1. Presented to: Pilots and Instructors
By: The FAASTeam
Date: October 20, 2012
Federal Aviation
AdministrationStall Spin
Awareness - Avoidance
Lakeland Florida
 Situational Awareness
 Takeoff, Landings, and Low
Altitude Maneuvering
 Aircraft Operational Limitations

2. 2Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Clinic Objectives
• Reduce the Risk of Stall / Spins Related Accidents
due to Improper Takeoffs, Landings and Loss of Aircraft
Control.
– Evaluating Takeoff and Landing Procedures and Techniques.
– Encourage you to maintain your Takeoff and Landing skills
through a Proficiency Program. (WINGS)
– Review recent General Aviation accident statistics for
Takeoff and Landings to Increase Awareness and Safety.

3. 3Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
What is a Stall ?

4. 4Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
What is a Stall ?
– A stall is a condition where in the angle of attack increases
beyond a certain point such that the lift begins to decrease..

5. 5Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
What is a Stall ?
– A stall is a condition where in the angle of attack increases
beyond a certain point such that the lift begins to decrease..

6. 6Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
 16.4% Of General
Aviation Accidents
occurred during the
Take-Off phase of
Flight.
Why Focus on Take-offs,
Landings and Aircraft Control?

7. 7Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Why Focus on Take-off
and Landings?
40.3% Of accidents
occurred during the
Landing phase of
Flight.

8. 8Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
“What Can this Clinic Do for Me?”
Offer a Proficiency Evaluation.
Improve Takeoff, Landing and Aircraft
Control Skills
Reinforce Good Habits.
Encourage Involvement in the WINGS
Program

9. 9Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
“What Will this Clinic Do for Me?”
Help Identify Your Piloting Strengths
and Weaknesses.
Earn Credit Towards The Pilot
Proficiency Program (WINGS).

10. 10Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Let’s Get Busy!
Photo © Danny Fritsche

11. 11Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Centerline Control
•Always keep the Aircraft on the Centerline of the
Taxiway and Runway.

12. 12Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Normal Takeoff Review

13. 13Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Normal Take Off - Common Errors
Please Watch The Following Video:
http://www.youtube.com/watch?v=OVM3RRd1vf0
FAA-H-8083-3AAirplane Flying Handbook

14. 14Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Normal Take Off - Common Errors
 Failure to adequately clear the area prior to taxiing
into position on the active runway.
 Abrupt use of the throttle.
 Failure to check engine instruments for signs of
malfunction after applying takeoff power.
 Failure to anticipate the airplane’s left turning
tendency on initial acceleration.
FAA-H-8083-3AAirplane Flying Handbook

15. 15Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Normal Take Off - Common Errors
(continued)
 Overcorrecting for left turning tendency.
 Relying solely on the airspeed indicator rather than
developed feel for indications of speed and airplane
controllability during acceleration and lift-off.
 Failure to attain proper lift-off attitude.
 Inadequate compensation for torque/P-factor during
initial climb resulting in a sideslip.
 Over-control of elevators during initial climb out.
FAA-H-8083-3AAirplane Flying Handbook

16. 16Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Crosswind Takeoff Review

17. 17Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Application of Aileron

18. 18Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
X-Wind Take Off - Common Errors
 Failure to adequately clear the area prior to
taxiing onto the active runway.
 Using less than full aileron pressure into the
wind initially on the takeoff roll.
 Mechanical use of aileron control rather than
sensing the need for varying aileron control
input through feel for the airplane.
FAA-H-8083-3AAirplane Flying Handbook

19. 19Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
X-Wind Take Off - Common Errors
(Continued)
 Premature lift-off resulting in side-skipping.
 Excessive aileron input in the latter stage of the
takeoff roll resulting in a steep bank into the
wind at lift-off.
 Inadequate drift correction after lift-off.
FAA-H-8083-3AAirplane Flying Handbook

20. 20Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Slow Flight or MCA

21. 21Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
What’s going on with drag vs airspeed?

22. 22Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Definition
FAA-H-8083-3AAirplane Flying Handbook

23. 23Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Slow Flight - Common Errors
 Failure to adequately clear the area.
 Inadequate back-elevator pressure as power is
reduced, resulting in altitude loss.
 Excessive back-elevator pressure as power is
reduced, resulting in a climb, followed by a rapid
reduction in airspeed and “mushing.”
 Inadequate compensation for adverse yaw during
turns.
FAA-H-8083-3AAirplane Flying Handbook

24. 24Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Slow Flight - Common Errors
(Continued)
Fixation on the airspeed indicator.
Failure to anticipate changes in lift as flaps
are extended or retracted.
Inadequate power management.
Inability to adequately divide attention
between airplane control and orientation.
FAA-H-8083-3AAirplane Flying Handbook

25. 25Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Steep Turns
FAA-H-8083-3AAirplane Flying Handbook

26. 26Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Steep Turns - Common Errors
 Failure to adequately clear the area.
 Excessive pitch change during entry or recovery.
 Attempts to start recovery prematurely.
 Failure to stop the turn on a precise heading.
 Excessive rudder during recovery, resulting in
skidding.
FAA-H-8083-3AAirplane Flying Handbook

27. 27Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Steep Turns - Common Errors
(continued)
 Inadequate power management.
 Inadequate airspeed control.
 Poor coordination.
 Gaining altitude in right turns and/or losing altitude
in left turns.
 Failure to maintain constant bank angle.
FAA-H-8083-3AAirplane Flying Handbook

28. 28Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Steep Turns - Common Errors
(continued)
 Disorientation.
 Attempting to perform the maneuver by
instrument reference rather than visual
reference.
 Failure to scan for other traffic during the
maneuver.
FAA-H-8083-3AAirplane Flying Handbook

29. 29Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Power Off Stall Recovery
1. Reduce Angle of Attack
2. Add Power
3. Keep Wings Level
4. Use adequate Rudder

30. 30Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Power On Stall Recovery
1. Reduce Angle of Attack
2. Keep Wings Level
3. Use adequate Rudder
FAA-H-8083-3AAirplane Flying Handbook

31. 31Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Stabilized Approach
FAA-H-8083-3AAirplane Flying Handbook

32. 32Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Gross Wt Compensation
80 kts @ Gross
• Divide actual wt by gross wt to get % of
gross (2000 by 2500 = 80%)
• Subtract % of gross from 100% (100%-80%=
20%)
• Divide % by 2 (20% by 2 = 10%)
• Reduce your app spd by this % ( 10% of 80
kts = 8 kts. 80 – 8 = 72 kts)
• Actual Speed for Approach…..72 kts

33. 33Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Landing - Common Errors
Failure to allow enough room on final to
set up the approach, necessitating an
overly steep approach and high sink rate.
Un-stabilized approach.
Undue delay in initiating glide path
corrections.
Too low an airspeed on final resulting in
inability to flare properly and landing
hard.
FAA-H-8083-3AAirplane Flying Handbook

34. 34Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Landing - Common Errors
(continued)
Too high an airspeed resulting in floating
on round out.
Prematurely reducing power to idle on
round out resulting in hard landing.
Touchdown with excessive airspeed.
Excessive and/or unnecessary braking
after touchdown.
Failure to maintain directional control.
FAA-H-8083-3AAirplane Flying Handbook

35. 35Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Crosswind Landings

36. 36Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Crosswind Landings
Common Errors
Attempting to land in crosswinds that exceed the
airplane’s maximum demonstrated crosswind
component.
Inadequate compensation for wind drift on the turn
from base leg to final approach, resulting in
undershooting or overshooting.
Inadequate compensation for wind drift on final
approach.
Unstabilized approach.
FAA-H-8083-3AAirplane Flying Handbook

37. 37Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
 Failure to compensate for increased drag
during sideslip resulting in excessive sink rate
and/or too low an airspeed.
 Touchdown while drifting.
 Excessive airspeed on touchdown.
 Failure to apply appropriate flight control inputs
during rollout.
Crosswind Landings
Common Errors
(continued)
FAA-H-8083-3AAirplane Flying Handbook

38. 38Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Crosswind Landings
Common Errors
(continued)
 Failure to maintain direction control on rollout.
 Excessive braking.
FAA-H-8083-3AAirplane Flying Handbook

39. 39Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Go Around From Rejected Landing
FAA-H-8083-3AAirplane Flying Handbook

40. 40Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Go Around Common Errors
 Pitch attitude increased excessively resulting in a
stall
 Applying only partial power
 Failure to reconfigure the aircraft (gear and Flaps)
for climb
 Retracting the flaps too quickly
 Elevator trim (excessive forward pressures)
FAA-H-8083-3AAirplane Flying Handbook

41. 41Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
FAASTeam CFI Workshop #6
Module #6, Core Topic #11
Questions?
Comments?
Ideas?
Quiz time ~

42. 42Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
1. If you realize you are low on the approach, you
should
a. Initiate a 360 degree and enter the pattern at the
appropriate altitude
b. Retract flaps
c. Immediately apply power
d. Increase the pitch attitude
2. If you bounce your landing, you should
a. Force the airplane onto the ground
b. Go- Around
c. Add power and re-land
d. Let the instructor land the airplane

43. 43Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
3. True or False; The takeoff or landing speed is
generally a function of the stall speed or minimum
flying speed.
4. What is a stabilized approach?
5. During takeoff or landing a cross wind is only a
factor when it is in excess of ten miles per hour or
gusty.
True or false?
Answers follow . . . . . . . . . . . .

44. 44Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
1. If you realize you are low on the approach, you
should
a. Initiate a 360 degree and enter the pattern at the
appropriate altitude
b. Retract flaps
c. Immediately apply power
d. Increase the pitch attitude
c. Apply power - Airplane Flying Handbook
2. If you bounce your landing, you should
a. Force the airplane onto the ground
b. Go- Around
c. Add power and re-land
d. Let the instructor land the airplane
b. go-around - Airplane Flying Handbook

45. 45Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
3. True or False; The takeoff or landing speed is
generally a function of the stall speed or minimum
flying speed.
True - Pilot’s Handbook of Aeronautical
Knowledge.
4. What is a stabilized approach?
An approach in which the pilot establishes and
maintains a constant angle glide path towards a
predetermined point on the landing runway.
Airplane flying handbook p. 8-7

46. 46Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
5. During takeoff or landing a cross wind is only a
factor when it is in excess of ten miles per hour or
gusty.
True or false?
False, in fact FAASTeam statistics demonstrate
that a cross wind of significantly less than ten
miles per hour is frequently a contributing
factor to the cause of mishaps.

47. 47Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
FAASTeam CFI Workshop #6
Take a Break!

48. 48Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Aircraft Operational
Limitations ?

49. 49Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Nice place, seemed a little short when we landed!

50. 50Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
1850’, grass, it’s hot, and the tanks are pretty full ….

51. 51Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
... only three of us and there’s a river beyond the trees ....

52. 52Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
I think we’ll be ok to try a takeoff ……….

53. 53Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
We’re not accelerating very well … I can’t stop now! ….

54. 54Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
• They didn’t consider the potential problems
for takeoff before they landed there.
• They didn’t consider options when they
realized the takeoff might be difficult.
• They didn’t confirm that the airplane’s
performance capabilities would allow a safe
takeoff, or not.
• They didn’t plan for a point at which to abort
the takeoff if acceleration was too slow.
• The aircraft owner, his teenage son, and a
CFI did all drown in the wreckage.

55. 55Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Take your pick, each one defines an end to
options:
• limitation - restriction: a principle that limits
the extent of something;
• limitation - the quality of being limited or
restricted;
• limitation - limit: the greatest amount of
something that is possible or allowed;
• limitation - (law) a time period after which
suits cannot be brought;
• limitation - an act of limiting or restricting
(as by regulation)

56. 56Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
• What do you want your students to do?
• Will they know what options exist?
• Is “I think we can” good enough for you?
• Where is the performance information a
pilot needs in order to be sure?
• What warnings are there
to tell us we’re at or near
a limit?

57. 57Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
• What do you want your students to do?
Make decisions based on knowledge and facts.
• Will they know what options exist?
Give them problems to solve during their training.
• Is “I think we can” good enough for you?
Give them the opportunity to evaluate conditions.
• Where is the performance information a pilot needs
in order to be sure?
Show them the Pilot Operation Handbook and
performance charts, insist that they are used.
• What warnings are there to tell us we’re at or near a
limit?
Teach them to use situational awareness in all
aspects of preflight planning and in flight

58. 58Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Yes, take the
time ….
…..get all that stuff out,
review it yourself and
then share your
knowledge.

59. 59Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
• Watch This Video…….
• http://www.youtube.com/watch?v=OVM3RR
d1vf0

60. 60Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Emphasize the importance
of aircraft performance
planning!
Demonstrate the aircraft’s limited
performance at reduced power to
simulate the effect of temperature
and pressure altitude.

61. 61Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Full can be a
beautiful thing!
Full can exceed the
weight and/or CG limits!
But, when it
comes to
loading an
airplane ……..

62. 62Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Weight can be a limitation
depending on runway length,
temperature, runway condition,
and density altitude.
What to do?
• Less fuel? Maybe, what’s the weather doing?
• Fewer passengers? Could you leave someone behind?
• Different runway? Perhaps the opposite direction?
• Wait until the temperature decreases? Can you spare the
time it takes to stay alive?

63. 63Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Does the weight of whatever you put into the aircraft
remain constant?
What happens when you bank for a turn ……….
and maintain your altitude ………………………
then increase your bank angle to 45 ….. 60 degrees ?
In which Category was your airplane Certificated, how many
Gs are legal?
100 pounds at 3 Gs becomes 300 pounds ……. Is that a
limitation? How about bags and cargo?

64. 64Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
After you have convinced your
students that you can’t always fill
every space in the aircraft, fill the
tanks, and not exceed several of its
operational limitations …………
Remind them that the Certificated limits
are based on the performance of a new
aircraft, at the exact weight, at a density
altitude equal to sea level and standard
temperature, demonstrated by …...

65. 65Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Make sure your students know that the tables and
calculations available in the Pilots Operating
Handbook are based on pressure/density altitude.
The International Standards Association (ISA) has defined a Standard
Atmosphere as:
• Sea Level Barometric Pressure of 29.92 inches of Mercury (in. Hg)
• Sea Level Temperature of 15° Celsius (15° C or 59° F)
• Relative humidity of 0 %
• Standard temperature lapse rate of 2° C per 1000 feet altitude
• Standard pressure lapse rate of 1 in. Hg per 1000 feet altitude
• A standard decrease in density as altitude increases

66. 66Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
• Pressure Altitude adjusts for pressure difference
between your air and standard atmosphere. The
question is “What would your altimeter read if you
were in a standard atmosphere at your current
actual altitude?” This altitude is called PRESSURE
ALTITUDE.
• Density Altitude uses
Pressure Altitude as a
basis, and adds in a
correction factor for
nonstandard temperature.

67. 67Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
1500
1550
1600
1650
1700
1750
1800
1850
1900
1950
2000
2050
2100
2150
2200
2250
2300
2350
2400
45 50 55 60 65 70 75 80 85 90 95 100 105 110 115
Total Moment/1000
TotalWeight(lbs)
Normal Category Utility Category Operating point
Even when you take care of
all the other details, if you
haven’t considered C of G …..
You may become a
TEST
PILOT!

68. 68Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
What should
you expect if …
the airplane is tail heavy, even
when you are within CG limits or,
the airplane is nose heavy;
• Flight Control effectiveness?
• During takeoff?
• During Landing?
• During a Stall?
• During Spin Recovery?

69. 69Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Any limitations to consider before Landing?

70. 70Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Pilot skills, aircraft limits, and the runway?

71. 71Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
A little wind, a little too fast, no margin for error!

72. 72Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Again,
Teach your students to consider options
prior to takeoff, operations during flight,
and landing.
Teach them to consider the limitations of
the aircraft and their own limitations based
on their knowledge and experience.

73. 73Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
The airplane couldn’t do it ……… do you remember why?

74. 74Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
The aircraft’s performance capability, the
airspeed, and altitude from which the
maneuver was initiated combined did not
allow the pilot to
recover from the
maneuver.
Same thing here,
physics will
interrupt
flight!

75. 75Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
Module #6, Core Topic #12
Useful sources for more information:
Advisory Circular – AC-61-67C
Aircraft Weight and Balance Handbook – FAA-H-8083-1a
Questions?
Comments?
Ideas?
Quiz time ~

76. 76Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
6. Baggage weighing 90 pounds is placed in a normal
category airplane’s baggage compartment which is
placarded at 100 pounds. If this airplane is
subjected to a positive load factor of 3.5 Gs, the
total load of the baggage would be ………
a. 315 pounds and would be excessive.
b. 315 pounds and would not be excessive.
c. 350 pounds and would be excessive.
d. 350 pounds and would not be excessive.

77. 77Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
7. The performance tables of an aircraft for takeoff and
climb are based on
a. Pressure/density altitude
b. Cabin altitude
c. True altitude
d. Indicated altitude
8. Aircraft designed to withstand load limits up to
4.4G’s are labeled “normal or utility category
aircraft??

78. 78Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
9. What is the definition of Maximum weight?
10. What is definition of the Empty weight?
Answers follow …………………

79. 79Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
6. Baggage weighing 90 pounds is placed in a normal
category airplane’s baggage compartment which is
placarded at 100 pounds. If this airplane is
subjected to a positive load factor of 3.5 Gs, the
total load of the baggage would be ………
a. 315 pounds and would be excessive.
b. 315 pounds and would not be excessive.
c. 350 pounds and would be excessive.
d. 350 pounds and would not be excessive.
b. 315 pounds, not excessive Pilot’s Handbook of
Aeronautical Knowledge

80. 80Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
7. The performance tables of an aircraft for takeoff and
climb are based on
a. Pressure/density altitude
b. Cabin altitude
c. True altitude
d. Indicated altitude
a. Pressure/density altitude - Pilot’s Handbook of
Aeronautical Knowledge.
8. Aircraft designed to withstand load limits up to
4.4G’s are labeled “normal or utility category
aircraft??
“Utility” Category aircraft - Pilot’s Handbook of
Aeronautical Knowledge.

81. 81Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
9. What is the definition of Maximum weight?
The maximum authorized weight of the aircraft and all
of its equipment as specified in the Type Certificate
Data Sheets (TCDS) for the aircraft.
Aircraft Weight and Balance Handbook, p. 1-1
10. What is definition of the Empty weight?
The weight of the airframe, engines, and all items of
operating equipment that are permanently installed
in the aircraft.
Aircraft Weight and Balance Handbook.

82. 82Federal Aviation
Administration
FAASTeam – Stall-Spin Avoidance
October 20, 2012
This Completes
The Stall Spin Seminar
Be sure to have your attendance record validated!