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

51. 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

52. Plan,Orient and Maneuver
At 45o
Altitude Increasing
Airspeed Decreasing
Pitch Attitude Maximum
Bank Angle 15o

53. Plan,Orient and Maneuver
At 90o
Altitude Maximum
Airspeed Minimum
Pitch Attitude Level
Bank Angle 30o

54. Plan,Orient and Maneuver
At 135o
Altitude Decreasing
Airspeed Increasing
Pitch Attitude Minimum
Bank Angle 15o

55. Plan,Orient and Maneuver
At 180o
Altitude Entry
Airspeed Entry
Pitch Attitude Level
Bank Angle 0o

56. Common Errors Poor selection of reference points
Easily identified
Not too close
Uncoordinated use of the flight controls

57. Common Errors
Maintain coordinated flight
Compensate for torque
Check inclinometer
Unsymmetrical loops from poor pitch and bank attitude changes

58. Common Errors Inconsistent airspeed and/or altitude at key points
Stalling before reaching the 90o point
Excessive diving
Rushing the angle of bank
Inconsistent airspeed and/or altitude at key points

59. 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

60. Common Errors Excessive deviation from reference points
Each 45o segment must be preplanned and the proper pitch and bank attained

61. Eights-on Pylons

62. 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

63. 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

64. 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.

65. 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

66. Determine the Pivotal Altitude
(Groundspeed in knots)2 = Pivotal Altitude
11.3
= 885

67. 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

68. 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

69. Use Pivotal Altitude
Do not use rudder to force the reference line forward or backward to the pylon

70. 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

71. 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

72. 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

73. Common Errors Improper timing of turn entries and rollouts
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

74. Common Errors
Rollout needs to be timed to allow the airplane to proceed diagonally to a point downwind of the second pylon

75. 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