Take Offs & Landings Flashcards
Short field takeoffs
- At hold short line, perform “At Runway” checks 172N no flaps
- Taxi onto runway, position yourself at the very beginning as not to waste runway behind you. Creep forward slightly to straighten out nose gear. Remember the aim for the centre.
- Hold brakes, smoothly apply full power (1-2-3) check & call out “Power Set”, “Engine checked - Gauges Green”, Releasing brakes”. Note that more rudder is required due to using all engine power.
- Announce “airspeed alive”. When at 40kts confirm before halfway point, GO/NO GO Charlie and that you continuing.
- Rotate at 51kts for 172S.
- Climb at short field climb 56kts. Once clear of imaginary obstacle (DPE will inform us) continue climb at Vy=74kts. - Once 200’ AGL
- Report clear of circuit
Short field landings
- EXTEND DOWNWIND TO ALLOW LINING UP and best judge your aim point
- 65kts on base. Configure plane in turn so that you at at speed on final
- 61kts on final
- Radio Call: GOLF JULIET UNIFORM FOXTROT on Final 0-3 Full Stop
- Full flaps 30°
- Verbalize touchdown zone
- Verbalize go / no go point otherwise you’ll go around
- Aim 200’ before your touchdown point.
- It’s a mistake to aim for the threshold because you may undershoot
- At this speed you need larger power adjustments to make changes in elevation
- Raise the nose up will help you lose altitude quicker
Ask yourself “High or Low, Fast or Slow?”
- Maintain 61kts, land firmly. Greasing it in will waste distance down the runway (defeats purpose of short landing)
-After you land:
- Raise flaps immediately after touchdown. This assists with transferring weight to landing gear
- smoothly pull yoke to full back pressure. slow down deliberately and quickly
- Apply brakes gently then firm. Say “I don’t want to stress the brakes too much”
Normal Takeoff
Complete at runway checks
Configure aircraft
Flaps - 0˚
Carburetor Heat - COLD
Specify GO/NO GO decision point Charlie
Release brakes
Throttle - apply 1-2-3 to FULL OPEN
Confirm takeoff power
Elevator Control - LIFT NOSE WHEEL @ 55 KIAS
Climb Speed - Vy 74 KIAS
Complete appropriate checks
Normal Landing
- 70kts on base, turn, then 65kts on final.
- Partial flaps 20°
- Determine your aim point past the threshold
Call landing point and go no go point - Use power to make adjustments in elevation
- Maintain 65kts, land gently. Grease it!
- Apply brakes, slow down gently
Soft Field Takeoff
Complete appropriate checklists
Specify GO /NO GO decision point
Wing Flaps - 10˚ 172N / 172R/S
Carburetor Head - COLD
Elevator Control - FULL AFT DURING TAXI & INITIAL TAKEOFF ROLL
Throttle - smoothly 1-2-3 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
- Taxi onto runway centerline with yoke in full aft position
- No brakes, keep rolling and smoothly apply full power
- Announce (engine instruments checked)
- Reduce back pressure to allow nose wheel to remain 2 inches off ground
- Announce “airspeed alive”
- When airborne, lower nose in order to remain in ground effect
- No obstacle -accelerate to 56 kts, pitch for Vy, retract flaps above 62 kts, Continue climb at Vy (74 kts)
-
Obstacle
- accelerate to and climb at Vx-56 kts until clear of obstacle
- Announce “obstacles cleared” pitch for Vy, retract flaps above 62 kts,
Continue climb at Vy (74 kts)
Soft Field Landing
- Remember: Protect the nose wheel
- Stabilized approach
- Remain in ground effect as long as you can
- Once you’ve made the runway you may use a small amount of power to maintain smoothness
- 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
- Abeam touchdown point (power 1500rpm, 10° flaps-under 110 kts)
- Pitch for 80 kts.
- When touchdown point is 45° off shoulder turn base.
- Extend 20° flaps and pitch for 75 kts.
- Turn final, extend 30° flaps, and pitch for 65 kts
- Approaching touchdown, begin flare, using power to minimize sink rate and touchdown as gently as possible
- Apply full back pressure on yoke to keep weight off nose wheel.
- Keep flaps down, use aerodynamic braking only
TAKEOFF CALLOUTS!
“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 Heading Indicator 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.
“GO NO GO POINT Charlie otherwise abort takeoff”
“GAUGES GREEN”
“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!”
“AIRSPEED ALIVE”
We finally release the brakes (in case of a full stop takeoff) and confirm by calling out “brakes released”.
“55 KNOTS — CHECKED! “VR, ROTATE!”
At VR, our rotation speed, we callout “ROTATE” and pull back on the yoke to raise the nose wheel off the ground.
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 RATE OF 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.
Stabilized Approach Criteria
During an approach, when the aircraft is below 200’ AGL the following criteria shall be used:
- 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 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
Go Around
POWER UP, PITCH UP, CLEAN UP
- On go around decision, simlataneously:
- Throttle – Smoothly Full open
- Carb heat off if applicable
- Pitch up
- **retract flaps 20° - Positive ASI - 60 kts - flaps 10°
- Clear obstacle Positive Altitude - 200’ AGL flaps 0°
- Accelerate to Vx/ Vy as appropriate.
TAXI Callouts
LEFT TURN
- compass number DECREASING
- attitude indicator STEADY
- heading indicator DECREASING
- turn coordinator LEFT BANK, BALL RIGHT
RIGHT TURN
- compass numbers INCREASING
- attitude indicator STEADY
- heading indicator INCREASING
- turn coordinator RIGHT BANK, BALL LEFT
