Showing posts with label spin. Show all posts
Showing posts with label spin. Show all posts

Tuesday, December 1, 2020

Welcome to FIG Aviation

Flying is a life-changing event. I want to help enhance your flying in any way possible. I can offer you tailwheel training, aerobatics, spin and/or upset training. I believe a big injustice is many pilots don't get to spin and have an unrealistic 'fear' of them. I would prefer pilots experience spins and know how to recover. I also ferry aircraft to suit your needs. Email: fly.fig.aviation@gmail.com. If on a mobile device, I suggest viewing the web version.

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Saturday, November 28, 2020

Master Index

- Flying is great - improve every flight -
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Location: Colorado Springs, CO, USA

Friday, October 23, 2020

Acrobatic Training

Acrobatic flight is one of the most exhilarating things you can do.  Beyond that, it helps you understand flight characteristics and realize that you can without question recover from a spin.

My syllabus:
  • Stalls
  • Chandelles
  • Wingovers
  • Aileron rolls
  • Loops
  • Loop plus rolls
  • Cloverleafs
  • Cuban eights
  • Immelmanns and
  • Spins!!!
I am still building my syllabus, but what's listed above will be the baseline.  You can most certainly expect to spin.  The spin is the biggest monkey on the private pilot's back.  I will show you that 1) it  is not only predicable, but 2) completely recoverable.

Never let spins control you.  You control them.

  • Lineage of Champs:  Aeronca 1944, Champion Aircraft 1954, Bellanca 1970, ACA 1989
Resources:

- FIG -
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Location: Meadow Lake Airport KFLY, 8489 Cessna Dr, Peyton, CO 80831, USA

Wednesday, October 7, 2020

Emergencies

In general:

Also see:

Brakes / Brake Failure:

Engine Failure / Fire:

    Equipment (suggested) for the Aircraft: +

    • Blanket, emergency, mylar
    • Bug spray
    • Cable ties
    • Cash ($20 min, I’d say $100)
    • Clothes (shirts, socks, underwear, 1 set)
    • Deodorant
    • First Aid Kit
    • Flashlight
    • Food/energy bars
    • Hat
    • Lighters (cigarette type)
    • Maxi pads (wounds, spills, intended)
    • Multitool
    • Oxygen canister (light spray)
    • Pen/Paper
    • Rope or paracord
    • Sunscreen
    • Tape, duct or Gorilla
    • Tarp
    • Toothbrush/toothpaste
    • Trash bags
    • Water, two bottles min
    • Wipes, biodegradable (personal care)
    • Wipes, heavy-duty (grease and grime)
    • Wire

    Emergency Descents:
    Flight Controls:
    Instrument Failures:
    Pitot / Static Failures:
    Quiz(s):
    Radios / Radio Failure:
    Spins:

    • These are not emergencies but are included if accidental.
    • "PARE"
      • POWER – idle, ALERIONS – neutral, RUDDER – full opposite, ELEVATOR – forward
    • See more at Spin Training
    Systems/Equipment:
    Takeoff / Landing:
    Weather:

    - FIG -

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    Location: Meadow Lake Airport KFLY, 8489 Cessna Dr, Peyton, CO 80831, USA

    Thursday, September 17, 2020

    Maneuvers / Execution / Techniques

    Articles:
    Braking: - see Landing (separate page).

    Climbs / Descents:
    Coordination / Rudder / Yaw:
    Emergencies:  separate page.

    Energy Management:  From AFH Chapter 4 - Energy management can be defined as the process of planning, monitoring, and controlling altitude and airspeed targets in relation to the airplane’s energy state in order to:
    1. Attain / maintain desired vertical flightpath-airspeed profiles.
    2. Detect, correct, and prevent unintentional altitude-airspeed deviations from desired energy state.
    3. Prevent irreversible deceleration and/or sink rate that results in a crash.
    Go Around(s):
    Ground Ops:
    Ground Reference Maneuvers:
    Landing: (separate page)

    Maneuver Guides:
    • C172 (Rick Aviation, 2018)
    • C172 (EKU Aviation, 2020)
    • C172 S/R (Thrust Flight, 2021)
    • Also see Ground Reference Maneuvers above.
    Night Flight/Flying:
    Passengers:
    Rudder / Yaw / Coordination: see Coordination above.

    Slips:

    Spins:  go to Upset Prevention & Recovery Training.

    Stalls: +

    Steep Spirals:

    Steep Turns:

    Takeoff: +
    Traffic Patterns:

    Trim: see Systems / Equipment.

    Turn performance (radius):

    Visual Flight: - how to enforce it

    • If you have students who stare at the gauges, my first recommendation is to cover them.  So as not to keep them from recognizing a 30° bank turn, I let them see it.  I cut a suction cup to hide the ADI minus the 30° bank turn.  Why?  Because I want them to hear, feel, sense their energy state by using their nose position.  This is also where the stall warning comes into  effect.
    Yaw / Coordination / Rudder: see Coordination above.

    Flying IS Great - Improve every flight!
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    Friday, August 28, 2020

    Surprise yourself for more proficient flying

    Upset training to prepare pilots for the unexpected and take the place of a flight review.

    By Julie Boatman, 09 February 2021

    (I have made edits annotated with [] and …)

    I remember flow states, during times of stress in the airplane, when time slows down just a bit—enough to help me manage a given situation deliberately and appropriately.

     

    There is no flow today.  Flashing back to two days ago, I recall a comment that has lodged in my mind, and I work hard to apply those words to the situation at hand: “It’s just a position in the sky that you have to deal with.”

     

    So says Mike Burke, instructor for Prevailance Aerospace in Chesapeake, Virginia, as we’re finishing up the first ground session of a three-day upset-prevention-and-recovery training course that I’ve signed on to; UPRT trains pilots to recognize and recover from unusual attitudes and aircraft upsets.

     

    The syllabus calls for three instructional sessions, each followed by an hour-long flight in one of the school’s Extras—a 330 or 330LX.  Fortunately, I’m in a class of one, and the training is designed to flex for just such occasions because the UPRT flights need to be flown in good VFR conditions, with enough ceiling, visibility and cloud clearance for the tasks ahead.

     

    We soldier ahead through the second ground session. By the time we begin tackling the third, the weather has cleared to CAVU. Vanessa Christie, founder and president of Prevailance Aerospace, helps me strap into the seat-pack parachute we’re required to wear for the aerobatic maneuvers ahead. Though I’ve put on my own pack dozens of times, the company takes the extra precaution of assisting its customers in the move, to ensure that it’s on just as tightly as it needs to be and to help pilots get into the front seat in what may be a relatively unfamiliar situation.

     

    I’m up front—the Extra is flown solo from the back—with only a handful of instruments in front of me on the panel. The Sandia attitude indicator has the breaker pulled because I’ll be recovering from each upset visually during this course and to keep us from having to reset it. Burke has all the navigation in the rear cockpit and a native’s familiarity with the airspace near us. He’ll taxi out and take off so I can focus on the tasks ahead.  [This isn’t an aircraft checkout].

     

    The first flight is spent reviewing basic aerobatics—wingovers, aileron rolls and a loop—plus nonviolent upsets, involving recoveries from just past the standard aerobatic limits of 60 degrees of bank and 30 degrees nose up or down. I find it relatively easy to apply the steps I’ve been taught to recover—but I’ve seen these attitudes before in an airplane.

     

    My moment of truth comes on the second day, during our third flight overall. Normally, Prevailance doesn’t plan for two flights in a day … because of the stress involved for the body and mind. But weather has forced our hand a bit, and I’m game to try the third flight after a good morning session doing spins, more aerobatics and bigger upsets.

     

    The last flight in the syllabus, like the others in the program, flexes to meet the student’s progress at this point. Burke recognizes that I’m beginning to tap out as I slow down during aerobatic moves that were coming together well just a couple of hours prior. When we get to the upsets, he gives me the first—past the vertical and a slow recovery to wings level. Then, after a bit of rest, he sets up a simulation of the rapid-roll sequence experienced by a Challenger 604 crew after they encountered the wake of an Airbus A380 over the Arabian Sea in January 2017.

     

    There is no more flow. I stop in my tracks as he leaves the 330LX inverted. I’m unable to verbalize the first word of the checklist, “uncouple.” Eventually, I flail through a roll to wings level. But it’s clear I have hit my limit. I just smacked right into my personal wall, where the startle factor froze me in place. We spend some time afterward just flying around, and I get my mojo back as we practice a few more upright spins—which I find strangely comforting in their normalcy—and we return to base. Mission accomplished.

    The Root Cause

    The Prevailance program derives the structure of its syllabus from years of accident analysis and searching for the root causes of those that bent metal and took lives. Scenario-based training—such as that used in the Advanced Qualification Program—has been used in the airline industry and replicated throughout commercial aviation. So, those pilots coming into Prevailance’s course from large flight departments, such as PepsiCo’s, as well as airline flying find familiar territory in the training, which was derived in part using this structure.

     

    Each session picks apart an accident scenario and puts it into context. You might ask the question, what does an Airbus A321 accident have to do with flying my Cessna 172? More than you may think. You have an autopilot now for much of the time, and the first step in breaking the accident chain in most scenarios is to “uncouple,” or release the controls from the grip of the automation. The “uncouple” beginning to the sequence I practiced in the A380 upset is a perfect example. That’s just one correlation and a programmed move that we should be ready for in the event of an upset.

     

    But, in general, we’re not ready. A recent informal poll conducted on Twitter asked pilots: “How prepared do you feel you are for serious emergencies (of any type)?” Fourteen percent said, “Very prepared,” in terms of procedures, flying proficiency and systems knowledge; but 47 percent said they could “sharpen up a bit,” and 33 percent said, “Not as much as I want to be.” Unfortunately, 6 percent said, “I’ll just deal with it.” (Results come from @sharigirltn’s #FlightDeckMonday Twitter poll posted on September 21.) With that attitude, we can almost predict those who will confront a real emergency and fall short.

     

    Instead, we need regular training sessions to tap into those skills and keep them fresh. There’s evidence too that we need at least some of that training to be in the airplane, as opposed to scenarios practiced in the sim alone. “You are much more invested in a positive solution,” Burke says, pointing to the reality that, no matter how realistic the simulation you’re in, you can always revert to the ultimate get-out-of-jail-free card: the ability to stop the simulation and go home.

     

    As Christie puts it: “There is no way to replicate the sight, sound and feel of an upset or spin without experiencing it in an aircraft. Only if you’ve experienced both in an aircraft—and put your body into the physiological response of startle—can you replicate the recovery procedures when you need them. Pilots can be surprised in a simulator, but they won’t have the true manifestation of startle and without that, they can’t learn how to mitigate it.”

     

    Use It or Lose It

    So, I was trained up, right? Good to go? Not so fast. Six weeks later, I’m going through the motions in the airplane I’ve been checking out in, and I find myself working a bit to recover from the first unusual attitude given to me by my back-seater. I struggle to recite cleanly what had come to me readily by the close of the training in my summer session with Prevailance.

     

    We know from trials conducted by various groups that the “stickiness” of mnemonics is critical when expecting pilots to apply them in flight following a training session. In a research study conducted at the Netherlands Aerospace Centre in 2016, seasoned flight crews—both short-haul (Boeing 737NG) and long-haul (747-400)—from the Dutch airline KLM were given ground-training and flight-simulator sessions to determine how well they adopted a course of action meant to mitigate the effects of startle and surprise on the flight deck. The abnormal-situation recovery plan taught within this study followed three steps: relax, observe, confirm—known as ROC. Roughly 70 percent of the crews came away from the training confident that ROC would help ensure they took the proper course of action following a startle event.

     

    If mnemonics are straightforward—simple is not necessarily the right word—and unambiguous, they stay in a pilot’s mind a lot longer than a complex and abstract string. Compare two that you probably have heard before. GUMPPS: gas, undercarriage, mixture(s), prop(s), pump(s) and seat belt (with a C added in there in the event you have cowl flaps or carb heat to manage). It’s applicable in some way to every piston-powered airplane you’ve flown, and it forms a word that doesn’t mean anything else. Contrast that with the DECIDE model, a vintage mnemonic taught in legacy aeronautical decision-making texts. Each of the words within it is too abstract to be memorable, and in case of an event in the airplane, you’re just not likely to pull it out because your brain is already on step three by the time the event is underway.

     

    So, was the sequence I learned in the UPRT course meeting those criteria of straightforward and applicable? Yes, but because this was a relatively newly learned skill, and I didn’t get up and practice right away, I needed additional reinforcement. That delay could translate into our lives from a combination of factors that we all face in some degree or another—such as a busy work schedule, stressful life events, illness or loss of memory as we age.

     

    Indeed, the startle-and-surprise episodes we practiced in the UPRT course were only a few examples of myriad instances in the airplane where a pilot might panic, freeze or act impulsively. This also forms the psychological basis for the course itself, even though only a selection of scenarios is covered in the airplane. “Really, we are solving people problems,” Burke says, not aircraft problems. You can nail the process by which you can move through a startle response and apply it to a multitude of situations.

     

    In the end, that’s what I needed to solve for myself: the very human response I had to the A380 upset and roll sequence. And the practice should continue, repeatedly and regularly, as long as I fly.

     

    A UPRT Syllabus

    The basis for the Prevailance syllabus is found in the advisory circular covering UPRT, AC 120-109 “Stall Prevention and Recovery Training,” and aimed at meeting the Part 121 flying requirements in AC 120-111, “Upset Prevention and Recovery Training.” Compliance at the airline level is mandatory as of March 2019 under the FAA; the requirement under the European Union Aviation Safety Agency became mandatory in April 2019, including basic UPRT within initial pilot training for the commercial pilot license and airline transport pilot license.

     

    The core of the recovery process lies in this step-by-step procedure:

    1. Uncouple (autopilot off, if using)/neutralize/analyze
    2. Push to unload
    3. Roll to recover
    4. Power adjusted as needed
    5. Steps to return to the previous phase of flight, if that makes sense

    What can you do if a full-up UPRT course isn’t in the cards right now? Take a look at the following sample accident scenarios, and discuss them with your instructor in your next periodic proficiency session.

    • February 2012: At Melbourne International Airport (KMLB) in Florida, a Cirrus SR22 crashed in the traffic pattern maneuvering to follow another airplane. (go here).  Always search "probably cause".
    • June 2009: Air France Flight 447, en route from Miami to Paris, experienced an upset following thunderstorm penetration.  This is the airplane that stalled thousands of feet into the ocean.  Article 1 and Wiki.

     

    This story appeared in the December 2020 issue of Flying Magazine
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    Location: Meadow Lake Airport KFLY, 8489 Cessna Dr, Peyton, CO 80831, USA
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