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2. DIEGOALFON@AOL.COM RE: Safety Seminars ConstructiveCriticism. Flying Stories Serious ones or Funny ones

3. ALL MATERIALS CONTAINED HEREIN ARE THE PROPERTY OF DIEGO M. ALFONSO SR THIS MATERIAL IS PROTECTED BY COPYRIGHT AND MAY NOT BE REPRODUCED OR COMMERCIALLY PRESENTED IN ANY FORM WITHOUT THE WRITTEN CONSENT OF DIEGO M. ALFONSO SR. PERSONAL USE MEANS INDIVIDUAL PRIVATE USE. ANY UNAUTHORIZED USE, COPYING, EDITING, EXHIBITION, RENTING, LENDING, PUBLIC PERFORMANCE OR BROADCAST OF THIS MATERIAL IS STRICTLY PROHIBITED. ANY SUCH UNAUTHORIZED ACTIVITY ESTABLISHES CIVIL LIABILITY AND MAY GIVE RISE TO A CRIMINAL PROSECUTION.

4. SHOW ME A PILOT THAT CAN’T PERFORM A GIVEN TASK, & I’LL SHOW YOU A PILOT THAT DOESN’T “UNDERSTAND” WHAT HE/SHE IS TRYING TO DO. TRAINING CONSULTANT

5. LANDING ACCIDENTS BY DIEGO M. ALFONSO SR. PREVENTION & SURVIVAL

6. THERE ARE TWO CRITICAL AREAS IN EVERY FLIGHT. FLIGHT. THE TAKEOFF AND THE LANDING.

7. DEFINITION OF A LANDINGACCIDENT

8. THE PROBABILITY OF SURVIVAL IS INVERSELY PROPORTIONAL TO THE ANGLE OF ARRIVAL. A HIGH ANGLE OF ARRIVAL, LOW PROBABILITY OF SURVIVAL. A LOW ANGLE OF ARRIVAL, HIGH PROBABILITY OF SURVIVAL.

9. LANDING ACCIDENTS INVOLVE ANY SITUATION IN WHICH THE PILOT HAS DECIDED TO LAND, AND THE INTENDED LANDING IS IMMINENT, BUT THE LANDING ITSELF IS UNSUCCESSFUL.

10. LANDING ACCIDENTS ALSO INCLUDE SITUATIONS WHERE THE PILOT LOSES THE ABILITY TO LAND IN AN INTENDED LZ AND IS FORCED TO LAND IN AN UNPLANNED LOCATION.

12. THERE ARE 3 BASIC RULES FOR MAKING A PERFECT LANDING EVERY TIME

13. TYPES OF LANDINGACCIDENTS

14. RUNNING OFF THE END OF THE RUNWAY. DEPARTING THE RUNWAY TO THE SIDE. GROUND LOOPS. HITTING THE RUNWAY WITH THE NOSE GEAR. HARD LANDINGS. GEAR-UP LANDINGS. STRIKING AN OBSTACLE PRIOR TO TOUCH DOWN. STALL SPIN BASE TO FINAL. STRIKING A VEHICLE OR ANIMAL ON THE RUNWAY.

15. WE HOLD A PERFECT RECORD IN AVIATION.

16. CAUSES OR FACTORS IN LANDING ACCIDENTS

17. PROCEDURAL. ENVIRONMENTAL. PHYSICAL / EMOTIONAL CONDITIONS. MECHANICAL PROBLEMS. ILLUSIONS. PILOT ERROR. THE CATEGORIES ARE:

18. PROCEDURAL Faster than required Approaches. Checklist usage. Inconsistent approaches. When to flare? How to flare? Flying a wide pattern. No abort point. Improper seat adjustment. Touch and go landings. Slower than required Approaches. High Approaches. Low Approaches.

19. Improper go-around decision. Elevator trim stall. Cross control stall. Improper go-around procedure. Improper wind corrections. Landing downwind. Improper collision avoidance procedures during landing. Rudder vs Brakes. Multiengine landings. PROCEDURAL

20. TRANSITIONING FROM IMC TO VMC. UNFAMILIAR AIRPORTS. HAZARDOUS TERRAIN OBSTACLES. AIRPORT/WIND AWARENESS. WAKE/RUN-UP TURBULENCE. LOW-LEVEL TURBULENCE. LOW-LEVEL WINDSHEAR. ICE/SNOW. CROSS WINDS. GUSTY WINDS. ENVIRONMENTAL TAIL WINDS.

21. CROSSWIND APPROACH AND LANDINGS

22. WHILE AIRBORNE THE AIRPLANE DOESN’T KNOW WHERE THE WIND IS COMING FROM. AIRPLANE ON FINAL, WITH A CROSSWIND FROM THE RIGHT, WHICH WAY WILL IT WEATHERVANE.

23. THE CROSSWIND PATTERN HOW MUCH TO CRAB. DISTANCE FROM THE RUNWAY. AIRSPEED. DOWNWIND LEG. WHEN TO TURN BASE?.

24. THE CROSSWIND APPROACH DO NOT CONFUSE WITH THE FORWARD SLIP. THE CRAB/KICK-OUT METHOD. THE WING DOWN METHOD, OR SIDE SLIP. CROSSWIND GREATER THAN CONTROL. THE AIRPLANE DOESN’T KNOW WHERE THE WIND IS COMING FROM.

25. THE CROSSWIND ROLLOUT THE CROSSWIND TAXIING. THE CROSS WIND LANDING BEGINS AT TOUCHDOWN.

26. DO YOU HAVE AND USE A CROSSWIND COMPONENT CHART IN YOUR AIRCRAFT?

27. wind direction 110° wind speed 30 kts Runway 7 crosswind angle 40°

28. WIND110° 7 crosswind angle 40° WHAT ARE THE OPTIONS? 4-LAND AT ANOTHER AIRPORT 1-LAND IF YOU THINK YOU CAN HANDLE IT. 2-REQUEST ANOTHER RUNWAY. 9-LAND ON A TAXIWAY. 11-AS A LAST RESORT.LAND ON A LARGE ENOUGH RAMP. (NO MOVEMENT) 8-LAND ON THE GRASS. 6-DO THE FOLLOWING. 3-LAND ON ANOTHER RUNWAY. NONTOWERED AIRPORT 5-IF NONE OF THOSE WORK. YOU HAVE AN EMERGENCY AND MORE OPTIONS. 10-PRECAUTIONARY LANDING OFF AIRPORT. 7-DRASTIC MEASURES DON’T DO THIS FORTAKEOFF crosswindcomponent 19 kts

29. IF YOU DON’T FEEL COMFORTABLELANDING IN A CROSSWIND, YOU NEED TO TRAIN UNTIL YOU DO.

30. AIRSPEED CONTROL

31. IS THE MOST IMPORTANT FACTOR IN ACHIEVING LANDING PRECISION.

32. CHASING THE NEEDLE VS ATTITUDE FLYING

33. LANDING WEIGHT VS AIRSPEED

34. 100°F PA 1,000’ USING THIS CHART, HOW CAN WE DETERMINE THE DENSITY ALTITUDE? DETERMINING APPROACH SPEED IS THIS A DENSITY ALTITUDE OR A PRESSURE ALTITUDE CHART?

35. HOW DOES A FASTER THAN REQUIRED APPROACH SPEED AFFECTS YOUR LANDING DISTANCE?. USE MORE RUNWAY. BOUNCE. BALLOON. WHEELBARROW. LOSS OF DIRECTIONAL CONTROL. FLAT TIRES.

37. WHAT HAPPENS WHEN THE AIRSPEED IS SLOWER THAN REQUIRED?. THE PICTURE CHANGES. THE BRAIN BECOMES CONFUSED. THE PILOT MAY THINK THE AIRPLANE IS HIGHER THAN IT IS. WHEN CORRECTING WITH PITCH AND POWER OTHER FORCES ARE INTRODUCED TO HELP DESTABILIZING THE APPROACH. THE AIRPLANE MAY DROP ON THE RUNWAY.

38. HEY JOE!! CALL THE INSURANCE PEOPLE!!

39. THE CROSS CONTROL STALL

40. STEP ONE TURNING FROM BASE TO FINAL 30° BANK WHY?

41. STEP TWO OVERSHOOTING THE RUNWAY CENTERLINE WHY?

42. STEP THREE PILOT UNDERSTANDS A CORRECTION FOR THE OVERSHOOT IS NEEDED.

43. STEP FOUR PILOT APPLIES INSIDE RUDDER (LEFT RUDDER) WHY?

44. STEP FIVE THE REACTION OF THE AIRPLANE CONFUSES THE PILOT. WHY?

45. STEP SIX THE NOSE DROPS THE OUTSIDE (RIGHT) WING ACCELERATES. THE INSIDE (LEFT) WING DECELERATES.

46. STEP SEVEN OVERBANKING TENDENCY COMES INTO PLAY.

47. STEP EIGHT THE PILOT STARTS TO COUNTERACT THE BANKING BY APPLYING RIGHT AILERON. IT IS NOW WHEN THE CONTROLS BEGIN TO GET CROSSED.

49. STEP NINE ADVERSE YAW NOW COMES INTO PLAY, AND PULLS THE NOSE EVEN LOWER IN RELATION TO THE HORIZON.

50. STEP TEN AILERON DEFLECTION CREATES A HIGHER ANGLE OF ATTACK ON THE LEFT(INSIDE) WING.

51. THE PILOT STARTS TO APPLY BACK ELEVATOR PRESSURE TRYING TO RAISE THE NOSE, INCREASING THE ANGEL OF ATTACK AND AN UNINTENTIONAL STALL/SPIN HAS BEEN CREATED. STEP ELEVEN

55. MULTIENGINE APPROACH AND LANDINGS

56. LETS NAME SOME FACTORS AFFECTING THE LENGTH OF THE LANDING ROLL?

57. LANDING SPEED APPROACH SPEED STABILIZED APPROACH AIRCRAFT CONFIGURATION LANDING WEIGHT WIND DENSITY ALTITUDE BRAKING ACTION RUNWAY SURFACE RUNWAY SLOPE OBSTACLES

58. DENSITY ALTITUDE WHY IS DENSITY ALTITUDE A BAD SITUATION? WHAT ARE THE FIVE Hs AFFECTING PERFORMANCE? FLORIDA IS A GOOD/BAD STATE FOR TRAINING.

59. AIRCRAFT CONFIGURATION NO FLAPS PARTIAL FLAPS FULL FLAPS SAFEST LANDING SPEED

60. "NORMAL MANEUVERING“ THE STABILIZED APPROACH WITHOUT EXCESSIVE: ATTITUDES, SINK RATES, PATH DEVIATIONS, SPEED DEVIATIONS.

61. TWO ENGINES LANDING. SINGLE ENGINE LANDING. WHEN DOES LOSING AN ENGINE, BECOMES AN EMERGENCY?. PLANNING TO AVOID BAD LANDINGS. KNOW THE SINGLE ENGINE RATE OF CLIMB, 1,000’ ABOVE THE AIRPORT. AVOID AN OVER GROSS CONDITION. AVOID AN AFT LEGAL LIMITS CG.

62. ILLUSIONS

63. ILLUSIONS "Runway width illusion" - "Runway and terrain slopes illusion" "Featureless terrain illusion" "Atmospheric illusions" "Ground lighting illusions"

64. RISKS: STRIKING OBSTACLES ON FINAL. LANDING SHORT. A NARROWER-THAN-USUAL RUNWAY CAN CREATE AN ILLUSION THAT THE AIRCRAFT IS HIGHER THAN IT ACTUALLY IS, LEADING TO A LOWER APPROACH. RUNWAY WIDTH ILLUSION.

65. A wider-than-usual runway can create an illusion that the aircraft is lower than it actually is, leading to a higher approach. RISKS: LEVELING OUT TO HIGH LANDING HARD LANDING LONG

66. RUNWAY SLOPE

67. Runway Slope FAA "utility airport" design standards allow maximum grades of up to two percent-or about 1.2 degrees of slope. For these airports, runway slope is a relatively minor factor. But runway slope can be a real factor at an airport not built to government standards. If you do attempt a landing on an inclined runway, the rule-of-thumb is to always land uphill-wind and obstacles permitting.

68. An upsloping runway can create the illusion that the aircraft is higher than it actually is, leading to a lower approach. RUNWAY SLOPE ILLUSIONS

69. A downsloping runway can create the illusion that the aircraft is lower than it actually is, leading to a higher approach. RUNWAY SLOPE ILLUSIONS

70. An absence of surrounding ground features,as when approaching over water,darkened areas, or terrain made featureless by snow, can create an illusion that the aircraft is at a higher altitude than it actually is. The pilot who does not recognize this illusion will fly a lower approach. "Featureless terrain illusion"

71. "Atmospheric illusions" RAIN ON THE WINDSCREEN. ILLUSION OF BEEN HIGHER HAZE ILLUSION OF BEEN FURTHER AWAY FOG PENETRATION ILLUSION OF PITCHING UP

72. LIGHTS ALONG A STRAIGHT PATH. LIGHTS ON MOVING TRAINS. BRIGHT RUNWAY AND APPROACH LIGHTING SYSTEMS, WITH FEW LIGHTS ILLUMINATING THE SURROUNDING TERRAIN. CREATES AN ILLUSION OF LESS DISTANCE TO THE RUNWAY. "GROUND LIGHTING ILLUSIONS"

73. How to Prevent Landing Errors From Visual Illusions We can take action to prevent these illusions and their potentially hazardous consequences if we: 1.Anticipate the possibility of visual illusions during approaches to unfamiliar airports, particularly at night or in adverse weather conditions.

74. 2. Conduct aerial visual inspection of unfamiliar airports before landing. 3. Use the fixed and reliable VASI systems for a visual reference, or an electronic glide slope, whenever they are available.

75. 4. Recognize that the chances of being involved in an approach accident are increased when some emergency or other activity distracts from usual procedures. 5. Maintain optimum proficiency in landing procedures. 6. Most importantly, make frequent reference to the altimeter. This instrument should be a primary aid during all approaches - day and night.

77. DISTRACTIONS FATIGUE DRINKS/DRUGS PHYSICAL / EMOTIONAL CONDITIONSSICKNESS

78. MECHANICAL PROBLEMS ASYMMETRIC FLAPS DEPLOYMENT. IMPROPER BRAKING. ELEVATOR CONTROL FAILURE. BLOWN/FLAT TIRE. NOSE WHEEL SHIMMY.

79. HOW MANY OF YOU HAVE PRACTICED TAKEOFFS AND LANDINGS AT: SHORT RUNWAY SHORT SOFT AND NARROW RUNWAY SOFT RUNWAY WITH OR WITHOUT OBSTACLES NARROW RUNWAY

80. NO STRAIGHT IN UNLESS ABSOLUTELYNECESSARY

81. GO AROUND

82. MOST DANGEROUS MANEUVER IN VFR CONDITIONS. THE GO AROUND MIND SET IF SOMETHING LOOKS WRONG I’LL GO AROUND. I’M COMMITTED TO A GO AROUND, UNLESS EVERYTHING LOOKS AND FEELS GOOD. MOST DANGEROUS MANEUVER IN IFR CONDITIONS. THE CIRCLE TO LAND APPROACH.

83. ADD TAKEOFF POWER RETRACT FLAPS. SLOW OR STOP THE DESCENT. SOME OF THE FLAPS. FLAPS TO TAKEOFF POSITION AS RECOMMENDED BY THE MANUFACTURER NOSE WILL RISE SHARPLY. PITCH ATTITUDE STRAIGHT AND LEVEL. NOSE WILL VEER TO THE LEFT.

84. PITCH FOR VY / VX. GEAR UP. CLEAN UP. DEFINITELY AIRBORNE. PROPER AIRSPEED. FLY RIGHT OF RUNWAY. FLY THE PLANE NOT THE MIKE.

85. THE END