • A standard decrease in density as altitude increases FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 65

• Pressure Altitude adjusts for pressure difference between your air and standard atmosphere. The question is “What would your altimeter read if you were in a standard atmosphere at your current actual altitude? ” This altitude is called PRESSURE ALTITUDE. • Density Altitude uses Pressure Altitude as a basis, and adds in a correction factor for nonstandard temperature. FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 66

Even when you take care of all the other details, if you haven’t considered C of G …. . You may become a TEST PILOT! FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 67

What should you expect if … the airplane is tail heavy, even when you are within CG limits or, the airplane is nose heavy; • Flight Control effectiveness? • During takeoff? • During Landing? • During a Stall? • During Spin Recovery? FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 68

Any limitations to consider before Landing? FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 69

Pilot skills, aircraft limits, and the runway? FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 70

A little wind, a little too fast, no margin for error! FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 71

Again, Teach your students to consider options prior to takeoff, operations during flight, and landing. Teach them to consider the limitations of the aircraft and their own limitations based on their knowledge and experience. FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 72

The airplane couldn’t do it ……… do you remember why? FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 73

The aircraft’s performance capability, the airspeed, and altitude from which the maneuver was initiated combined did not allow the pilot to recover from the maneuver. Same thing here, physics will interrupt flight! FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 74

Module #6, Core Topic #12 Useful sources for more information: Advisory Circular – AC-61 -67 C Aircraft Weight and Balance Handbook – FAA-H-8083 -1 a Questions? Comments? Ideas? Quiz time ~ FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 75

6. Baggage weighing 90 pounds is placed in a normal category airplane’s baggage compartment which is placarded at 100 pounds. If this airplane is subjected to a positive load factor of 3. 5 Gs, the total load of the baggage would be ……… a. 315 pounds and would be excessive. b. 315 pounds and would not be excessive. c. 350 pounds and would be excessive. d. 350 pounds and would not be excessive. FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 76

7. The performance tables of an aircraft for takeoff and climb are based on a. Pressure/density altitude b. Cabin altitude c. True altitude d. Indicated altitude 8. Aircraft designed to withstand load limits up to 4. 4 G’s are labeled “normal or utility category aircraft? ? FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 77

9. What is the definition of Maximum weight? 10. What is definition of the Empty weight? Answers follow ………………… FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 78

6. Baggage weighing 90 pounds is placed in a normal category airplane’s baggage compartment which is placarded at 100 pounds. If this airplane is subjected to a positive load factor of 3. 5 Gs, the total load of the baggage would be ……… a. 315 pounds and would be excessive. b. 315 pounds and would not be excessive. c. 350 pounds and would be excessive. d. 350 pounds and would not be excessive. b. 315 pounds, not excessive Pilot’s Handbook of Aeronautical Knowledge FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 79

7. The performance tables of an aircraft for takeoff and climb are based on a. Pressure/density altitude b. Cabin altitude c. True altitude d. Indicated altitude a. Pressure/density altitude - Pilot’s Handbook of Aeronautical Knowledge. 8. Aircraft designed to withstand load limits up to 4. 4 G’s are labeled “normal or utility category aircraft? ? “Utility” Category aircraft - Pilot’s Handbook of Aeronautical Knowledge. FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 80

9. What is the definition of Maximum weight? The maximum authorized weight of the aircraft and all of its equipment as specified in the Type Certificate Data Sheets (TCDS) for the aircraft. Aircraft Weight and Balance Handbook, p. 1 -1 10. What is definition of the Empty weight? The weight of the airframe, engines, and all items of operating equipment that are permanently installed in the aircraft. Aircraft Weight and Balance Handbook. FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 81

This Completes The Stall Spin Seminar Be sure to have your attendance record validated! FAASTeam – Stall-Spin Avoidance Federal Aviation Administration October 20, 2012 Downloaded from www. avhf. com 82