Review Chapter 14

1. Review Chapter 14

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

3. (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

4. (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?

5. Move vertically from 30oF to 6,000 feet Move to the right to the first ref line Move up and to the right proportionally between the guidelines to 3,300 lbs Move down and to the right proportionally to the headwind of 20kts Move to the right horizontally to the right margin of the graph and read 1,500 ft.

6. (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.

7. 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

8. 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

9. Short Field Takeoff & Landing

10. 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

11. 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

12. 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

13. Common Takeoff Errors • Inappropriate removal of hand from throttle • Poor directional control • Improper use of brakes

14. Short Field Landing • Consider the wind conditions, landing surface and obstructions • Height of obstructions dictate how steep the approach will have to be

15. 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

16. Common Errors • Improper use of landing performance data and limitations • Failure to establish approach landing configuration at appropriate time or in proper sequence

17. Common Errors • Failure to maintain a stabilized approach • Improper technique in use of power, wing flaps and trim

18. Common Errors • Improper removal of hand from throttle • Improper technique during round out and touchdown

19. Common Errors • Poor directional control after touchdown • Improper use of brakes

20. Soft Field Takeoff & Landing

21. 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

22. Common Errors • Inappropriate removal of hand from throttle • Poor directional control

23. Common Errors • Improper use of brakes • Improper pitch attitude during liftoff • Dragging tail of aircraft on ground

24. 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

25. 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

26. 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

27. 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

28. Common Errors • Improper technique in use of power, wing flaps and trim • Inappropriate removal of hand from throttle • Improper technique during roundout and touchdown

29. Common Errors • Failure to hold back elevator pressure after touchdown • Closing the throttle too soon after touchdown

30. Common Errors • Poor directional control after touchdown • Improper use of brakes

31. Steep Turns

32. 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

33. Enter Steep Turn • As you go through 30o, add power if necessary to maintain entry altitude and airspeed

34. 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.

35. 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

36. Maintain Altitude +100 • Maintain entry altitude and airspeed throughout the entire maneuver • During rollout release the back pressure or if using trim apply

37. Common Errors • Improper pitch, bank, and power coordination during entry and rollout • Uncoordinated use of the flight controls

38. Common Errors • Inappropriate control applications • Improper technique in correcting altitude deviations • Loss or orientation

39. Common Errors • Excessive deviation from desired heading during rollout

40. Chandelles

41. 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

42. Bank • Establish but do not exceed 30o angle of bank • Enter using a smooth coordinated level turn

43. 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

44. 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

45. 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

46. Common Errors • Uncoordinated use of flight controls • Maintain coordinated flight • Compensate for torque and aileron drag • Check the ball in the inclinometer

47. 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

48. 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

49. 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

50. Lazy Eights