Takeoffs and Landings Traffic pattern collision avoidance And.

Takeoffs and Landings

Traffic pattern collision avoidance

And

Tom Kirton - short bio• Solo in 1967

• CFI full time 1973

• CFI, Corporate pilot, Chief Instructor, Check Instructor 141 school, Instructor standardization pilot, Associate Professor Aeronautical Science/Embry-Riddle

• Number 1 interest--helping students begin their flying careers on a foundation of safety, airmanship achieved by mastering “the fundamentals”, and fun!

Here’s what we are going to do-

• Review safety habits in the traffic pattern

• Discuss some training incidents related to traffic patterns

• Enjoy a video of some actual landing bloopers

• Leave here with an increased commitment to keeping our flight environment safe!

Traffic Pattern Collision Avoidance

• Two questions

– 1. Where do “mid-airs” happen?

A recent study by Grant Brophy - Safety Program Manager for Embry-Riddle-- concluded

•Low altitude

•Near airports

•During daylight hours

•During periods of good visibility

2nd Question

• Where do they happen in the traffic pattern?

– Final approach --13 of the 23 episodes studied!

– Second worst was base to final

– Surprising---crosswind to downwind turn

NTSB lists these as contributing factors

• Failure of pilots to adhere to prescribed communication procedures

• incorrect pattern entry techniques• failing to abide by aircraft right-of-way rules• failure to adhere to ATC instructions• failure to adhere to recommended standard

traffic pattern procedures

NTSB (continued)

• Air Traffic Controllers– failing to separate traffic– failing to issue traffic advisories– failing to identify traffic– failing to verify that aircraft had the correct

traffic in sight

What are some of the problems with these “contributing factor”

areas?

• Do pilots fly a standard traffic pattern in terms of being where you expect to see them?

• How about being cut-off on final? Have you ever been? Have you ever cut someone off? Why did you do it?

Let’s talk about some of the danger areas in the traffic pattern• Entry leg

– Where should it be?– What altitude should we fly it?– What should we do on this leg?

Where are the danger areas on this leg?

What actions should take place?

ME!

Bonanza

Problems in “closed” traffic?

1

2

3

4

1

2

3

4

Do you or anyone you know have a Hazardous Attitude?

Take this test to find out--

You will need--

12

3

4

STOP

STOP

NOW--Exactly what do you do?

STOP A. Immediately begin slowing to get the right following distance--

STOP B. Maintain speed or even speed up a little so that the jerk can see that you were too close for him to pull out.

STOP

C. Pass him on the right and give him a “gesture” that shows you are displeased with his decision making process.

BASE leg Dangers!ARE YOU

CLEAR?

How big should the base leg be?

ARE YOU CLEAR?

180 side approach or emergency landing practice

How do you feel about being wing up or wing down the entire time you are on base and part of final?

Can you depend on everyone flying the same pattern and pattern size?

45 degreeCUB at 50

C172 at 70

Kingair at 120

X

YRadius

50K/30deg = 400ft

70K/30deg = 750ft

(70K/20deg = 1350ft !!!)

120K/30deg = 2500ft

Note--if “Y” distance = 1500 ft. Then time on base at 70K (wings level) = about 12 seconds--is this enough time to LOOK for traffic?

?

Situation--student in airplane A cuts off airplane B and sees traffic just before turning on final.

What should the student do?

A

B

? What if the situation is reversed? Your student is “B” and sees aircraft “A” in a cutoff path--

A

B

Your student

BIG Trouble

1

2

3

Where do you position the controls when taxiing?

Wind is variable at 3-4 knots

Wind is variable at 3-4 knots

Wind is variable at 3-4 knots

How do you think he positioned the flight controls at the start of the takeoff?

Here is what happened

Airport sign

Ground path

LANDING BLOOPERS

(Not to make fun but to have fun!)