DOCSLIB.ORG

Flight UPRT Session

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Flight UPRT Session Annex C: APS UPRT Objective Maneuvering Quantification (FAA LOCART - August 2012) URT1 In-Flight UPRT Session: #1 (Introduction) ICATEE Training Matrix (Ver S12) AOA Targets (< CLmax, CLmax, > CLmax) Attitude Targets (degrees) G Targets (+ or - units) Suitable Platform Exercise Desciption Element(s) Maneuver Observed Margin (secs) Threat Pitch Roll Observed Margin Max Pitch/Roll Maneuver Observed G Margin Max G Normal, Utility or Aerobatic (25%) Familiarization Turns / Climbs / Descents Prevention (5b) <CL max <CL max NA, Does not Stall 20 deg 60 deg 80 deg roll NA, Target 30 deg pitch, 60 2.0 3 0.75 3.75 Normal, Utility or Aerobatic exceed CLmax does not deg roll exceed normal attitudes Primary Control Stategies (PCS) Power-Off Stall: Prevention & Recovery Awareness (3a,b,d,g,j), Prevention >CL max >CL max Recovery within Cross- 10 deg NU 30 deg 20 deg NU, 30 10 deg pitch, 30 deg pitch, 60 1 2 0.5 2.5 Normal, Utility or Aerobatic (3a,b,e, 5b), Recovery 3 sec or one controlled deg roll 30 deg roll deg roll (5a,b,c,d,f,k) spin rotation Stall, Incipient spin Power-On Stall: Prevention & Recovery Awareness (3a,b,d,g,j), Prevention >CL max >CL max Recovery within Cross- 20 deg NU 30 deg 20 deg NU, 30 10 deg pitch, 30 deg pitch, 60 1 2 0.5 2.5 Normal, Utility or Aerobatic (3a,b,e, 5b), Recovery (5a,b,c,d,f) 3 sec or one controlled deg roll 30 deg roll deg roll spin rotation Stall, Incipient spin All-Envelope Indoctrination: Awareness, Prevention & Recovery UPRT Falling Leaf (core exercise in stall/spin prevention Awareness (2b, 2c, 3c, 3d, 3f, 3g, >CLmax for >CLmax for Certified for Incipient spin, 10 Up, 45 ND 90 Degs 45 ND, 120 15 Degs Pitch (60 Down), 0.5 to 1.0 G - 1.0 G to -.25 G, -1.25 G to 3.75 Aerobatic (due to Roll and Pitch concepts - note that this exercise is not a traditional 3j), Prevention (2a, 2b, 3a, 3b, 3c, longer than 3 longer than 3 upright spins Developed deg roll Roll (135 Degs) 3.0 G .75 G G Attitudes, and Spin Threat) 'falling leaf' exercise sometime used in normal category 3e, 3h, 3i), Recovery (5a, 5b, 5d, sec sec Spin maneuvering) 5g, 5m, 5o, 6f) Zoom Maneuver: Stall Prevention & AOA SA Awareness (2b,d,h, 3a,f,m), <CL max >CLmax Recovery within Cross- 70 deg NU, 30 deg 75 deg NU, 30 10 deg pitch, 85 deg NU, 40 0.5 to 2.0 G - 1.0 G to -.25 G, .75 G -1.25 G to 3.75 Aerobatic (due to Pitch Attitude) Prevention (2a,d, 3a,j,n, 5b), 3 sec or one controlled 30 ND deg roll 10 deg roll deg roll 3.0 G G Recovery (5e, 6a,b,f,g,h,o,r) spin rotation Stall, Incipient spin All-Attitude Indoctrination All-Attitude Maneuver: Roll Awareness (2b, 2c, 3c, 3d, 3f, 3g, <CL max <CL max Demonstrated Upright or 20 deg NU, 360 roll 30 deg pitch, All Attitudes All Attitudes 0.5 to 2.0 G -1.0 G to 3.0 -.25 G, .75 G -1.25 G to 3.75 Aerobatic (due to roll attitude) 3j), Prevention (2a, 2b, 3a, 3b, 3c, recovery from Inverted Stall 10 deg ND 360 roll G G 3e, 3h, 3i), Recovery (2c, 5a, 5b, inverted stall 5d, 5g, 5m, 5o, 6e,f,h,q) All-Attitude Maneuver: Loop Awareness (2b,e,g,h, 3m), <CL max >CL max Recovery within Accelerated 360 deg 0 deg 360 deg pitch All Attitudes All Attitudes 0.5 to 3.0 G --1.0 G to -.25 G, 1.13 -1.25 G to 5.63 Aerobatic (due to Pitch Attitude Prevention (2a,d, 3n, 5b), 3 sec or one stall pitch 4.5 G G G and G) Recovery (2c, 6d,p) spin rotation All-Attitude Maneveur: Inverted Flight Awareness (2b,f,h, 3m), <CL max <CL max Demonstrated Inverted Stall 20 deg NU, 180 deg 180 deg All Attitudes All Attitudes 0.5 to 2.0 G -1.5 G to 2.0 -.38 G, .5 G -1.88 G to 2.25 Aerobatic (due to Roll, and G Prevention (2a,e, 3n, 5b,9), recovery from 10 deg ND G G Threat) Recovery (6c,f,o,q) inverted stall URT1 Aviation Performance Solutions Confidential Page 1 Annex C: APS UPRT Objective Maneuvering Quantification (FAA LOCART - August 2012) URT2 In-Flight UPRT Session: #2 (Advanced Stalls) ICATEE Training Matrix (Ver S12) AOA Targets (< CLmax, CLmax, > CLmax) Attitude Targets (degrees) G Targets (+ or - units) Suitable Platform Exercise Desciption Element(s) Maneuver Observed Margin (secs) Threat Pitch Roll Observed Margin Max Pitch/Roll Maneuver Observed Margin (25%) Max G Normal, Utility or Aerobatic Basic Stall (PCS) Review Awareness (3a,b,d,g,j), Prevention >CL max >CL max Recovery within Cross- 10 deg NU 30 deg 20 deg pitch & 10 deg pitch, 30 deg pitch, 60 1 0 to 2.0 G .5 G 2.5 G Normal, Utility or Aerobatic (3a,b,e, 5b), Recovery 3 sec or one Controlled 30 deg roll 30 deg roll deg roll (5a,b,c,d,f,k) spin rotation Stall, Incipient spin Stall Awareness & Prevention Exercises Negative Roll Damping Demonstration Awareness (3a,b,d,g,j), Prevention >CL max >CL max Certified for Cross- 30 deg NL 360 deg 30 deg NL & 30 deg pitch, 60 deg pitch, 360 1 .5 to 2.0G .75 G 2.75 G Aerobatic (due to Roll) (3a,b,e, 5b), Recovery (5a,b,c,d,f) upright spins Controlled 360 deg roll 360 deg roll deg roll Stall, Incipient spin, Fully- developed spin Steep Turns to Accelerated Stalls Awareness (2g, 3a,f,m), >CL max >CL max Recovery within Cross- 10 deg 60 deg 20 deg NL & 10 deg pitch, 20 deg pitch, 120 1 to 2.5G minus 1 to .75 G minus 1.75 G to Aerobatic (due to Roll & spin threat) Prevention (3a,b,h,n), Recovery 3 sec or one Controlled 90 deg AOB 30 deg roll deg roll 3.0G 3.75 G (5b,g,h,i,l, 6a,b,d) spin rotation Stall Slipping and Skidding Awareness Awareness (3i,k,l), Prevention (3k,l,m), Recovery (5g,h,i, 7d)<CL max <CL max NA, Does not NA, Does not 10 deg 30 deg 10 deg pitch & 10 deg pitch, 20 deg pitch, 40 1 1 .5 G 1.5 G Normal, Utility or Aerobatic exceed CLmax exceed CLmax 30 deg AOB 10 deg roll deg roll Advanced Primary Control Strategies (PCS) Slipping Turn Traffic Pattern Stall Awareness (2e,g,h, 3b,i,j,k), >CL max >CL max Certified for Cross- 10 deg 60 deg 180 deg pitch 180 deg 180 deg pitch & 1 to 2.5G minus 1 to .75 G minus 1.75 G to Aerobatic (due to Roll, Spin and G Prevention (3b,c,e,k,l, 5g) upright spins Controlled & 180 deg roll pitch & 180 360 deg roll 3.0G 3.75 G Threat) Stall, Incipient deg roll spin, Fully- developed spin Skidding Turn Stall Prevention & Diagnosis Awareness (1b, 2b,c,d, 3a,b,i), <CL max <CL max NA, Does not Cross- 10 deg 30 deg 10 deg pitch & 10 deg pitch, 20 deg pitch, 60 1 1 .5 G 1.5 G Normal, Utility or Aerobatic Prevention (1c, 2a,b,c, 3a,k,l, 5b), exceed CLmax Controlled 30 deg roll 30 deg roll deg roll Recovery (2a,b,d, 5c,h,i, 6f) Stall, Incipient spin, fully- developed spin Skidding Turn Traffic Pattern Stall Awareness (2e,g,h, 3a,b,c,i,j,k), >CL max >CL max Certified for Cross- 20 deg 80 deg 180 deg pitch 180 deg 180 deg pitch & .5 to 2.5G minus 1 to .75 G minus 1.75 G to Aerobatic (due to Roll, Pitch, Spin Prevention (2d, 3a,b,c,e,k,l), upright spins Controlled & 180 deg roll pitch & 180 360 deg roll 3.0G 3.75 G Threat, and G Threat) Recovery (2d, 5b,c,d,h,i, 6f,q) Stall, Incipient deg roll spin, fully- developed spin All-Attitude Awareness Exercises All-Attitude Maneuver: Split S Awareness (1b, 2e,h, 6h, 9), <CL max >CL max Recovery within Accelerated 180 deg 180 deg 180 deg pitch 180 deg 180 deg pitch & .5 to 3.5G .5 to 4.0G 1 G minus 1.5 G to Aerobatic (due to Roll, and G Prevention (2d, 3n, 5b, 9, 10b), 3 sec or one Stall & 180 roll pitch & 180 360 deg roll 5 G Threat) Recovery (2c, 5g,h, 6b,e,h,q,r) spin rotation deg roll All-Attitude Maneuver: Cuban 8 Awareness (2e,g,h), Prevention <CL max >CL max Recovery within Accelerated 230 deg 360 deg 250 deg pitch 20 deg pitch, 270 deg pitch, .5 to 3.5G minus 1 to 1 G minus 1.5 G to Aerobatic (due to Roll, and G (2d, 3n, 5b), Recovery (2c, 3 sec or one Stall & 360 deg roll 180 deg roll 360 deg roll 4.0G 5 G Threat) 6a,b,d,o,p,q,r) spin rotation System Component Failure - Power Plant (SCF-PP) Loss of Thrust in All Engines at Altitude Awareness (1b), Prevention (2a, <CL max <CL max NA, Does not Stall 20 deg 45 deg 60 deg AOB 10 deg pitch, 20 deg pitch, 60 1 1 .25 G 1.25 G Normal, Utility or Aerobatic 5b), Recovery (1e, 2c,d, 6r) exceed CLmax 10 deg roll deg roll Loss of Thrust in All Engines at Low Altitude Awareness (1b), Prevention (2a, <CL max <CL max NA, Does not Stall 20 deg 45 deg 60 deg AOB 10 deg pitch, 20 deg pitch, 60 1 1 .25 G 1.25 G Normal, Utility or Aerobatic 5b), Recovery (1e, 2c,d, 6r) exceed CLmax 10 deg roll deg roll URT2 Aviation Performance Solutions Confidential Page 2 In-Flight UPRT Session: #3 (Upsets and ACS)Annex C: APS UPRT Objective Maneuvering QuantificationICATEE Training Matrix (Ver S12) (FAA LOCART - August 2012) AOA Targets (< CLmax, CLmax, > CLmax) Attitude Targets (degrees) G Targets (+ or - units) Suitable Platform URT3 Exercise Desciption Element(s) Maneuver Observed Margin (secs) Threat Pitch Roll Observed Margin Max Avail Maneuver Observed Margin (25%) Max Avail G Normal, Utility or Aerobatic Pitch/Roll Needed Needed Advanced Stall Review: Prevention & Recovery Awareness (2d,e,g,h >CL max >CL max Certified for Cross- 20 deg 80 deg 180 deg pitch, 180 deg 180 deg pitch, .5 to 2.5G minus 1 to .75 G minus 1.75 G to Aerobatic (due to Roll, Pitch, G 3a,b,c,f,i,j,k,m), Prevention (2d, spins Controlled 180 deg roll pitch, 180 360 deg roll 3.0G 3.75 G Threat, and Spin Threat) 3a,b,c,e,h,i,j,k,l,n), Recovery (2d, Stall, Incipient deg roll 5b,c,d,g,h,i,l, 6a,b,d, f,q) spin, fully- developed spin Attitude Upsets: Prevention through Proportional Counter-Response and Recovery Spiral Dive Awareness (2g,h, 7f), Prevention <CL max >CL max Recovery within Accel Stall 30 deg NL 90 deg roll 30 deg pitch, 15 deg pitch, 45 deg pitch, 120 .5 to 2.5 G minus 1.5 to 1 G minus 2 to 5 Aerobatic (due to Roll, and G (4c, 5b, 7c), Recovery (2c,
Load more

Recommended publications
  • Spin and Spin Recovery
    90 Spin and Spin Recovery Dragan Cvetkovi´c1, Duško Radakovi´c2, Caslavˇ Mitrovi´c3 and Aleksandar Bengin3 1University Singidunum, Belgrade 2College of Professional Studies "Belgrade Politehnica", Belgrade 3Faculty of Mechanical Engineering, Belgrade University Serbia 1. Introduction Spin is a very complex movement of an aircraft. It is, in fact, a curvilinear unsteady flight regime, where the rotation of the aircraft is followed by simultaneous rotation of linear movements in the direction of all three axes, i.e. it is a movement with six degrees of freedom. As a result, there are no fully developed and accurate analytical methods for this type of problem. 2. Types of spin Unwanted complex movements of aircraft are shown in Fig.1. In the study of these regimes, one should pay attention to the conditions that lead to their occurrence. Attention should be made to the behavior of aircraft and to determination of the most optimal way of recovering the aircraft from these regimes. Depending on the position of the pilot during a spin, the Fig. 1. Unwanted rotations of aircraft spin can be divided into upright spin and inverted spin. During a upright spin, the pilot is in position head up, whilst in an inverted spin his position is head down. The upright spin is carried out at positive supercritical attack angles, and the inverted spin at negative supercritical attack angles. According to the slope angle of the aircraft longitudinal axis against the horizon, spin can be steep, oblique and flat spin (Fig.2). During a steep spin, www.intechopen.com 2210 MechanicalWill-be-set-by-IN-TECH Engineering the absolute value of the aircraft slope angle is greater than 50 degrees, i.e.
    [Show full text]
  • Development of F/A-18 Spin Departure Demonstration Procedure with Departure Resistant Flight Control Computer Version 10.7
    University of Tennessee, Knoxville TRACE: Tennessee Research and Creative Exchange Masters Theses Graduate School 12-2004 Development of F/A-18 Spin Departure Demonstration Procedure with Departure Resistant Flight Control Computer Version 10.7 David J. Park University of Tennessee - Knoxville Follow this and additional works at: https://trace.tennessee.edu/utk_gradthes Part of the Aerospace Engineering Commons Recommended Citation Park, David J., "Development of F/A-18 Spin Departure Demonstration Procedure with Departure Resistant Flight Control Computer Version 10.7. " Master's Thesis, University of Tennessee, 2004. https://trace.tennessee.edu/utk_gradthes/2312 This Thesis is brought to you for free and open access by the Graduate School at TRACE: Tennessee Research and Creative Exchange. It has been accepted for inclusion in Masters Theses by an authorized administrator of TRACE: Tennessee Research and Creative Exchange. For more information, please contact [email protected]. To the Graduate Council: I am submitting herewith a thesis written by David J. Park entitled "Development of F/A-18 Spin Departure Demonstration Procedure with Departure Resistant Flight Control Computer Version 10.7." I have examined the final electronic copy of this thesis for form and content and recommend that it be accepted in partial fulfillment of the equirr ements for the degree of Master of Science, with a major in Aviation Systems. Robert. B. Richards, Major Professor We have read this thesis and recommend its acceptance: Charles T. N. Paludan, Richard J. Ranaudo Accepted for the Council: Carolyn R. Hodges Vice Provost and Dean of the Graduate School (Original signatures are on file with official studentecor r ds.) To the Graduate Council: I am submitting herewith a thesis written by David J.
    [Show full text]
  • Tiger Moth Aerobatics
    TIGER MOTH AEROBATICS By David Phillips Preamble I was recently asked to provide some notes on Tiger Moth Aerobatics to be used as an appendix to a Warbirds aerobatic training syllabus. As I wrote these notes, I was constantly aware of a feeling of: “ Well, this is how I do it, but what is the correct or ideal way … ?” I have never seen any formal notes on Tiger aerobatics. The following represents most of what I know about aerobatics in the Tiger. The vast majority of it has been taught or shown to me by others, or has been pinched from Neil Williams’s book on the subject. I think it (my brief, not Neil’s!) is probably flawed in places, and it certainly is not supposed to be authoritative. My reasons for presenting it here are mostly selfish — I would like to increase my knowledge of the subject. So I am inviting criticism of, and additions to, what I have written below. “ Additions” includes alternative ways of skinning the cat. In particular I would be keen to hear from people who grew up with Tigers, as they probably have clearer and purer recollections of the original way of doing things. Also knowledge of or anecdotes about flick manoeuvres, bunts, inverted spins and inverted flying are most welcome. For example, some flight manuals prohibit bunts and outside loops — but one of Alan Cobham’s Tigers did 1500 or so of them in the 1930s. So, if you have anything to offer on the subject please contact John King and myself via the Contact page on the website.
    [Show full text]
  • Falling Leaf Stalls
    Alternative Training Using the falling-leaf stall to teach spin avoidance BY CHARLES FITZGERALD , MCFI Many gallons of ink and acres of trees requires a fair chunk of altitude, which have been sacrificed over the to-spin- is not normally available in the typical train-or-not-to-spin-train issue. I think stall-spin accident. Third, not all train- there’s a compromise solution that ing aircraft are certified for spins. achieves many of the important ob- To these rational arguments we jectives of spin training without ac- should probably add a couple more tually putting the student into a fully that are more emotional but nonethe- developed spin. The compromise is to less true: Spins scare the daylights out demonstrate—and have the student of some students, thus further reduc- participate in executing—a series of ing the potential pool of future pilots. falling-leaf stalls. A related factor is that not all instruc- The pro-spin-training folks stress the tors have the experience to be com- idea that learning by doing is the best— fortable and competent with spins or and maybe the only way. Indeed, it’s spin training. hard to overstate the visual and physi- ological overload that a pilot feels the Spin Training Today first time he enters a spin in an airplane. All spins consist of three phases. Simulators might help the visual part, First, the airplane must stall one wing but nothing short of the real thing is and partially stall the other. In practice, going to emulate the feeling of being this means uncoordinated flight.
    [Show full text]
  • Respect, Not Fear the Value of Practicing Stalls by STEVE KROG
    STEVE KROG COMMENTARY / THE CLASSIC INSTRUCTOR Respect, Not Fear The value of practicing stalls BY STEVE KROG MENTION STALLS TO A student or established general aviation pilot and it dealt with stalls. This anxiety was then beads of sweat appear on their respective foreheads. Movies, hangar deepened by the fear of a potential spin. talk, and sometimes less than adequate flight instruction have done a What a shame these folks missed out on, in great disservice to understanding and safely practicing stalls. I know some cases, years of fun flying because of a what I’m talking about, because I was one of those inadequate bad experience that was unsuccessfully instructors when I first joined the profession of flight instruction. dealt with by the flight instructor. I had a true fear of stalls after an instructor scared me to the point that I no longer wanted to fly. Two flight lessons and I was WHERE STALLS OCCUR AND ready to give it up and pursue canoeing. Unknowingly entering a WHY WE PRACTICE THEM three- or four-turn spin out of a power-off stall was enough to con- Decades of tabulated incident and accident vince me my passion for flying was misdirected. Thankfully, another data tells us approximately 80 percent of all instructor recognized my plight and took over my training program. stall or stall/spin accidents occur in the traf- Had it not been for him, I doubt I would have gone back to flying. fic pattern, which also means they occur at Over the past decade, I’ve met with individuals who began taking an altitude of 1,000 feet AGL or less.
    [Show full text]
  • F/A-18A-D Flight Control Computer OFP Versions 10.6.1 and 10.7
    University of Tennessee, Knoxville TRACE: Tennessee Research and Creative Exchange Masters Theses Graduate School 5-2004 F/A-18A-D Flight Control Computer OFP Versions 10.6.1 and 10.7 Developmental Flight Testing: Out-of-Controlled Flight Test Program Yields Reduced Falling Leaf Departure Susceptibility and Enhanced Aircraft Maneuverability Eric John Mitchell University of Tennessee - Knoxville Follow this and additional works at: https://trace.tennessee.edu/utk_gradthes Part of the Aerospace Engineering Commons Recommended Citation Mitchell, Eric John, "F/A-18A-D Flight Control Computer OFP Versions 10.6.1 and 10.7 Developmental Flight Testing: Out-of-Controlled Flight Test Program Yields Reduced Falling Leaf Departure Susceptibility and Enhanced Aircraft Maneuverability. " Master's Thesis, University of Tennessee, 2004. https://trace.tennessee.edu/utk_gradthes/2372 This Thesis is brought to you for free and open access by the Graduate School at TRACE: Tennessee Research and Creative Exchange. It has been accepted for inclusion in Masters Theses by an authorized administrator of TRACE: Tennessee Research and Creative Exchange. For more information, please contact [email protected]. To the Graduate Council: I am submitting herewith a thesis written by Eric John Mitchell entitled "F/A-18A-D Flight Control Computer OFP Versions 10.6.1 and 10.7 Developmental Flight Testing: Out-of-Controlled Flight Test Program Yields Reduced Falling Leaf Departure Susceptibility and Enhanced Aircraft Maneuverability." I have examined the final electronic copy of this thesis for form and content and recommend that it be accepted in partial fulfillment of the equirr ements for the degree of Master of Science, with a major in Aviation Systems.
    [Show full text]
  • Pilot Training Manual
    Aviation Performance Solutions (APS) presents … Pilot Training Manual Upset Recovery Training Stall/Spin Awareness and Recovery Training Instrument Recovery Training Integrated Workbook Chief Editor Clarke “Otter” McNeace, Master CFI-Aerobatic ATP / CFI / CFII / MEI Contributors and Consultants Paul “BJ” Ransbury, Master CFI-Aerobatic ATP, CFI, CFII, MEI Philip “OP” Oppenheimer, ATP, CFI Leslie “Mo” Pogue, ATP Mike “Smo” Smothermon, ATP Karl “Schlimmer” Schlimm, ATP, CFI Hendrikus “Henk” Hoogervorst, CFI 2013 Edition APS Emergency Maneuver Training A Division of Aviation Performance Solutions, LLC www.apstraining.com APS Europe Copyright © 2013. Aviation Performance Solutions LLC. All Rights Reserved. 1 COURSE INTRODUCTION As the President of APS Emergency Maneuver Training, I would like to thank you for your decision to participate in our specialized courses of training. In preparation for your APS program, we have provided this training manual as a reference to be used at your discretion. For your convenience and future reference, we have also included a Notes section in the back of this booklet for you to jot down your thoughts during your visit. Please enjoy your stay with us and take a moment to review the resources we have brought together to provide this training... Our Commitment Our team is committed to providing the highest quality upset recovery training, aerobatics instruction, spin recovery and instrument recovery training available in the industry at the best value for your training dollar. APS Emergency Maneuver Training ensures our clients are in the hands of highly trained and experienced professional aviators. Our staff excels in quality customer service and, in addition to providing world-class training in leading-edge equipment, we put the customer second only to safety of flight.
    [Show full text]
  • STALL DEPARTURE IDENTIFICATION, RECOGNITION, and RECOVERY March 2018 6
    DOT/FAA/TC-17/56 Stall Departure Identification, Federal Aviation Administration William J. Hughes Technical Center Recognition, and Recovery Aviation Research Division Atlantic City International Airport New Jersey 08405 March 2018 Final Report This document is available to the U.S. public through the National Technical Information Services (NTIS), Springfield, Virginia 22161. This document is also available from the Federal Aviation Administration William J. Hughes Technical Center at actlibrary.tc.faa.gov. U.S. Department of Transportation Federal Aviation Administration NOTICE This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The U.S. Government assumes no liability for the contents or use thereof. The U.S. Government does not endorse products or manufacturers. Trade or manufacturers’ names appear herein solely because they are considered essential to the objective of this report. The findings and conclusions in this report are those of the author(s) and do not necessarily represent the views of the funding agency. This document does not constitute FAA policy. Consult the FAA sponsoring organization listed on the Technical Documentation page as to its use. This report is available at the Federal Aviation Administration William J. Hughes Technical Center’s Full-Text Technical Reports page: actlibrary.tc.faa.gov in Adobe Acrobat portable document format (PDF). Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. DOT/FAA/TC-17/56 4. Title and Subtitle 5. Report Date STALL DEPARTURE IDENTIFICATION, RECOGNITION, AND RECOVERY March 2018 6. Performing Organization Code 7.
    [Show full text]
  • Commercial Pilot Certification Course
    Commercial Pilot Certification Course STUDENT INFORMATION Name ____________________________________________________________ LAST FIRST MIDDLE Address ___________________________________________________________ City __________________________ State_______________ ZIP_____________ Telephone ___________________ ___________________ ___________________ MOBILE HOME WORK Email ____________________________________________________________ Pilot Cert. _________________________________________________________ TYPE CERT # DATE ISSUED Emergency Contact _________________________________________________ Phone ________________________ Relationship __________________________ ENROLLMENT INFORMATION Course Title ________________________________________________________ Enrollment Date ________________ Approved School Cert # _______________ Medical Certificate ___________________________________________________ CLASS DATE ISSUED Previous School __________________ Course Title _______________________ Training Credit _____________________________________________________ FLIGHT GROUND Approval of Training Credit __________________________________________ CHIEF INSTRUCTOR Remarks ___________________________________________________________ STAGE CHECK / KNOWLEDGE TEST COMPLETION RECORD Date ______ Stage _____ Ck Pilot ______ Date ______ Stage _____ Ck Pilot ______ Date ______ Stage _____ Ck Pilot ______ Date ______ Stage _____ Ck Pilot ______ Date of Knowledge Test ____________ Grade ________________ ENDORSEMENT RECORD Pre-Multiengine Training U.S. Citizenship
    [Show full text]
  • MODEL BUILDER Volume 9, Number 89 $2.00 JUNE 1979
    MODEL BUILDER volume 9, number 89 $2.00 JUNE 1979 ISSN 0145-8175 • JEFF TRACY'S R/C CAP 20L-200 for big engines or reduction drives • MINI - R/C "LONGSTER" for CC>2 or .010 • "STOP THAT SAILPLANE!" • SC A LE VIEW S by WESTBURG Fokker D-VII 03 —» > “ I 0 \ 3 O U1 r* O U 1 7 *· o -t> 33 3 —· Φ *■< (V < — Φ ►—· CL 1 r+ • Φ P s* σ — — τ ο » CO — 3 1 < O VJ1 Φ O You’ve got the desire tobe a Champio n. control buttons and servo reverse 5 channel Helicopter sys­ switching. And serious fliers can also tem. Write now for complete appreciate our water and dust proof, dual technical data, because ball bearing S121 servos, modular RF the sky’s not the limit any­ boards and direct servo control. more. All J-scrici. system* uw q u id The J-series Futabas chance RF modules for bund an are available in 4.5,6 and modulation selection 8 channel systems, plus a Dreams of conquering the skies are what makes a winning pattern flier. But even the best contest competitors know that you’ve also got to have the right equip­ ment. Futaha’s J-xeries radio control systems are just that. Pure, state-of-the- art electronics with high-performance DM features like lull programming capability, L BATT dual mixing circuitry, roll and snap roll check R ' MU’I e rr 111 Model 5JH S 49.9: f φ / : Model 8JN/S799.9S ΊΠ .. We’ve got your radio.
    [Show full text]
  • Upset Training 2011
    Upset Can you handle it? Best in Flight is pleased to host Rich Upset & Spin Recovery Upset & Spin Recovery; Stowell, National CFI of the Year 2006, here in New Jersey in August 2011. Do Half day program including ground Sportsman Aerobatics you have confidence in slow flight and school and one sortie in the DA20 stalls? Do you wonder if you could Eclipse, the primary trainer of the U.S. A full day class: ground school and two recover from a spin? Would you like to Navy and Air Force. sorties to include the falling leaf stall, see what aerobatics is really like — from spins from slow flight and skidding the pilot’s perspective? This is a once-a- You will practice aileron rolls on a point, turns, loops, rolls, Cuban Eights, and year opportunity. falling leaf stall, spins from slow flight hammerhead turns in the Zlin 242L, a and skidding turns, and recoveries. fully aerobatic military trainer. To make your reservation, please email When you are done, you will be have [email protected]. There are greater confidence at low airspeeds and When you are done, you will have only twelve slots; three are already taken. be able to recognize and recover from greater confidence in the airplane, unintentional spins. At the conclusion of having flown all the maneuvers in the • 21 August this class you will be eligible for the CFI Sportsman sequence including spins and • 22 August Spin endorsement . recovery. • 23 August • 24 August $399 $999 ffi: (973) 683-9002 Flying your own aircraft remains the single most effective way to do business in multiple locations.
    [Show full text]
  • 10-Hour Extra 300L Checkout Extra 300 Checkout & Training Program
    APS Emergency Maneuver Training: 10-Hour Extra 300L Checkout Copyright © 2007. Aviation Performance Solutions LLC. All Rights Reserved. Extra 300 Checkout & Training Program Contents/Options • Inadvertent Aerobatic Entries and Recoveries • Emergency Spin Recovery Techniques APS Emergency Maneuver Training specializes in Extra 300 checkout programs and has over 10,000 hours of Extra 300 Aerobatic Training (Can include, at your request:) instructional flight hour experience. Courses can be custom • Rolls designed to meet your needs. The next few bullet points provide an o Aileron Roll outline of services available to you as a new or experienced Extra o Slow Roll owner. The first 5-hours of your training includes our entire 3-Day o Hesitation Roll 5-Mission Emergency Maneuver Training Course. Emergency o Snap Roll Maneuver Training provides the foundation of being a safe o Torque Roll aerobatic pilot and being competent to recover from any in-flight • Looping Maneuvers upset or inadvertent maneuver. The Qualification Course included o Inside here has proven to be a comprehensive program to get the typical o Outside non-aerobatic pilot safely into an Extra 300. Aerobatic pilots may o Constant Radius versus Constant Rate Loops wish to customize our courses to meet specific needs. Please call 1- • Other Basic Maneuvers 866-358-4273 or email [email protected] to discuss o Inverted Flight customized programs. o Cuban Eight o Reverse Cuban Eight Aircraft Operations o Vertical Lines • Aircraft Operating Techniques • Advanced Maneuvers • Aircraft
    [Show full text]