FAASTeam Sign Log In Sheet for Wings Credit Stephen Ruks ATP CFII The Nine Deadly Sins References Pilots Handbook of Aeronautical Kn owledge Ch 7 amp 10 Your AFM or POH ID: 630270
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Slide1
The NineDeadly Sins
Presented by KVGTFAASTeam
Sign Log In Sheet for Wings Credit
Stephen Ruks ATP, CFIISlide2
The Nine Deadly Sins
References
Pilots Handbook of Aeronautical
Kn
owledge
Ch. 7 & 10
Your AFM or POH
AC 00-6A Aviation
Wx
AC 61-84B Role of Preflight Preparation
FAA-P-8740-2
Density Altitude Brochure
FAA Aviation
News
May-June 2004Slide3
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What is one of the best things you can do to avoid being a sinner?FAA Safety - FAASTeam and Wings
Enroll in the
WINGS
program!Slide4
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Introduction
Misunderstandings or lack of knowledge about our atmosphere and how it affects aircraft performance is one of the leading causes of fatal aviation accidents.
This seminar will remind you of some of the things you already know and maybe show you a few things you didn’t know. Slide5
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Altitude TypesHow many altitude definitions are there?
Indicated altitude
True altitude
Absolute altitude
Pressure altitude
Density altitude
Read on your altimeter
Height above MSL
Height above ground level
Indicated altitude set at 29.92
PA corrected for non-standard temperature and humiditySlide6
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PressureHow do we describe atmospheric pressure, what is it, and how does it affect us?More importantly, how does it affect our airplanes?Slide7
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PressureWhat causes pressure variations?Altitude
Pressure decreases approximately one inch of mercury per 1000 feet increase in altitude.
Temperature
Temperature is the biggest factor affecting density altitude
.
Temperature changes ≈ 2ºC/1000ftSlide8
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Pressure Gradient
Given the same change in pressure, the rate of change of pressure is greater in cold air than in warm air.Slide9
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Effect of non-standard temperatureSlide10
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Typical GA Pitot SystemSlide11
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Typical AltimeterSlide12
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Altimeter Setting
Standard Atmosphere:
29.92
inHg
or
1013.25
hPa
(or
mb
)
At sea level @ 59º F (or 15º C)
One inch of mercury = 1000 feet
One
hectoPascal
= 100
millibars
1
inHg
= 33.86
hPaSlide13
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Density Altitude
How do we calculate Density Altitude?
Slide14
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Density Altitude
Three important factors contribute to
high density altitude
Altitude
Temperature
Humidity
Reduced air density equates to
decreased performanceSlide15
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Density Altitude
Warmer air will hold more water vapor than cooler air which affects engine performance more than aerodynamic performance.
With high humidity, expect longer take-off rolls and lower climb rates. Add 10% to take-off distance.Slide16
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The Nine Deadly Sins (and their unforgiveness)
Using sea level V
SPEEDS
Using gross weight
V
SPEEDS
Ignoring effect on TAS
Ignoring effects in mountainous terrain
Ignoring effects on landing speed and distance
Ignoring climb gradient
Ignoring runway environment
Using incorrect flap settings
Combining soft-field and obstacle techniquesSlide17
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Using Sea LevelVSPEEDS
Best Climb Chart
1.Slide18
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Using Sea LevelVSPEEDS
High density altitude affects take-off & landing distance
1.
Always follow manufacturer’s recommendation.Slide19
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Using Gross WeightVSPEEDS
Climb performance
decreases with
increase
in gross weight
2
.
Slide20
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Ignoring Effecton TAS
3.
Vy
TAS
Vx
TAS
IAS = 150
PA = 8000
Temp = 95ºF
TAS = 180
DA = 12,000Slide21
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Ignoring Effecton TAS
Turn diameters increase.
3.
IAS = 150
PA = 8000
Temp = 95ºF
TAS = 180
DA = 12,000
((
v
² / (11.26 x Tan
Φ
)) x 2) / 6076
((150²
/ (11.26 x 0.4245)) x 2 ) /
6076 =
1.55NM
@
180
TAS = 2.23NM
Turn diameter increased by 50%
Bank angle = 23=SRTSlide22
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Ignoring Effects In Mountainous Terrain
4.
TAS increase causes turn diameter to increaseSlide23
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L - D Chart
Bank Angle Load Factor %Increase in Induced Drag
0 1 0
15 1.036 7.2
30 1.154 33.3
45 1.414 100
60 2 300
Stall speed (VS1) increases a whopping 41%
4.Slide24
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Ignoring Effects on Landing Speed and Distance
5.
PA=4000’, 25ºC, No wind – 1200ft
PA=6000’, 38ºC, 10kt Tail – 2200ft
PA=6000’, 38ºC, 10kt Tail – 3400ft w/ obstacleSlide25
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Ignoring Landing Distance
6.
8000’ elevation, 2500’ long, downslope, tailwind, cliff Slide26
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Ignoring Climb Gradient
Climb gradients are in Feet/Mile
not
Feet/Minute (as read on VSI)
Use
TAS
(or GS)
not
IAS to calculate climb
gradient
6.Slide27
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Ignoring Climb Gradient
6.Slide28
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Ignoring Climb Gradient
6.Slide29
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Ignoring Runway Environment
A36 Takeoff
7.
OAT = 97F, Field
Elev
=1293’ Altimeter 29.89”
Density Altitude = 4125’,
Rwy
31
4000
’ paved
1996 A36,
Turbonormalized
IO 550,
GTOW = 4095, CG = 86.15”Slide30
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Using Incorrect Flap Settings
In the A36 incident, use of flaps may have made the situation even worse!
Use of the
recommended flap setting
works just
fine when operating at near
sea level
altitudes but
with non-turbocharged engines
, there comes
a density
altitude above which the
use of
takeoff flaps actually
increases ground
roll.
8.Slide31
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Combining Soft-Field & Obstacle Techniques
Normally flaps only used on soft field takeoff but when used for obstacle clearance, the increase in drag
drastically
hinders climb performance.
Always
follow manufacturer’s recommendation.
9.Slide32
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Summary
Beware, better yet, be knowledgeable, of the Nine Deadly Sins of Density Altitude
Remember the effect of DA on TAS and
the TAS effect on airplane performance
Engine performance degrades with altitude
and humidity!
Always use POH or AFM recommendationsSlide33
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Any Questions?Slide34
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That’s all folks!Slide35
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Stephen Ruks ATP, CFII, BPPP 702.533.1978 beechflyer@icloud.com
Door Prize!
Remember to sign the Log-In Sheet for credit.Slide36
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Remember to sign the Log-In Sheet for credit.36Slide37
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The end . . . . . .