Review Chapter 14

(Refer to figure 31.) What is the headwind component for a Rwy 13 takeoff if the surface wind is 190° at 15 knots?

(Refer to figure 31.) What is the headwind component for a Rwy 13 takeoff if the surface wind is 190° at 15 knots?

7 Knots

(Refer to figure 32.) GIVEN:

Temperature 30°F

Pressure altitude 6,000 ft

Weight 3,300 lb

Headwind 20 kts

What is the total takeoff distance over a 50-foot obstacle?

Move vertically from 30oF to 6,000 feetMove to the right to the first ref lineMove up and to the right proportionallybetween the guidelines to 3,300 lbsMove down and to the right proportionally to the headwind of 20ktsMove to the right horizontally to the rightmargin of the graph and read 1,500 ft.

(Refer to figure 35.) GIVEN:

Temperature 85 °F

Pressure altitude 6,000 ft

Weight 2,800 lb

Headwind 14 kts

Determine the approximate ground roll.

Compute 53% of the total landing distance over a 50 ft obstacle

Begin at 85oF up to 6,000 ft

Proceed horizontally to ref line

Proceed up and to the right proportionally to 2,800 lb line

Proceed horizontally to the right to the ref line

Proceed down and to the right proportionally between the lines to 14 kts

Proceed horizontally to the right to 1,400

Multiply by .53 to get 742 feet

Short Field Takeoff & Landing

Takeoff• Objective - Knowledge of

elements

• Positive and accurate control of aircraft with shortest ground roll and steepest angle of climb

• Proper airspeeds VR, VX, and VY

Takeoff–Maintain VX =+5/-0 KTS

• After clearing the obstacle accelerate to VY +5/-5

• Retract the landing gear and flaps after a positive rate of climb or as recommended

Common Takeoff Errors• Failure to use the entire runway

• Improper positioning of the flight controls and wing flaps

• Improper engine operation during short field takeoff and climb out

Common Takeoff Errors

• Inappropriate removal of hand from throttle

• Poor directional control

• Improper use of brakes

Short Field Landing

• Consider the wind conditions, landing surface and obstructions–Height of obstructions dictate

how steep the approach will have to be

Short Field Landing–Descent angle will be steeper than a

normal approach. Aim point will be closer to the obstacle

–Aim point will be short of the touchdown point

–Select a go around point, normally before descending below barriers

Common Errors• Improper use of landing

performance data and limitations

• Failure to establish approach landing configuration at appropriate time or in proper sequence

Common Errors

• Failure to maintain a stabilized approach

• Improper technique in use of power, wing flaps and trim

Common Errors

• Improper removal of hand from throttle

• Improper technique during round out and touchdown

Common Errors

• Poor directional control after touchdown

• Improper use of brakes

Soft Field Takeoff & Landing

Common Errors• Improper initial positioning of

the flight controls or wing flaps

• Allowing the airplane to stop on the takeoff surface prior to initiating takeoff

• Improper power application

Common Errors

• Inappropriate removal of hand from throttle

• Poor directional control

Common Errors

• Improper use of brakes

• Improper pitch attitude during liftoff–Dragging tail of aircraft on

ground

Common Errors–Settling back to the runway because of

too high or too low a pitch attitude

• Failure to establish and maintain proper climb configuration and airspeed

• Drift during climbout

Soft Field Landing• Maintain crosswind correction

and directional control throughout the approach and landing

• Touch down softly, with no drift, and with the longitudinal axis aligned with the runway

Soft Field Landing–Maintain some power to assist in

making a soft touchdown

–Hold it off to slow airspeed and establish a nose high pitch attitude

Soft Field Landing–After touchdown maintain back

pressure to keep the nose wheel off the ground

–Maintain full back pressure

• Maintain after landing proper position of the flight controls and taxi speed

Common Errors• Improper technique in use of

power, wing flaps and trim

• Inappropriate removal of hand from throttle

• Improper technique during roundout and touchdown

Common Errors

• Failure to hold back elevator pressure after touchdown

• Closing the throttle too soon after touchdown

Common Errors

• Poor directional control after touchdown

• Improper use of brakes

Steep Turns

Enter Steep Turn

• Heading toward reference point roll into a coordinated turn with an angle of bank of 50o +5/-5

• As the turn begins, add back pressure to increase the angle of attack

Enter Steep Turn

• As you go through 30o, add power if necessary to maintain entry altitude and airspeed

Enter Steep Turn• Trim to relieve excess control

pressure

• Begin rollout one half the angle of bank 20-25 degrees before your reference point

• Look and clear before all turns.

–To recover from an excessive nose-low attitude reduce the angle of bank

–Add back elevator pressure to raise the nose

–Reestablish the desire angle of bank

Maintain Altitude +100

• Maintain entry altitude and airspeed throughout the entire maneuver

• During rollout release the back pressure or if using trim apply

Common Errors

• Improper pitch, bank, and power coordination during entry and rollout

• Uncoordinated use of the flight controls

Common Errors

• Inappropriate control applications

• Improper technique in correcting altitude deviations

• Loss or orientation

Common Errors

• Excessive deviation from desired heading during rollout

Chandelles

Altitude

• FAA requires the maneuver be performed no lower than 1,500 ft AGL

• Pick an altitude that is easy to identify on your altimeter

Bank

• Establish but do not exceed 30o

angle of bank

• Enter using a smooth coordinated level turn

Apply Power and Pitch

• After establishing a level 30o

banked turn start a climbing turn by applying back elevator pressure to attain the highest pitch attitude at the 90o point

Common Errors• Improper pitch, bank, and power

coordination during entry or completion–Pitch up too fast will cause a stall–Pitch too slow or allow the pitch to

decrease will cause you to reach 180o point at too high an airspeed

Common Errors–Adjust power prior to the

maneuver to establish cruise flight and increase after bank is established and as pitch is being increased

–No other power changes are made

Common Errors• Uncoordinated use of flight

controls–Maintain coordinated flight–Compensate for torque and aileron

drag–Check the ball in the inclinometer

Common Errors• Improper planning and timing of

pitch and bank attitude changes–During the first 90o of turn the

bank is constant

–At the 90o point you should have reached the maximum pitch

Common Errors–During the second 90o, pitch

attitude remains constant and the bank is slowly reduced

–At the 180o point, the pitch attitude is constant and the roll out to wings level is completed

Common Errors–Plan and time the pitch and bank

changes while dividing you attention

• Factors related to failure to achieve maximum performance–Improper pitch–Improper bank

Lazy Eights

Objective• Lazy eights require smooth

coordinated use of the flight controls–At no time are you straight and level

–Maneuver requires constantly changing control pressure

Plan,Orient and Maneuver At 45o

Altitude Increasing

Airspeed Decreasing

Pitch Attitude Maximum

Bank Angle 15o

Plan,Orient and ManeuverAt 90o

Altitude Maximum

Airspeed Minimum

Pitch Attitude Level

Bank Angle 30o

Plan,Orient and ManeuverAt 135o

Altitude Decreasing

Airspeed Increasing

Pitch Attitude Minimum

Bank Angle 15o

Plan,Orient and ManeuverAt 180o

Altitude Entry

Airspeed Entry

Pitch Attitude Level

Bank Angle 0o

Common Errors• Poor selection of reference

points–Easily identified –Not too close

• Uncoordinated use of the flight controls

Common Errors–Maintain coordinated flight

–Compensate for torque

–Check inclinometer

• Unsymmetrical loops from poor pitch and bank attitude changes

Common Errors–Stalling before reaching the 90o

point

–Excessive diving

–Rushing the angle of bank

• Inconsistent airspeed and/or altitude at key points

Common Errors–Adjust power after the first

maneuver if off entry airspeed or altitude Loss of orientation. Need to observe your reference point as well as your attitude indicator, altimeter and airspeed indicator

Common Errors

• Excessive deviation from reference points–Each 45o segment must be

preplanned and the proper pitch and bank attained

Eights-on Pylons

Objective–At a given groundspeed there is an

associated altitude at which the airplane will appear to pivot about the point and is called the pivotal altitude

–The higher the groundspeed the higher the pivotal altitude

Objective–In strong wind, altitude changes

will be greater e.g. 100 to 200 feet

–In light wind, altitude changes will be smaller e.g. 50 to 100 feet

–Wind calm means no change to pivotal altitude

Determine the Pivotal Altitude

• To determine the pivotal altitude fly at an altitude well above the pivotal altitude then reduce power and descend at cruise airspeed in a medium bank turn.

Determine the Pivotal Altitude• The reference line will move back

until the pivotal altitude is reached. If you continue to descend the reference line will move forward

• You can estimate the pivotal altitude by using the following formula

Determine the Pivotal Altitude

(Groundspeed in knots)2 = Pivotal Altitude

11.3

1002 = 885

11.3

Perform the Maneuver

• As you turn into the wind the groundspeed decreases causing the pivotal altitude to decrease causing you to descend to maintain the pivotal altitude

Orientation and Planning• Remain oriented on the location of the

pylons and the direction of the wind

• Plan ahead

• Divide your attention between coordinated airplane control and outside visual reference

Use Pivotal Altitude

• Do not use rudder to force the reference line forward or backward to the pylon

Common Errors• Faulty Entry technique

–Poor planning

–Not being at pivotal altitude

–Rolling into a bank too soon

• Poor Planning, Orientation and Division of Attention

Common Errors–Lack of anticipation of changes in

groundspeed–Poor pylon selection–Poor division of attention.

Uncoordinated flight control applications and not looking out for other traffic

Common Errors• Uncoordinated flight control

application

• Use of improper line of sight reference

• Application of rudder alone to maintain line of sight on pylon– Most Common Error

Common Errors–Do not Yaw the wing backward

with rudder if the reference line is ahead of the pylon

• Improper timing of turn entries and rollouts–Usually do to poor planning

Common Errors–Rollout needs to be timed to

allow the airplane to proceed diagonally to a point downwind of the second pylon

Common Errors• Improper correction for wind

between pylons

• Selection of pylons where there is no suitable force landing area within gliding distance

• Large pitch and airspeed changes