AIRCRAFT HANDLING

1. AIRCRAFT HANDLING Part 6 General Flying

2. General Flying • Before taxiing onto the runway a pilot must: • Complete his Vital Actions • Receive permission from the controller • Check that the approach is clear • Test the flying controls for motion & response 2 2 22 AIRCRAFT SERVICING PLATFORM TAXI WAY

3. General Flying Taxiing for take-off, the pilot stops at the Holding Point, a white line across the taxiway, From here the pilot has a good view of the runway and final approach. 2 2 22 AIRCRAFT SERVICING PLATFORM Holding Position & Holding Board TAXI WAY

4. General Flying At the holding point, light aircraft pilots turn their aircraft about 45 degrees into wind, to complete their pre take-off checks. Wind 2 2 22 AIRCRAFT SERVICING PLATFORM Holding Position & Holding Board TAXI WAY

5. General Flying • Close to the runway holding position • is the runway controller’s caravan. • His duty is to scrutinize aircraft about to take-off, • checking for signs of danger • such as loose panels, fuel leaks, oil leaks, • and hydraulic leaks. Wind 2 2 22 AIRCRAFT SERVICING PLATFORM Holding Position & Holding Board TAXI WAY

6. Take Offs Wind is a crucial factor affecting take-off, and take-off is normally made into the wind. As the aircraft lines up, any headwind along the runway will serve to shorten the take-off run. Wind 2 2 22 AIRCRAFT SERVICING PLATFORM TAXI WAY

7. Take Offs A 20 knot headwind along the runway will be indicated as 20 kts on the aircraft’s airspeed indicator (ASI). 20kt wind 2 2 22 AIRCRAFT SERVICING PLATFORM TAXI WAY

8. Take Offs • Wind velocity produces a steeper • angle of climb after becoming airborne. G/S = 90kts IAS = 90kts G/S = 80kts IAS = 80kts No wind G/S = 0kts IAS = 0kts 500ft 1 minute G/S = 90kts IAS = 70kts G/S = 60kts IAS = 80kts 20kt wind G/S = 0kts IAS = 20kts 500ft 1 minute

9. Take Offs • The length of the take-off run depends on: • All-up weight • More weight means more lift, • which means more speed gained • by increasing run up. • Amount of flap • Higher co-efficient of lift enables the aircraft • to take off at a lower Indicated Air Speed (IAS) • Engine power • Greater thrust means faster take off. • Runway gradient • Uphill = less acceleration = longer take-off.

10. Take Offs • The length of the take-off run depends on: • Runway surface • Moisture, mud, grass, pot holes, • all increase friction, • decrease acceleration & increase take off. • Air temperature • High air temp reduces the air density • reducing lift at a given airspeed. • Thrust can be reduced by • 4%- 5% per 5ºC above 15ºC. • Airfield elevation • Reduced air density at • altitude increases the length of take-off.

11. 0 0 1 8 The Circuit Aircraft may be taking off and completing the circuit to practice landings. To reduce congestion and risk of collision, aircraft should enter the circuit in a planned and systematic manner. ‘Dead’ side Take off Finals Wind The Circuit Downwind leg

12. 0 0 1 8 The Circuit The pilot approaches the airfield, looking-out for other aircraft. After clearance, he will join overhead at a minimum height of 1000 ft above circuit height. ‘Dead’ side Wind The Circuit Downwind leg

13. 0 0 1 8 The Circuit The pilot lets down on the ‘dead’ side in a wide curve, to reach the start of the downwind leg at circuit height. ‘Dead’ side Wind The Circuit Downwind leg

14. 0 0 1 8 The Circuit Pre-landing checks are completed on the DOWNWIND leg ‘Dead’ side Wind The Circuit Downwind leg

15. 0 0 1 8 The Circuit On approach, flaps are lowered to give a steeper descent for a set speed, a lower stalling speed and a better view over the nose of the aircraft. ‘Dead’ side Finals Wind The Circuit Downwind leg

16. 0 0 1 8 The Circuit It must be remembered on approach that when the throttle is opened, a jet engine does not respond as quickly as a piston engine. ‘Dead’ side Finals Wind The Circuit Downwind leg

17. The Landing To land the aircraft the pilot changes the descending path of the approach to one level with, and just above, the ground. This is known as the ‘round out’. Runway

18. The Landing The aircraft is then flown parallel to the ground, with increasing angle of attack and falling airspeed, until touchdown. This is known as the ‘hold-off’ or ‘float’. Runway

19. The Landing Landing a nose-wheel aircraft, the nose-wheel should be held off the ground until after the main wheels touch. Runway

20. The Landing With tail wheel aircraft, all three wheels should touch the ground together – a three point touchdown. Runway

21. Check of Understanding What do light aircraft normally do at the runway holding point? Turn downwind Shut down their engines Turn into the wind Stop heading along the taxiway

22. Check of Understanding If an aircraft is positioned ready for take-off and the headwind is 30 kts, what will be indicated on the ASI? Zero 60 kts 20 kts 30 kts

23. Check of Understanding What is the opposite side of an aerodrome's downwind side known as? Dead side Upwind side Finals side Approach side

24. Check of Understanding When the throttle of a jet engine is opened the engine responds: Slower than a piston engine The same as a piston engine Faster than a piston engine Slower if the temperature is higher

25. Check of Understanding In the landing phase, What is the point called where the pilot changes the descending path of the approach to one level with, and just above, the ground is called: The hold-up The hold-off The round-out The round-up

26. Check of Understanding In the landing phase what is the period in which the aircraft is flown parallel to the ground with increasing angle of attack and falling airspeed to the touchdown point called? The touch point or float The hold-up or float The float point or touch The hold-off or float

27. Check of Understanding When landing a nose-wheel aircraft when should the nose-wheel touch the ground? Behind the main wheels Before the main wheels With the main wheels After the main wheels

28. AIRCRAFT HANDLING End of Presentation