Normal & Performance Take Offs And landings

Question 1

Short field takeoffs

Answer 1

-Perform at runways checks. Flaps 10°
- Line up on edge of runway as not to waste runway behind you. Creep forward to straighten out nose gear
- Hold brakes, smoothly apply power
- Verify and call out Power set, gauges green, release power
- You will notice that more rudder is required
- Rotate at 51kts for 172S (see POH)
- Climb at short field climb 56kts (see POH)
- Once clear of obstacle (CFI will inform us)
- Once 200’ AGL flaps 0°
- Continue climb at Vx=62kts to clear an “obstacle” or Vy=74kts for normal takeoff

Question 2

Short field landings

Answer 2

• 65kts on base, turn, then 61kts on final.
• Full flaps 30°
• It’s a mistake to aim for the threshold
• At this speed you need more power to make adjustments in elevation
• Raise the nose up will help you lose altitude quicker
• Maintain 61kts, land firmly. Greasing it in will waste distance down the runway (defeats purpose of short landing)
• Raise flaps immediately after touchdown. This assists with transferring weight to landing gear
• Apply full brakes, slow down deliberately and quickly
• READ POH

https://pilotinstitute.com/mastering-short-field-landings-a-step-by-step-guide/

Question 3

Normal Takeoff

Answer 3

Flaps - 0˚

Carburetor Heat - COLD

Throttle - FULL OPEN

Elevator Control - LIFT NOSE WHEEL @ 55 KIAS

Climb Speed - 70 - 80 KIAS

Question 4

Normal Landing

Answer 4

• 70kts on base, turn, then 65kts on final.
• Partial flaps 20°
• Determine your aim point past the threshold
• Use power to make adjustments in elevation
• Maintain 65kts, land gently. Grease it!
• Apply brakes, slow down gently

Question 5

Soft Field Takeoff

Answer 5

Wing Flaps - 10˚

Carburetor Head - COLD

Elevator Control - FULL AFT DURING TAXI & INITIAL TAKEOFF ROLL

Throttle - FULL OPEN

Elevator Control - AS NOSE LIFTS OFF, REDUCE ELEVATOR SLIGHTLY

As aircraft becomes airborne - LEVEL OFF IN GROUND EFFECT TO ACCELERATE TO Vx

Climb Speed - 70 - 80 KIAS

Question 6

Soft Field Landing

Answer 6

Remember: Protect the nose wheel
Stabilized approach
Remain in ground effect as long as you can
Carb heat off just before you land to avoid collecting debris
Land
Hold back yoke as long as you can to keep nose wheel off of grass
Do not use brakes
Maintain some speed to get to destination

https://youtu.be/ydqFa_tmDmM?si=LXrVYXzmC9ieaSIS

Question 7

Diversion

Answer 7

5Ts Method to Diversion

T - turn
Estimate your new direction by determining your current position (a point on the map or nearby landmark you can easily locate like a river) and a draw a line to your new destination. Set your heading.

T - time
Set your timer so you keep track when you start your diversion.

T - track
Determine your new track. Use your pencil line and reference a nearby compass rose. Confirm along the roads

T - throttle
Determine altitude (you might need to change it) and lean mixture

VFR Must fly cruising orders - certain - East is odd
0° -179° magnetic odd thousand plus 500. 3500 5500
180° - 359° magnetic even thousand plus 500. Ie 4500 6500

T - Twist
Set freq of your radios

Calculate distance, eta, fuel remaining

T - Talk
Make position report

Question 8

TAKEOFF CALLOUTS!

Answer 8

“RUNWAY IDENTIFIED!”
First of all, when lining up on an active runway the callout will be “Runway Identified”. This callout forces us to crosscheck that we are on the intended runway of use, with our DI and Compass card confirming the right heading.

“TIME 37!”
After having received our takeoff clearance, we glance at and take note of the time, before calling out “TIME 37”, meaning 37 minutes past the hour.
By making this callout we imprint in our short term memory the time of departure. This could prove useful in a situation where we may need full thrust for as long time as possible, allowing us to reduce power before exceeding any engine limitations.

“TAKEOFF POWER SET & CHECKED!”

When setting takeoff power, we scan our engine instruments to confirm that all parameters are within limits, that T’s & P’s are ‘in the green’, and we then callout “Takeoff power set and checked!”.

“BRAKES RELEASED!

We finally release the brakes (in case of a full stop takeoff) and confirm by calling out “brakes released”.
“40 KNOTS — CROSS CHECKED!”

As we start our takeoff roll down the active runway we monitor our ASI. Once accelerated to 40 knots indicated we cross check our primary and standby air speed indicators and callout “40 KNOTS, CROSS CHECKED!”

At VR, our rotation speed, we callout “ROTATE” and pull back on the yoke to raise the nose wheel off the ground.
“POSITIVE CLIMB!” — “GEAR UP!”

“VR, ROTATE!”

After liftoff, it’s important that we check that the airplane is indeed climbing. We are looking for at least a 500 feet per minute rate of climb. Once this is achieved, we tap our brake pedals to stop our main gear, and nose wheel, tyres from rotating. We callout “POSITIVE CLIMB!”.

If we are flying a complex airplane with a retractable gear, we will callout “GEAR UP!” once we confirm there to be insufficient runway remaining in order to land on the same runway. We then retract our landing gear.

After takeoff, we continue our climb out at our designated climb out airspeed up to the acceleration altitude. Here we will gently reduce our pitch so as to accelerate while continuing to climb or at the very least maintain our altitude.
Here, we will retract flaps and increase pitch to climb continue climbing up towards our Cruise Altitude.

Question 9

Stabilized Approach Criteria

During an approach, when the aircraft is below 300’ AGL the following criteria shall be used:

Answer 9

• The aircraft is on the correct flight path.
• Only small changes in heading/pitch are necessary to maintain the correct flight path.
• Rate of descent less than 800 fpm, ideally 500 fpm.
• Airspeed within +10/-5 kts of the approach speed
• Power less than 2000 rpm or 20” MP
• Sideslip during X-winds with longitudinal axis within 10° or runway centreline
• touchdown within 1 main wheel width of centreline

-Landing possible in the first one-third of runway

Question 10

Forced Landing - engine failure

Answer 10

https://www.studyflight.com/forced-landing/

HASEL check first

1. Configure airplane for best glide.
2. Pick a field. Ideally with undershoot and overshoot options
3. Attempt restart
4. Declare emergency - Mayday Call
5. Configure airplane for landing
   6.