Leadplane Training Course Leadplane Training Course The Basic Lead - - PowerPoint PPT Presentation

▶
leadplane training course leadplane training course
SMART_READER_LITE
LIVE PREVIEW

Leadplane Training Course Leadplane Training Course The Basic Lead - - PowerPoint PPT Presentation

Aug 04, 2023 34 likes •629 views

Leadplane Training Course Leadplane Training Course The Basic Lead Profile The Basic Show Me Profile The Basic Chase Profile Leadplane Training Course This is the visualized location for the retardant drop in this basic lead profile example.

slide-1
SLIDE 1

Leadplane Training Course

slide-2
SLIDE 2

Leadplane Training Course

The Basic Lead Profile The Basic Show Me Profile The Basic Chase Profile

slide-3
SLIDE 3

Leadplane Training Course

This is the visualized location for the retardant drop in this basic lead profile example.

slide-4
SLIDE 4

Leadplane Training Course

Downwind 140 knots or appropriate airspeed for the tanker.

slide-5
SLIDE 5

Leadplane Training Course

Downwind Flaps approach or as appropriate for lead aircraft.

slide-6
SLIDE 6

Leadplane Training Course

Downwind Props max or climb setting as appropriate.

slide-7
SLIDE 7

Leadplane Training Course

Downwind 800 to 1000 above the drop altitude.

slide-8
SLIDE 8

Leadplane Training Course

Abeam the start point, establish a 500 foot per minute descent.

slide-9
SLIDE 9

Leadplane Training Course

Visualize a point on the extended centerline of the drop where the aircraft will be wings level on final.

slide-10
SLIDE 10

Leadplane Training Course

The aircraft will have descended approximately 200 feet when abeam the wings level on final point. Start a turn to base and continue the 500 foot per minute descent.

slide-11
SLIDE 11

Leadplane Training Course

The base turn should be a continuous descent to final.

slide-12
SLIDE 12

Leadplane Training Course

Adjust bank angle for winds, terrain and pattern size.

slide-13
SLIDE 13

Leadplane Training Course

Adjust pitch and power to maintain airspeed and descent rate.

slide-14
SLIDE 14

Leadplane Training Course

When wings level on final, the aircraft should be on heading at an appropriate distance from the start point for the type of tanker. The aircraft will have descended approximately 700 feet.

slide-15
SLIDE 15

Leadplane Training Course

Continue the stabilized descent to the drop altitude. The aircraft will have descended approximately another 200 feet.

slide-16
SLIDE 16

Leadplane Training Course

It is a common error to increase the descent rate when wings level on final. Maintain the consistent descent rate throughout the maneuver.

slide-17
SLIDE 17

Leadplane Training Course

The distance from the start point to the wings level on final point will be the length of the final.

slide-18
SLIDE 18

Leadplane Training Course

The Basic Lead Profile The Basic Show Me Profile The Basic Chase Profile

slide-19
SLIDE 19

Leadplane Training Course

The show me profile is the same as the lead profile except:

slide-20
SLIDE 20

Leadplane Training Course

Flaps are not generally used during the show me profile.

slide-21
SLIDE 21

Leadplane Training Course

And,

slide-22
SLIDE 22

Leadplane Training Course

The aircraft will be maneuvered over the drop area, not accounting for the drift, which will minimize parallax for the tanker pilot flying overhead.

slide-23
SLIDE 23

Leadplane Training Course

During the live run with a tanker, the aircraft will be maneuvered for the drop and off set from the show me profile to account for wind drift.

slide-24
SLIDE 24

Leadplane Training Course

The Basic Lead Profile The Basic Show Me Profile The Basic Chase Profile

slide-25
SLIDE 25

Leadplane Training Course

Following a Tanker The leadplane positions its self behind and above the other aircraft while staying slightly outside the other aircrafts path. The intent is to be able to observe the other aircrafts pattern and its line on final.

slide-26
SLIDE 26

Leadplane Training Course

Following a Tanker The leadplane can verbally confirm or adjust the position of the

  • ther aircraft when on final and will be in position to evaluate the

drop.

slide-27
SLIDE 27

Leadplane Training Course

Following a Tanker The leadplane adjusts airspeed and pattern to match the other

  • aircraft. A proper distance should be kept so that the leadplane is

back far enough to allow the retardant to reach the ground prior to the leadplane passing off to the side of the drop area.

slide-28
SLIDE 28

Leadplane Training Course

Following Another Leadplane During the chase profile, the relief leadplane positions itself behind and above the other aircraft while staying slightly outside the other aircrafts path. The intent is to be able to observe the

  • ther aircraft, its pattern and observe any target descriptions

being given.

slide-29
SLIDE 29

Leadplane Training Course

Following Another Leadplane If the relief leadplane is directly behind the other aircraft or inside its path, the relief leadplane cannot keep the other aircraft and any ground references in sight at the same time. = Ground reference being described.

Slightly outside the other aircrafts path (left hand turn). Behind or slightly inside the other aircrafts path (left hand turn).

slide-30
SLIDE 30

Leadplane Training Course

Linking Power Settings to the Pattern Assuming a constant target airspeed throughout the pattern.

slide-31
SLIDE 31

Leadplane Training Course

Power is set for target airspeed in straight and level flight with flaps set for the lead profile.

slide-32
SLIDE 32

Leadplane Training Course

Power is reduced prior to initiating a descent anticipating a higher airspeed as the aircraft descends.

slide-33
SLIDE 33

Leadplane Training Course

Power is added to account for a reduced vertical component of lift when the aircraft is placed in a bank. If pitch is increased to maintain a consistent descent rate, airspeed will decrease.

slide-34
SLIDE 34

Leadplane Training Course

Power is reduced prior to rolling wings level.

slide-35
SLIDE 35

Leadplane Training Course

Power is added prior to the start point. This will allow for an increase in airspeed. This extra energy will be used during the exit maneuver to climb away from the ground.

slide-36
SLIDE 36

Leadplane Training Course

Linking Power Settings to the Pattern If different airspeeds are used throughout the pattern, power settings in conjunction with pitch, will need to be adjusted for the changing target airspeeds.

slide-37
SLIDE 37

Leadplane Training Course

Linking Flap Settings to the Pattern Flaps are generally lowered on the downwind leg. Flaps are generally raised during the exit maneuver after a climb has been established and climb power has been set.

slide-38
SLIDE 38

Leadplane Training Course

Exit Profile

slide-39
SLIDE 39

Leadplane Training Course

During the exit maneuver smoothly roll in to a 30 degree bank and then initiate a climb. The flaps, if they were used, can be raised and the power adjusted. The objective of the exit maneuver is to get out of the tankers way and to climb away from the terrain. The climb can be initiated first and then the bank if terrain dictates.

slide-40
SLIDE 40

Leadplane Training Course

Avoid the desire to look back at the retardant drop. Seeing the drop will not affect the outcome. It is critical that your attention is focused on managing your aircraft while climbing away from the ground and accelerating. The environment in front of the leadplane is far more important to pay attention to than the environment that is behind the aircraft.

slide-41
SLIDE 41

Leadplane Training Course

Caution should be used to avoid asymmetrical G loading. When an aircraft is maneuvered in two plains simultaneously, the aircraft is subjected to asymmetrical G loading.

slide-42
SLIDE 42

Leadplane Training Course

Asymmetrical G loading

slide-43
SLIDE 43

Leadplane Training Course

Asymmetrical G loading Review Maneuvering Speed, Va.

slide-44
SLIDE 44

Leadplane Training Course

Asymmetrical G loading Review Maneuvering Speed, Va. Review the basic concept of asymmetrical G’s.

slide-45
SLIDE 45

Leadplane Training Course

Maneuvering Speed, Va Multiple inputs in one axis are not considered,

slide-46
SLIDE 46

Leadplane Training Course

Maneuvering Speed, Va Multiple inputs in one axis are not considered, And,

slide-47
SLIDE 47

Leadplane Training Course

Maneuvering Speed, Va Multiple inputs in one axis are not considered, And, Va does not account for full inputs in more than one axis at the same time.

slide-48
SLIDE 48

Leadplane Training Course

Vg Diagram

slide-49
SLIDE 49

Leadplane Training Course

Determining Va The flight manual lists Va for gross weight. As fuel is burned and the weight of the aircraft is reduced, Va becomes slower than the speed listed in the flight manual.

slide-50
SLIDE 50

Leadplane Training Course

Determining Va King Air B200 Va Weight 181 12,500 175 11,700 170 11,100 165 10,500 161 9,900

slide-51
SLIDE 51

Leadplane Training Course

Asymmetrical G’s Changing bank angle while simultaneously changing G load creates a differential in the loading of one wing relative to the

  • ther. This in turn applies a twisting force on the attach points

that will be much more powerful than if the G load is applied symmetrically on the airframe.

slide-52
SLIDE 52

Leadplane Training Course

Asymmetrical G’s FAR 23 defines an airplane’s unsymmetrical flight G limit for any given weight to be 2/3 of the symmetrical G load at the same weight for the same aircraft. FAR 23.349(2)(b)

slide-53
SLIDE 53

Leadplane Training Course

Asymmetrical G’s Positive G Load Limits King Air B200 Flaps Up 3.17 Flaps Extended 2.00 2/3 of normal G loading Flaps Up 2.11 Flaps Extended 1.33

slide-54
SLIDE 54

Leadplane Training Course

Asymmetrical G’s The Lazy 8 Maneuver The key to flying the Lazy 8 to practical test standards is to make continuous, but very small, changes in bank and pitch….. although you are continually changing both pitch and bank throughout the maneuver, you are intentionally changing them extremely slowly.

slide-55
SLIDE 55

Leadplane Training Course

Asymmetrical G’s The Lazy 8 Maneuver “There’s no rapid, big change in a properly flown Lazy 8… in part to teach us to avoid asymmetrical G’s.”

slide-56
SLIDE 56

Leadplane Training Course

With a asymmetrical G situation you could be below Va and cause damage to the aircraft.

slide-57
SLIDE 57

Leadplane Training Course

Asymmetrical G’s Be cognizant of changing Va throughout duration of the flight. Especially near the end of a longer shift and flying with tankers that require higher pattern speeds.

slide-58
SLIDE 58

Leadplane Training Course

Asymmetrical G’s Be cognizant of changing Va throughout duration of the flight. Especially near the end of a longer shift and flying with tankers that require higher pattern speeds. While banking the aircraft be cognizant of the G load and apply inputs slowly or in one axis at a time.

slide-59
SLIDE 59

Leadplane Training Course

Asymmetrical G’s Be cognizant of changing Va throughout duration of the flight. Especially near the end of a longer shift and flying with tankers that require higher pattern speeds. While banking the aircraft be cognizant of the G load and apply inputs slowly or in one axis at a time. Be cognizant of environmental factors that increase G loading.