Takeoffs, Approaches, and Landings for the Cessna 172, 182 and 206

19Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Cessna 172 G1000 with GFC 700 Show of hands … How many fly a Cessna 172 with this? 20Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Cessna 182 – “Six Pack” Show of hands … How many fly a Cessna 182 with this? 21Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Cessna 172 – “Six Pack” Show of hands … How many fly a Cessna 172 with this? 22Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Know Your Airplane • Study your airplane’s POH – If non-owner, purchase the information manual(s) for the airplane(s) you regularly fly • Learn your airplane’s limitations and performance capabilities • Look at the NTSB database (see usage instructions at end) – Check accident histories for the airplane(s) you fly – Check accident histories for the airports you fly to – Could you make mistakes similar to the pilots in those accidents? • Check inoperative equipment against Kinds of Operational Equipment List (KOEL) in POH Section 2 • Cessna 172 is one of the most docile and forgiving airplanes ever built – It can just barely kill you! 23Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Anything Wrong With This Picture? Garmin G1000 Simulator version 9.03 with SVT Red: terrain within 100 feet Yellow: terrain > 100 feet < 1000 feet Green: terrain > 1000 feet 24Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 So What Do You Think? CFIT in the Making? Garmin G1000 Simulator version 9.03 with SVT Red: terrain above flight path 25Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Crosswind Landing Procedures 26Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Crosswind Landing Techniques • Crab down final • Transition to sideslip at or just before the thresh hold • Any risks? – Side load on tires • Sideslip not recommended all the way down a long final approach leg • Any risks? – Cross control stall if improper pitch, power, airspeed 27Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Crosswind Landing Techniques Yogi Berra, “It ain’t over ‘til it’s over!” Hold aileron into wind until parked and shutdown. 28Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Crosswind Operations • Please refer to the link below for more information on crosswind operations – http://williamjdoylejr.net/FAAST/Crosswind_Operations _at_the_Edge.ppt 29Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Carburetor Icing and Carburetor Heat 30Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 AOPA Air Safety Foundation on Carburetor Icing • At the first indication of carburetor ice – Apply full carburetor heat – Leave It On • The engine may run rougher as the ice melts and goes through it – but it will smooth out again • When the engine runs smoothly – Turn off the carburetor heat • If you shut off the carburetor heat prematurely – the engine will build more ice – and probably quit because of air starvation 31Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 AOPA Air Safety Foundation Weather Accident Statistics Induction icing (carburetor ice) was a leading factor in 52% of the weather accidents that occurred between 1990 and 2000. 32Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 IMC and Night Landing Considerations 33Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Single Pilot Night IFR • Please refer to the link below for more information on single pilot night IFR – http://williamjdoylejr.net/FAAST/Single_Pilot_Night_IF R.ppt 34Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Approach Lighting Comparison All You Might Get at N94 35Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Approach Lighting Comparison 36Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Fuel Management 37Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Fuel Management • Please refer to the links below for more information on fuel management – http://williamjdoylejr.net/FAAST/fuel_management.ppt – http://williamjdoylejr.net/FAAST/fuel_management_ban ner_tow.ppt 38Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Federal Aviation Regulations on Fuel Reserve Requirements • FAR 91.151 – Fuel Requirements for Flight in VFR Conditions • FAR 91.167 – Fuel Requirements for Flight in IFR Conditions 39Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 FAR 91.151 VFR Fuel Reserves a) No person may begin a flight in an airplane under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed – 1. During the day, to fly after that for at least 30 minutes; or 2. At night, to fly after that for at least 45 minutes. b) No person may begin a flight in a rotorcraft under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed to fly after that for at least 30 minutes. 40Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 FAR 91.167 IFR Fuel Reserves a) No person may operate a civil aircraft in IFR conditions unless it carries enough fuel (considering weather reports and forecasts and weather conditions) to – 1) Complete the flight to the first airport of intended landing; 2) Except as provided in paragraph (b) of this section, fly from that airport to the alternate airport; and 3) Fly after that for 45 minutes at normal cruising speed or, for helicopters, fly after that for 30 minutes at normal cruising speed. • But wait! There’s more … 41Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 FAR 91.167 IFR Fuel Reserves (cont’d) b) Paragraph (a)(2) does not apply if: 1) Part 97 of this chapter prescribes a standard instrument approach procedure to, or a special instrument procedure has been issued by the Administrator to the operator for, the first airport of intended landing; and 2) Appropriate weather reports or weather forecasts, or a combination of them, indicate the following (the 1-2-3 Rule) i. For aircraft other than helicopters. For at least 1 hour before and for 1 hour after the estimated time of arrival, ii. the ceiling will be at least 2,000 feet above the airport elevation and iii. the visibility will be at least 3 statute miles. 42Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Making the FARs Work for You • FARs 91.151 & 91.167 all use “at normal cruise” • What is a normal cruise power setting? – 70% -- 75% power – What happens at 75% power? • What other choices might there be? – What happens at 65% power? – What happens at 55% power? 43Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Flight Planning Scenario 44Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Flight Planning Scenario 45Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Flight Planning Scenario • Will it work at full fuel in Cessna 172P with standard tanks? – If yes, why? – If not, why not? • Will it work with the tanks down 8 to 10 gallons for a Cessna 172P with standard tanks? – If yes, why? – If not, why not? 46Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Flight Planning Scenario 47Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Suggestions and Cautions • Recognize that your aircraft information manual is not the official aircraft Pilot’s Operating Handbook • Know the aircraft you are flying – Is it a Cessna? • C-172 / 160 hp? • C-172 / 180 hp? • C182 / 230 hp? – What is its fuel capacity? • Standard tanks? • Long range tanks ? – How do you manage tank selection and fuel flow? – Know your aircraft’s fuel consumption • Cessna 182 Skylane – flight plan at 15 gph • Cessna 172 Skyhawk (180 hp) – flight plan at 12 gph 48Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Suggestions and Cautions (cont’d) • Conduct thorough preflight planning (FAR 91.103) – Know the Wx for route of flight, especially winds aloft – Know airports along the route of flight for refueling options – Establish flight legs no longer than 3.0 – 3.5 hours for safety and convenience – Incorporate and maintain good judgment on the ground and in the air – Always make sure the tanks are topped prior to departure • Be sure you conform to weight and balance limitations 49Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Landing Procedures 50Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Landing Procedures • VFR Pattern for Landing – Flaps 10° abeam Base numbers, note V fe – Flaps 30° turning Base to Final • Tips/Suggestions for Final Leg – Flaps 30° – Power (throttle controls altitude) • For 172 set power at 1500 RPM • For 182 and 206 set power between 12” and 14” MP – Pitch (controls airspeed) for • ASI 60-70 KIAS (172 & 182), 65 - 75 KIAS (206) (pitch controls airspeed) – Going Around • If you need to go around, don’t hesitate to initiate! • Flaps 20° • ASI 60 KIAS (172); 55 KIAS (182); 75 – 80 KIAS (206) 51Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Landing Procedures • Sample Pattern Operations for Cessna 172 – Doylestown Airport (KDYL), Doylestown, PA • http://williamjdoylejr.net/FAAST/Cessna/Pattern_Operations_at_Doylestown_Air port_CAP_C172_180HP.pdf – R. J. Miller Airpark (KMJX), Toms River, NJ • http://williamjdoylejr.net/FAAST/Cessna/Pattern_Operations_at_RJMiller_Airpar k_CAP_C172_180HP.pdf – Lakehurst NAES/JRB (KNEL), Lakehurst, NJ • http://williamjdoylejr.net/FAAST/Cessna/Pattern_Operations_at_Lakehurst_NAE S_CAP_C172_180HP.pdf – Venango County Regional Airport (KFKL), Franklin, PA • http://williamjdoylejr.net/FAAST/Cessna/Pattern_Operations_at_Venango_Count y_FKL_CAP_C172_180HP.pdf 52Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Taxiing Mishaps and Gotchas 53Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Student Pilot Taxiing Mishap in 172P “Six Pack” • Student Pilot had just landed after a solo flight and was taxing back to the FBO to pick up his instructor – As Student attempted to taxi past a parked fuel truck • Right wing clipped the truck's right rear view mirror • Airplane pivoted to the right • Spinner and propeller collided with the side of the truck • Airplane substantially damaged, no injuries – Student pilot told FAA that • I was taxiing back to the FBO when about 10 people started crossing the taxiway. I stopped, letting the people through. From where I stopped I thought I could clear the fuel truck. I continued after the people passed. • I was about 1-foot to the left of the centerline and as I passed the truck I felt the airplane hit and suddenly swing into the side of the truck. After the collision, I shut down the airplane as fast as possible. 54Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Student Pilot Taxiing Mishap in 172P “Six Pack” • FAA interviewed CFI – FAA compared CFI’s logbook against student pilot’s logbook, looking for endorsements in accordance with 14 CFR 61.87(d)(1)–(15) • FAA found no endorsements for collision avoidance, windshear avoidance, and wake turbulence avoidance per 14 CFR 61.87(d)(7) • CFI said these were taught in ground school • FAA said it needed to be endorsed as flight instruction • Lessons Learned – CFIs should either use a handheld radio to communicate with students during supervised solos. – CFI in this case should have been a wing walker to get the student pilot past the fuel truck or to halt the taxi – CFIs should pay close attention to the requirements of 14 CFR 61.87, particularly 14 CFR 61.87(d)(1)–(15) 55Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Takeoff Mishaps and Gotchas 56Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Takeoff Mishap in 172P “Six Pack” • Cadet orientation flight from Doylestown (KDYL) to Pennridge (KCKZ) and return to Doylestown – Orientation flights use a structured (FAA-approved) syllabus • Five (5) powered flights • PIC must fly from the left seat regardless of ratings • Flights must be conducted in Day VMC – Flight departs DYL runway 5 (3,000 feet x 60 feet) • Cessna 172 is on takeoff roll, ASI about 30 KIAS • Passenger suddenly grabs yoke and yanks it full aft • What would you have done if you were PIC? • PIC/CFI asserts yoke control, pushing it back to the takeoff position • Cessna 172 reaches rotation speed • Remainder of flight uneventful 57Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Takeoff Mishap in 172P “Six Pack” • Cadet orientation flight from Doylestown (KDYL) to Pennridge (KCKZ) and return to Doylestown – Post flight debrief • CFI explains positive exchange of controls to cadet • CFI explains ground effect and – That leaving ground effect at low speed can result in stall – That a stall just above ground effect may not be recoverable and that severe injury or death could be a consequence – Lessons Learned • Thoroughly brief passengers on “Do’s” and “Don’ts” • Thoroughly brief passengers on positive exchange of controls • Thoroughly brief passengers on sterile cockpit • Pilots need to be able to recover from someone else’s stall – get training 58Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 C182RG Wake Turbulence on Takeoff at Muir AAF • Muir AAF Tower cleared Cessna 182RG for takeoff at 2100 Local on IFR flight plan MUI to TTN then PVD • Crew – PIC: PAWG/DOV, COM, CFI A&I, 2340 hours TT – Pax: PAWG/XD, PVT (not current) • Weather Conditions: Night, VMC, Wind relatively calm • Flight activity – Tower in operation – Several UH-60 Blackhawks nearby for NVG ops • C182RG climbing through 150 feet AGL – Tower flew UH-60 directly over C182RG with about 100 feet of vertical separation – C182RG did un-commanded left bank of about 70º with about 15º - 20º of nose down pitch – PIC recovered at about 50 feet AGL 59Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 CAP C-182RG – PANG Black Hawk – Muir AAF 60Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Night VMC Takeoff Accident in T182T G1000 - CFIT • Controlled Flight into Terrain (CFIT) with two fatalities – NTSB Factual Report – click link below http://dms.ntsb.gov/aviation/AccidentReports/jvz1ki452vc0nk45asmeafy r1/F03232013120000.pdf – NTSB Probable Cause – click link below http://dms.ntsb.gov/aviation/AccidentReports/5wx5cwed5jlmolr0hldm5n 551/S03232013120000.pdf – Crew Experience and FAA Certificates • Pilot (left seat): – ATP AMEL, Commercial ASEL, 25,000 hours total time, G1000 trained (74.7 hours G1000, 34.2 hours in accident airplane) • Pilot (right seat): – ATP AMEL, helicopter, CFI, AGI, IGI, 28,000 hours total time, not G1000 trained 61Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Night VMC Takeoff Accident in T182T G1000 - CFIT • Controlled Flight into Terrain (CFIT) with two fatalities – Events from night of 11/08/2007 • Departed North Las Vegas Airport (VGT), Las Vegas, NV on a VFR flight plan about 19:05 Local PST bound for Rosamond Skypark Airport (L00), Rosamond, California • 19:05:29 Local PST - checked in with ATC at 2,700 feet MSL • 19:17:29 Local PST - radar contact lost, airplane impacted 1,000 feet below summit of Mt. Potosi (elevation = 8,514 feet MSL) • Fireball from impact witnessed by law enforcement helicopter – Interviews with the ATC Controller produced the following • Controller stated, "The aircraft looked fine - there was nothing unusual about it.” • When questioned about where he expected the aircraft to go the controller replied that “...the pilot was on his own navigation.” • Controller stated that other aircraft he has seen go where the accident aircraft was, and some go further south. • Asked when he is required to issue a safety alert, the controller stated, in his opinion, when an aircraft is close to terrain or other aircraft. Controller stated that he knew that the height of Mt. Potosi was 8,500 feet. 62Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Night VMC Takeoff Accident in T182T G1000 - CFIT • Controlled Flight into Terrain (CFIT) with two fatalities – Conditions of Flight • Accident occurred during dark night under visual meteorological conditions. • No lighted roads or round structures were present in the area to provide ground reference to terrain. • 1% of the moon’s disk was illuminated. – Airplane climb performance over last six minutes of flight per recorded radar data • Average groundspeed was 100 knots • Average rate of climb was 406 fpm (feet per minute) • Note: an average rate of climb of 600 fpm was required to clear terrain along the flight path. 63Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Night VMC Takeoff Accident in T182T G1000 - CFIT • Controlled Flight into Terrain (CFIT) with two fatalities – NTSB Findings 1. (F) TERRAIN CONDITION - RISING 2. (F) TERRAIN CONDITION - MOUNTAINOUS/HILLY 3. (F) LIGHT CONDITION - DARK NIGHT 4. (C) ALTITUDE/CLEARANCE - NOT MAINTAINED - PILOT IN COMMAND 5. (F) OTHER PSYCHOLOGICAL CONDITION - PILOT IN COMMAND a) Ethanol b) Diphenhydramine (Benadryl) 6. (F) PROCEDURES/DIRECTIVES - NOT FOLLOWED - ATC PERSONNEL (ARTCC) 7. (F) SAFETY ADVISORY - NOT ISSUED - ATC PERSONNEL (ARTCC) – Legend – (F) – Factor – (C) – Cause 64Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Night VMC Takeoff Accident in T182T G1000 - CFIT • Controlled Flight into Terrain (CFIT) with two fatalities – Lessons Learned • Know necessary climb out rate – Conversion formula for Feet Per NM to Feet Per Minute (FPM) • Feet Per NM / feet in NM * 100 * ground speed (per G1000) – VGT Northtown Three Departure from Runway 30L uses 415 feet per NM • 415 / 6076 * 100 * 100 = 683 FPM – VGT Boulder City One Departure from Runway 30L uses 367 feet per NM • 367 / 6076 * 100 * 100 = 604 FPM • Do not depend on ATC for terrain separation • File for an instrument departure • Know the airplane’s equipment – See G1000 illustration on terrain avoidance 65Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Night VMC Takeoff Accident in T182T G1000 - CFIT • Controlled Flight into Terrain (CFIT) with two fatalities – G1000 illustration on terrain avoidance • PDF inset or MFD – Red – 100 feet AGL or less – Yellow – more than 100 feet AGL but less than 1000 feet AGL – Black – 1000 feet AGL or higher 66Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Enroute Mishaps and Gotchas 67Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Cessna 182T G1000 – Day IFR Flight Plan – Enroute • IFR flight plan from Columbus, MS (KGTR) to Doylestown (KDYL) – Pilot/CFI flew from Doylestown, PA to Columbus, MS to visit former flight student then in USAF undergraduate pilot training (now flying F/A-22 Raptors) – Pilot/CFI monitored weather during visit and decided to leave a day early because thunderstorms forecast across the mountainous areas of GA, SC, NC, VA, and WV • Route down had been an “inland” across the northern mountains • Route home was more of a “coastal” route across the southern plains • Lessons Learned – Keep on top of developing weather • If necessary leave early or stay longer – Consider your route of flight • Mountainous areas have greater thunderstorm risk because of rising terrain • MFD on next slide attests to this 68Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Cessna 182T – Thunderstorm Avoidance 69Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Cessna 182Q “Six Pack” – Night IFR – Enroute • IFR flight plan from McGuire AFB (KWRI) to Rostraver (KFWQ) – Pilot: newly instrument-rated, 400 hours total time, 15 hours actual, 3 hours actual in preceding 90 days – Conditions: IMC – Assigned altitude: 6,000 feet MSL – Route of flight: KWRI → ARD → PTW → HAR → V12 → MILWO → KFWQ • Flight Events – Flight departed KWRI at 5:00 Local, the sun set at 4:46 PM Local – Ice forecast for 6,000 feet MSL, but none reported along route of flight – Engine roughness occurs (800 – 1000 RPM drop) over KMUU – What would you do? – Pilot applies carburetor heat but turns it off when roughness worsens – What would you do? – Pilot reports problem to Cleveland Center – Cleveland Center offers precautionary landing at Altoona (KAOO) 70Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Cessna 182Q “Six Pack” – Night IFR 71Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Cessna 182Q “Six Pack” – Night IFR – Approach #1 • Flight Events (continued) – Cleveland Center offers precautionary landing at Altoona (KAOO) – Pilot accepts (without approach plate) and is vectored for ILS 21 approach • Non-pilot passenger roots in back for approach plate – Pilot flies approach at cruise power setting, without carburetor heat • Fear of more carburetor icing – Pilot does not reduce power until crossing threshold – Pilot tries to execute a tailwind landing – High power setting and tailwind precluded touchdown until two-thirds of the way down the runway – Pilot executes a go-around/touch-and-go then executes the missed approach – Pilot encounters visual conditions at 5,000 feet MSL with a cloud layer below – ATC offers vectors to AGC for ILS 28 – What would you do? 72Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Cessna 182Q “Six Pack” – Night IFR – Approach #2 • Flight Events (continued) – ATC offers vectors to KAGC for ILS 28 approach • Runway 28 6,501 feet by 150 feet with operating control tower – Pilot declines and elects to continue to KFWQ for VOR-A approach • Decision driven by conference at KWFQ • Runway 26 4,001 feet by 75 feet with no control tower – Pilot successfully completes VOR-A approach at KFWQ • Engine dies in landing roll • Lessons Learned – All pilots should recognize carburetor icing and use of carburetor heat – Instrument pilots should become proficient in circle-to-land procedures – All pilots need to understand risks of “get-there-itis” – Instrument pilots should recognize that in an emergency an ILS is preferable to a VOR-A, especially if “nearest” is not a factor – All pilots should recognize that in an emergency a towered field is preferable to a non-towered field, especially if “nearest” is not a factor 73Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Approach Mishaps and Gotchas 74Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Daytime Icing Encounter in Cessna 182R “Six Pack” • Pilot completing VFR transition to high performance airplane – CFI suggested a cross country flight with an ILS 8 approach into LNS – With the round trip flight time this would complete Pilot’s checkout • ATC assigns Cessna 182R 3,000 feet MSL with radar vectors to ILS 8 – Pilot puts on Foggles – CFI turns on heater-defrost; Pilot turns off heater-defrost – Over the Susquehanna River windshield becomes obscured by clear ice – CFI sees ⅛ to ¼ inch of clear ice on leading edge of the wing strut – CFI turns heater-defrost back on, but with no effect on the windshield ice – What would you do? – On final turn to the approach, Pilot sees ice and tells CFI that he can’t do it – If you were the CFI, what would you do? 75Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Daytime Icing Encounter in Cessna 182R “Six Pack” • The approach continues … – CFI does the following • Flies “the needles” down to 40 feet AGL, gets good visibility out right side window • Lands to right of the center line • Keeps landing roll straight and taxies parallel to the grass • Turn off and taxi to the ramp was uneventful • Lessons Learned – This was one of FAA’s Five Hazardous Attitudes: Resignation • Pilot saw the ice and gave up • What the would Pilot have done if he was by himself? – Weather-wise there was no ice in the forecast – What would you have done? 76Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Fuel Management Mishaps and Gotchas 77Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Navy Flying Club Cessna 172 - Mishap • Mishap Highlights – Aircraft flying from Myrtle Beach, SC (KMYR) to Patuxent River, MD (KNHK), 3.7 hours Hobbs – Excerpts from NTSB Factual Report #IAD02LA080 • The pilot performed several ground speed calculations during the flight, indicating a consistent groundspeed of 100-110 mph. The pilot did not perform any fuel burn calculations during the flight. • When the pilot was about 10 miles from the airport, he was instructed by the tower controller to expect a left base entry for a full-stop landing on runway 02. • About 3 miles from the airport, the pilot was instructed to perform a 360-degree turn for spacing and to change to a straight-in approach for runway 06. As the pilot was leveling the airplane from the turn, the airplane's engine "stopped producing power." The pilot initiated a 90-degree turn and held a nose-high attitude to clear trees in the flight path. Once over the tree line, the pilot lowered the nose and performed a forced landing to a field. • The airplane impacted the ground approximately 1/2 mile short of runway 06. • The weather reported at Patuxent River, at 1355, included winds from 040 degrees at 9 knots, visibility 7 miles, few clouds at 3,000 feet, temperature 34 degrees, and dew point 19 degrees. • Pilot seriously injured and aircraft substantially damaged 78Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Navy Flying Club Cessna 172 - Mishap • Pilot Profile – COM ASEL HELICOPTER IA IH • Total Time: 815 hours • ASEL: 99 hours • Make/Model: 9 hours • AMEL: 25 hours • Helicopter: 691 hours • NTSB Finding of Probable Cause – The pilot's inadequate fuel calculations, which resulted in fuel exhaustion and a subsequent loss of engine power. • Discussion and dissection – What can we learn from this? 79Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Navy Flying Club C-172 – Lost Fuel Opportunities – Start of Accident Chain 80Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Navy Flying Club C-172 – End of Chain 81Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 “ … money is the root of all evil …” • In this mishap scenario the pilot based his fueling decision on • Organizational policies that capped reimbursement amounts – Pilot purchased 10 gallons at Myrtle Beach, SC – Fuel at Myrtle Beach cost $2.40 per gallon – Navy Flying Club only reimbursed at their bulk rate cost of $1.40 per gallon 82Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 “Confess” Your Problem • In this mishap scenario there was no radio broadcast to the tower indicating – That airplane w as fuel critical when entering the pattern – That airplane had fuel exhaustion (engine stopped) on final 83Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Landing Mishaps and Gotchas 84Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Cessna T206H – Landed at Closed Airport • Pilot Profile: – PVT ASEL, Total Time: 600 hours; Make/Model Time: 450 hours • Flight from KMIV (NJ) to 25N (NJ) – PIC diverted to 25N (Rudy’s in Vineland) in Day VMC – PIC used Nearest function on GPS to choose 25N – Landed in sand, substantially damaged aircraft • NTSB Findings: – Airport closed 3 months prior and properly NOTAM-ed – Inadequate preflight planning and preparation • Other Information – T206H = Turbo Stationair • Anything come to mind? 85Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Cessna 172P – Porpoising at Lakehurst NAES (KNEL) • Student Pilot on first supervised solo – First solo takeoff and landing completed successfully – Second takeoff completed successfully – Four other Cessna 172’s are now in the pattern – Lakehurst Tower is having difficulty handling the traffic volume • KNEL Tower is used to only one or two departures and arrivals per day • 4 Cessna 172’s doing takeoffs & landings, touch & go’s, plus a supervised solo overwhelms KNEL Tower • KNEL Tower tries to resolve the problem by increasing the separation between aircraft • KNEL Tower extends the downwind for each airplane – Student Pilot’s downwind is extended close to R. J. Miller • Student Pilot gets cleared to land and turns onto a 3 mile Final • Student Pilot’s timing and perception disrupted by extended downwind • Student Pilot lands “hot” and begins to porpoise badly 86Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Cessna 172P – Porpoising at Lakehurst NAES (KNEL) • Student Pilot on first supervised solo (continued) – Student Pilot’s downwind is extended close to R. J. Miller • Student Pilot lands “hot” and begins to porpoise badly • With each bounce, the airplane arcs up higher • After second bounce Supervising CFI sees that the airplane will probably come down on its nose wheel • Supervising CFI uses hand-held to transmit “Power! Power! Power!” • Student Pilot applies full power, retracts flaps a notch, and executes a go around • Student Pilot’s landing is successful • Lessons Learned – Maintain situational awareness and proper pitch/power – Porpoising will not stop without pilot intervention – Practice go around procedures – Do not hesitate to initiate a go around, even at a towered field 87Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Cessna 172P – Runway Excursion • Pilot Profiles: – Right Seat Pilot Total Time: 279 hours; Time in Type: 106 hours; Dual Time in Right Seat: 2 hours – Left Seat Pilot Total Time: 132 hours; Time in Type: 7 hours • Landing at 26N (runway 24) on cross country from KDYL – KACY winds out of 220° at 10 knots gusting to 20 knots – Right Seat Pilot said the crosswind component was more severe than what was reported, and was between 45° and 60° off the runway heading. • NTSB reported this but did not challenge it in any way 88Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Cessna 172P – Runway Excursion • Cessna 172 positioning to enter pattern for right downwind runway 24. Left Seat Pilot is flying and loses sight of the airport – Right Seat Pilot takes control and positions Cessna 172 for right downwind on runway 24 then returns control to Left Seat Pilot – Left Seat Pilot flies downwind, base and onto final leg – Right Seat Pilot does the following • Sees that Cessna 172 is above glideslope as airplane establishes on final • Takes control of the airplane, flies the approach, and lands on runway 24 – When Cessna 172 touches down, it swerves off the right side of the runway and goes into a marsh. 89Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Cessna 172P – Runway Excursion 90Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Cessna 172P – Runway Excursion • NTSB Findings – NTSB Factual Report • http://www.ntsb.gov/ntsb/GenPDF.asp?id=IAD02LA038&rpt=fa – Probable Cause • http://www.ntsb.gov/ntsb/GenPDF.asp?id=IAD02LA038&rpt=fi • What would you do differently? 91Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Cessna 172P – Runway Excursion at Doylestown (KDYL) • Pilot Ferrying C172 from KPNE to KDYL – Local Conditions • Runways 5-23 – 3,000 feet x 60 feet • Runway 23 VASI out of service • Crosswind which shifts to a tailwind during runway 23 landing – Events • Unknown if pilot listened to ASOS on 118.875 • C172 lands on Runway 23 • Touchdown occurs at or after mid-field • No go around attempted • C172 runs off end of runway • C172 comes to a stop after impacting chain link fence 92Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Cessna 172P – Runway Excursion at Doylestown (KDYL) • Pilot Ferrying C172 from KPNE to KDYL (continued) • Lessons Learned – Determine wind conditions before entering pattern – Establish proper landing configuration • Pitch, power, flaps – Practice go around procedures – Do not hesitate to initiate a go around, even at a towered field – Do not hesitate to divert • In this case it may have been better to return to KPNE – Control tower – Intersecting runways 93Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Night Landing Mishap in Cessna 172P – Student Pilot • Cessna 172P departed Doylestown (DYL) for a dual flight – CFI vectored Student Pilot out of the traffic pattern then re-entered pattern for mid-field 45° downwind for runway 5 (3000 ft x 60 ft) • Student Pilot’s procedures on downwind and base were perfect • On final, about ¼ mile from threshold, after Student Pilot pulled throttle to the Idle, airspeed began to bleed off – At 60 KIAS CFI says “Pitch for 65 knots” – Student applies back pressure, threshold crossed at 50 feet AGL – At 50 KIAS CFI says “Pitch for 65 knots” – Student applies back pressure, ASI indicates 40 KIAS, going below white arc – CFI shoves yoke forward for three-count then applies slight back pressure – As CFI eases back pressure the mains touch down 94Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Night Landing Mishap in Cessna 172P – Student Pilot • Cessna 172P departed Doylestown (DYL) for a dual flight – Lessons Learned • CFIs need to recognize the Law of Primacy, – Deals with things first learned and how it is often difficult to over-ride them with new learning – CFIs need to figure out what needs to be undone and out how to undo it • Student Pilot attended a flight training encampment the previous summer – Tended to fly faster than 65 KIAS on final – When told to “Pitch for 65 knots,” the student always applied back pressure – Student “learned” back then that “pitch” meant apply back pressure 95Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 What Are the Risks in Flying a Technologically Advanced Aircraft (TAA)? 96Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Technologically Advanced Aircraft (TAA) • Please refer to the links below for more information on technologically advanced aircraft – http://williamjdoylejr.net/FAAST/TAA.ppt – http://williamjdoylejr.net/FAAST/gps.ppt – http://williamjdoylejr.net/FAAST/TAA- GPS_CFI_Workshop_12-13-2010_R1.ppt 97Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 What Are the Risks with Flying TAA? • Risk: Lack of Pilot Proficiency – Mitigation: study, study, study then practice, practice, practice • Get the simulator for whatever GPS you have – Garmin GNS 430, Garmin GNS 530, Garmin G1000 for Cessna NAV III, Apollo GX55 – See reference section for links • Download training videos, manuals (PDF), flight planning lessons • Get some ground instruction and flight instruction from your CFI 98Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 What Are the Risks with Flying TAA? • Risk: Head in the Cockpit Instead of Outside – Mitigation: Set up as much as possible on the ground • Do your flight planning at home before coming to the airport – File an FAA flight plan (consider filing IFR even if VMC) – Print a navigation log (consider AOPA Internet Flight Planner) • Set up flight plan in GPS after preflight but before engine start – Contact Clearance Delivery on radio or cell phone – Set up clearance route in your GPS 99Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 What Are the Risks with Flying TAA? • Risk: Single Pilot IFR – Mitigation: Take an experienced pilot or CFI • Establish personal minimums, don’t deviate from them – Consider establishing a risk management matrix – Refer to next section on personal minimums • Build experience – When appropriate, revise your personal minimums 100Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 What Are the Risks with Flying TAA? • Risk: Thunderstorm Penetration – Mitigation: Avoid thunderstorms • Do not use NexRad or Strike Finder features to penetrate thunder Storms • Use NexRad or Strike Finder features to avoid thunder Storms – Preferably by putting the T-Storms at your six o’clock 101Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 What Are the Risks with Flying TAA? • Other Things You Should Consider – If possible, upgrade your GPS to WAAS – If possible, upgrade/subscribe to NexRad • Near real-time weather • Near real-time TFR – Keep your databases up to date • Subscriptions are available for downloads from the Internet 102Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 What Are the Risks with Flying TAA? • Other Things You Should Consider – Foster/practice continuing pilot education • Get an IPC every 6 – 12 months whether you need it or not • Engage in self-study – FAA Advanced Avionics Handbook » http://www.faa.gov/library/manuals/aviation/media/FAA-H-8083- 6.pdf – FAA Risk Management Handbook - See Appendix A for Personal Minimums » http://www.faa.gov/library/manuals/aviation/media/FAA-H-8083- 2.pdf – AOPA Air Safety Foundation - Technologically Advanced Aircraft Safety and Training » http://www.aopa.org/asf/publications/topics/TAA2007.pdf 103Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Doing It by the Numbers: Vspeeds ASI Arcs and Performance Data 104Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 V Speeds – Cessna 172 For information purposes only. Do not use for flight planning. Use the actual POH. 105Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 VSpeeds – Cessna 182 and Cessna 206 For information purposes only. Do not use for flight planning. Use the actual POH. 106Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 ASI Arcs – Cessna 172, 182, 206 For information purposes only. Do not use for flight planning. Use the actual POH. 107Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Performance Data – Cessna 172 For information purposes only. Do not use for flight planning. Use the actual POH. 108Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Performance Data – Cessna 182 and 206 For information purposes only. Do not use for flight planning. Use the actual POH. 109Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Weight & Balance Scenarios for Cessna 172, 182, and 206 110Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Weight & Balance • Please refer to the link below for more information on weight and balance – http://williamjdoylejr.net/FAAST/W&B/ 111Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Weight & Balance Scenarios • Airplanes to be used for a cross country flight from Doylestown (KDYL) to Cape May (KWWD) and back • Crew weights and positions • Will each airplane be within weight and CG limits ? 112Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Weight & Balance Scenario – C-172S – Full Fuel Airplane 191 pounds overweight CG above the envelope Airplane not legal to fly http://williamjdoylejr.net/FAAST/W&B/Weight_Balance_Cessna_172S.xls 113Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Weight & Balance Scenario – C-172S – Fuel to Tabs Airplane 83 pounds overweight CG above the envelope Airplane not legal to fly http://williamjdoylejr.net/FAAST/W&B/Weight_Balance_Cessna_172S.xls 114Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Weight & Balance Scenario – C-182T – Full Fuel Airplane 118 pounds overweight CG above the envelope Airplane not legal to fly http://williamjdoylejr.net/FAAST/W&B/ Weight_and_Balance_Cessna_182T.xls 115Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Weight & Balance Scenario – C-182T – Fuel to Tabs Airplane within weight limit CG within the envelope Airplane is legal to fly http://williamjdoylejr.net/FAAST/W&B/ Weight_and_Balance_Cessna_182T.xls 116Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Weight & Balance Scenario – U-206H – Full Fuel Airplane within weight and CG limits Airplane is legal to fly http://williamjdoylejr.net/FAAST/W&B/ Weight_Balance_Cessna_U206H.xls 117Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Weight & Balance Scenario – U-206H – Fuel to Tabs Airplane within weight and CG limits Airplane is legal to fly http://williamjdoylejr.net/FAAST/W& B/Weight_Balance_Cessna_U206H.xls 118Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 How to Query the NTSB Database 119Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Accessing the NTSB Database • Use your web browser to access the NTSB Database – http://www.ntsb.gov/aviationquery/index.aspx 120Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Accessing the NTSB Database 121Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Creating an NTSB Database Query 122Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Database Query Results (Partial) 123Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Download of Accidents in XML Format (1 of 2) • Download the XML file • After you download the XML file, launch Excel and open the XML file 124Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Download of Accidents in XML Format (2 of 2) • Your XML file will look similar to the screen shown below. • You can save your XML file as an Excel workbook. 125Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Parting Thoughts 126Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 The Three Most Useless Things to a Pilot • The runway behind you – Moral: know your aircraft’s take-off minimums and calculate the weight and balance for your flight, your airport’s runway length, density altitude, any obstacles to be cleared • The altitude above you – Moral: know your aircraft’s power settings for climb, cruise, and descent • The fuel on the ground below you – Moral: know your aircraft’s fuel capacity, fuel system, GPH burn rate, and winds aloft for the route of flight. • Utilize superior judgment to avoid needing to use superior skill – Moral: know your aircraft’s systems and how to use them 127Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Just a Real Nice Picture of a Cessna 172S 128Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Credits and Information 129Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 References and Information • Author of Presentation – William J. Doyle, Jr., CFI A&I, AGI, IGI, Cessna CFAI • FAA FAAST Team Representative, PHL FSDO • Downloading This Presentation – Uses PowerPoint 2003 and later – Password-protected, so click on the “Read Only” button – http://williamjdoylejr.net/FAAST - all of my FAAST Team presentations – http://williamjdoylejr.net/FAAST/Cessna/ - all Cessna presentation files – http://williamjdoylejr.net/FAAST/Cessna/Cessna_172_182_and_206.ppt – http://williamjdoylejr.net/FAAST/Cessna/Cessna_172_182_and_206.pdf – http://williamjdoylejr.net/FAAST/Cessna/Cessna_Accidents_2000-01- 01_to_2012-12-31.xlsx • Maj Tom Woods, FAAST Rep PHL FSDO and NJWG/LGM – for creating the W&B spreadsheets for Cessna 172S, 182T, and U206H 130Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 References and Information • Garmin G1000 PC Trainer for Cessna NAV III, Version 12.0 – $24.95 plus $8.00 shipping – https://buy.garmin.com/shop/shop.do?pID=113763 • Garmin GNS 430 and 530 (discontinued products) – Download GNS 430 Simulator (free) – http://www8.garmin.com/support/download_details.jsp?id=3527 – Download GNS 530 Simulator (free) – http://www8.garmin.com/support/download_details.jsp?id=3530 – Download GNS 400W/500W WAAS Simulator (free) – http://www8.garmin.com/support/download_details.jsp?id=3532 • Garmin Apollo GX55 (discontinued product) – Apollo GX55 Simulator (free) – https://buy.garmin.com/shop/shop.do?cID=169&pID=6429 131Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 References and Information • NTSB Accident Database – http://www.ntsb.gov/aviationquery/index.aspx • Electronic Code of Federal Regulations – Title 14 Aeronautics and Space – http://www.ecfr.gov/cgi-bin/text- idx?sid=fd0d4ed9821626f95caf8cad8372ce03&c=ecfr&tpl=/ecfrbrowse/Title14 /14tab_02.tpl • Electronic Code of Federal Regulations – Title 14 Chapter I-- Federal Aviation Administration, Department of Transportation, Subchapter D – Airmen – http://ecfr.gpoaccess.gov/cgi/t/text/text- idx?sid=fd0d4ed9821626f95caf8cad8372ce03&c=ecfr&tpl=/ecfrbrowse/Title14 /14cfrv2_02.tpl 132Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 Just a Real Nice Picture of a Cessna 182T 133Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 FAASTeam on Takeoffs, Approaches, and Landings for the Cessna 172, 182, and 206 Questions? Comments? Ideas? 134Federal Aviation Administration Cessna 172, 182, 206 Takeoffs, Approaches, and Landings by Bill Doyle, CFI A&I 2013 This Completes Takeoffs, Approaches, and Landings for the Cessna 172, 182, and 206 Be sure to sign in so your attendance is record validated!