Transcript Sport Pilot Training Program

Pre-Solo Training Program
Flight Briefing: Lesson 6
Takeoffs and Landings /
Crosswind Theory
In cooperation with Mid Island Air
Service, Inc. Brookhaven, NY
(Michael Bellenir, CFI)
Lesson 6 Objectives
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During this briefing, you will continue to
develop your skills by practicing takeoffs and
landings. You will review and practice traffic
pattern procedures, flying a rectangular
course, radio communications, takeoffs, and
landings.
Upon completion of this briefing, you will fly a
standard traffic pattern, and practice normal
and crosswind takeoffs and landings.
Flight Briefing: Lesson 6
Takeoffs
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To make a good takeoff, a pilot must consider
several factors.
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Aircraft performance
Wind/Weather
Airplane handling characteristics
Flight Briefing: Lesson 6
Aircraft Performance
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Takeoff Distance
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Density altitude
Weight
Wind
Surface
Climb Rate
Affected by pilot technique
Flight Briefing: Lesson 6
Effect of Wind
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Headwind component will reduce takeoff
distance and increase climb gradient;
tailwind will increase distance and decrease
climb gradient.
Crosswind component will compromise
directional control.
Flight Briefing: Lesson 6
Effect of Crosswind
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A cross wind will cause the airplane to try to
turn into the wind. This tendency is caused
by air pushing on the side of the vertical
stabilizer and is called “weather-vaning.”
The stronger the wind, the more pronounced
the weather-vaning tendency.
Positioning the controls properly during taxi
will minimize the possible negative effects of
a strong wind.
Flight Briefing: Lesson 6
Position of Flight Controls with
Crosswind on Taxi
Wind from front:
Turn into wind
Wind from behind:
Dive with the wind.
Flight Briefing: Lesson 6
Effect of Crosswind on Taxi
Flight Briefing: Lesson 6
Crosswind Correction on Taxi
Positioning of the flight controls keeps the wind going over the top of
the airplane, helping maintain directional control and preventing the
wind from lifting a wing (could flip plane over if wind strong enough).
Flight Briefing: Lesson 6
Wind Correction on Taxi
Because takeoffs are performed into the wind, taxiing to the
runway usually involves a tailwind component. Keep the engine
RPM as low as possible but not less than 1400 RPM!
Flight Briefing: Lesson 6
The Takeoff
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To make a good takeoff, it is important to use
good flying technique.
Lift the nose wheel as soon as possible,
keep the nose wheel slightly off of the
pavement and hold the airplane in a slightly
nose-up “wheelie” attitude.
Not brining up the nose wheel early in the
takeoff roll is stressful on the nose gear and
results in a bumpy takeoff roll.
Flight Briefing: Lesson 6
The Takeoff
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With the nose wheel up in the air, the left
turning tendencies of the airplane will be
more pronounced. You will need right rudder
to correct for the left turning tendencies.
Don’t be timid about applying rudder
pressure to maintain directional control. Use
whatever firm but steady force is required to
keep the airplane on the runway centerline.
Flight Briefing: Lesson 6
The Takeoff
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The airplane will lift off the ground relatively
quickly and should be flying within a few
seconds after lifting the nose.
At first the airspeed will be quite slow. Keep
the nose low enough for the airspeed to
accelerate to the normal climb speed (60
knots). Upon reaching 60 knots, pitch the
airplane for a constant airspeed climb.
Flight Briefing: Lesson 6
The Initial Climb
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Once the airplane is in the air and you have
accelerated to 60 knots, continue to climb straight
ahead.
Once you’ve gained some altitude, are under good
control with the airspeed at 60, and have a good
climb rate, you can retract the flaps.
With the flaps up, the recommended climb speed
increases from 60 knots to 70 knots.
Pitch the airplane for a 70 knot climb.
Flight Briefing: Lesson 6
Takeoff and Initial Climb
Complete climb checklist
climbing through 1,000 feet AGL
Once clear of obstacles
and climbing, retract flaps
and climb at 70 KIAS
Climb at Vy
(60 KIAS)
Airplane will fly at
proper speed
Full Power
Raise nose-wheel/right rudder for
directional control
Flight Briefing: Lesson 6
Takeoff and Initial Climb
Flight Briefing: Lesson 6
Crosswind Takeoff
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Performing a takeoff with a crosswind, use the same
technique as you would normally. If a crosswind is
present, start the takeoff roll with ailerons into wind.
This will prevent wind from getting under wing and
compromising directional control.
As the airplane accelerates, the amount of aileron
required will decrease. Keep some deflection but
bring the ailerons closer to neutral.
Use the rudder to stay on centerline
Flight Briefing: Lesson 6
Crosswind Takeoff
Flight Briefing: Lesson 6
Crosswind Takeoff
Flight Briefing: Lesson 6
Crosswind Climb Out
Once airborne, let the
airplane turn into wind
(weathervane) as required
to track out on runway
centerline. The airplane
should be in wings-level,
coordinated flight.
Flight Briefing: Lesson 6
Turning Crosswind
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Turn crosswind around 500 feet AGL (traffic
permitting). At Lock Haven, that’s between
1000 and 1100 feet on the altimeter.
Keep climbing at between 60 and 70 knots.
At the proper distance (about ¼ mile) from
the runway, turn downwind.
Level off into traffic pattern altitude 1,600’
MSL (either on crosswind or downwind,
whenever you get to altitude).
Flight Briefing: Lesson 6
Downwind
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On downwind, maintain an altitude of 1,000 feet
AGL (1,600 MSL)
Reduce the power to 4000 rpm, apply flaps15,
and trim for a steady cruise at about 60 knots.
You can adjust your speed as necessary for
conditions or for other traffic.
Abeam the touchdown point, reduce the power
significantly and start to glide. You will maintain
60 knots until the flare.
Flight Briefing: Lesson 6
Base
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Turn base when the touchdown point is equidistant
behind the wingtip and the tail (or when other traffic
on final is well clear past the wingtip). Increase flaps
to 30 degrees.
Note the altitude and distance to the airport, if you
seem too far to glide, add a little power. If you seem
too close, reduce power to idle, maintain speed, and
consider applying full flaps (but only when the
runway is assured.
Target turning 1/4 mile final at about 500 feet AGL
and stabilized at 60 knots.
Flight Briefing: Lesson 6
Final Approach
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Keep the airspeed at 60 knots.
If the airplane appears to be on glide path or slightly
high, reduce the power to idle.
Set the flaps if necessary.
Maintain 60 knots.
If the airplane appears slightly low or below glide
path, increase power slightly.
Maintain 60 knots.
Did I mention maintain 60 knots?
Flight Briefing: Lesson 6
The Landing
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Fly the airplane down the runway centerline
at 60 knots.
As the airplane gets to within about one
wingspan above the ground, shift your view
past the end of the runway. Look way out at
the horizon, and use your peripheral vision to
detect changes in altitude.
Hold a constant, slightly nose up pitch, all the
way until touchdown.
Flight Briefing: Lesson 6
The Landing
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Once the airplane contacts the ground, keep the nose up. It is
important to keep the nose up in the air as long as possible.
As the airplane slows, use rudder pressure as necessary to
keep the airplane on centerline.
Keep the stick back. As the airplane slows, you will increase
back-pressure to hold a constant pitch angle. With the stick all
the way back, the nosewheel will eventually settle gently to the
runway. Keep the stick back. Make sure the nose wheel is
straight at touchdown.
Slow down straight ahead. Do not apply brakes until the
nosewheel comes down. Do not attempt to make a fast turn
off of the runway. Once you are at a safe taxi speed, then you
can clear the runway at the next opportunity.
Flight Briefing: Lesson 6
Approach to Landing
Set flaps, airspeed
~60 KIAS
Stabilized
approach
at 60 KIAS.
Flaps and
power as
required.
Line up with runway centerline
on about 1/4 mile final at 500
ft. AGL, airspeed 60 KIAS.
Set flaps as required
Flight Briefing: Lesson 6
When to Use Flaps
Flight Briefing: Lesson 6
Stabilized Approach
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Stabilized Approach is very important!
To have a stabilized approach you need to
be tracking runway centerline, have the
proper speed (60 knots), be on glide path,
and have the airplane properly configured for
landing and under control.
Once the approach is stabilized, you will be
able to see where the airplane is going to
touch down. This is called the “aiming point.”
Flight Briefing: Lesson 6
Aiming Point
The aiming point is where the
airplane will appear to hit the
ground (where glide path
meets the surface). The
aiming point will not have any
relative movement.
Points that the airplane
is undershooting will
appear to move up away
from the airplane
Points that the
airplane is
overshooting
will appear to
be moving
down and
underneath the
airplane.
Flight Briefing: Lesson 6
Aiming Point
Flight Briefing: Lesson 6
Aiming Point
Flight Briefing: Lesson 6
Aiming Point/Flare
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The airplane will appear like it is going to touch
down at the aiming point, and it will if you do
not flare.
The flare, or round-out, is the transition from
gliding to the runway at approach speed, to
proper landing attitude and touchdown speed.
The flare is accomplished by applying gentle
back pressure on the stick at the proper time,
and keeping the nose up as the airplane nears
touchdown.
Flight Briefing: Lesson 6
Final Approach/Flare
Flight Briefing: Lesson 6
Flare/Round-out
Flight Briefing: Lesson 6
Flare/Round-out
Look Here!
Looking
down the
runway will
give you a
much
better idea
of your
attitude!
Looking too close
to the airplane will
usually cause the
pilot to flare late,
not flare enough,
and flare too
quickly. (too little,
too fast, too late =
too hard a landing!)
Flight Briefing: Lesson 6
Crosswind Landings
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Landing with a crosswind requires the same
procedures and technique as a normal landing.
Track down the runway centerline (turn into wind).
In the flare, bank slightly into the wind and use rudder
to orient the airplane parallel with the runway.
It sometimes helps to bank into the wind and use
rudder to straighten out before the flare while you are
learning. You will get better with experience.
Have good posture! Sit upright and square in your
seat, keep your head square to your shoulders. This
will help you determine exactly where the airplane is
pointing.
Flight Briefing: Lesson 6
Crosswind Approach and Landing:
Two Different Techniques
The Crab: Approach pointed
into wind to track centerline.
The Slip: Bank into wind and orient
airplane parallel with runway prior to
touchdown (use rudder)
Flight Briefing: Lesson 6
Crosswind Approach and Landing
Flight Briefing: Lesson 6
What to do if things go wrong.
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If something doesn’t seem right on takeoff,
you have any control problems, suspect an
engine malfunction, or have an engine
failure, simply close the throttle (full idle) and
stop straight ahead.
If the airplane is already airborne but there is
still adequate runway ahead, you can land
straight ahead.
Flight Briefing: Lesson 6
What to do if things go wrong.
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Landing an airplane involves too many variables
to describe. Especially at first, don’t be surprised
if it takes several attempts to get a good
approach.
If you’re not satisfied with the approach, if your
touchdown will not occur within the first 1/3 of the
runway, or if the approach is not stabilized on
final, simply perform a go-around and try again.
We don’t charge extra for go-arounds!
Flight Briefing: Lesson 6
Review Questions
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Define “weather-vaning.”
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How does a headwind component impact takeoff distance and climb
gradient?
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Where should you be looking during the landing flare?
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What should you do if problems develop during the takeoff roll?
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What should you do if your approach is not stabilized on final?
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What should you do if you don’t touch down on the first 1/3 of the runway?
Write down your answers before
continuing to next slide
Flight Briefing: Lesson 6
Review Answers
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Define “weather-vaning.”
– Tendency of an aircraft on the ground to turn into a crosswind
How does a headwind component impact takeoff distance and climb
gradient?
– Decreases takeoff distance; increases climb gradient
Where should you be looking during the landing flare?
– Toward the far end of the runway
What should you do if problems develop during the takeoff roll?
– Abort the takeoff if sufficient runway remains
What should you do if your approach is not stabilized on final?
– Go around!
What should you do if you don’t touch down on the first 1/3 of the runway?
– Go around!
Review any missed questions before
continuing to today’s flight.
Flight Briefing: Lesson 6
On Today’s Flight
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We’ll practice normal or crosswind takeoffs.
Try to make the takeoff as smooth as
possible.
Fly a normal traffic pattern
Practice normal or crosswind landings. Get
the approaches stabilized, start the flare at
the proper time, look all the way down the
runway, and hold the nose up as long as
possible.
Thanks to Mid Island Air Service, Inc.
Brookhaven, NY (Michael Bellenir, CFI)
Flight Briefing: Lesson 6