CIRCUIT TRAINING—TAKEOFFS, THE CIRCUIT, AND LANDINGS

CIRCUIT TRAINING—TAKEOFFS, THE CIRCUIT, AND LANDINGS

Takeoffs

Aim

Students must demonstrate the ability to conduct safe takeoffs using the correct procedures and techniques for the actual wind conditions, runway surface and length, or conditions specified by the Examiner.

Description

You will be required on the flight test to demonstrate two takeoffs, the first being a normal takeoff, and the second being either the short-field takeoff, or the soft-field takeoff. Where practicable, at least one of the takeoffs will be based on a previously calculated performance, and, if possible, at least one of the takeoffs will be completed under crosswind conditions. For the purpose of the exercise, the Examiner may specify simulated conditions for takeoffs, such as the surface conditions, obstacles to be cleared, and the available runway length. Of special note, the student must be able to explain the operational necessity for any variations from recommended speeds—e.g., gusty or crosswind conditions.

Performance Criteria—Normal Takeoff

Private Pilot Students must:

perform an effective passenger safety review;
complete appropriate checklists;
position the flight controls and configure the aeroplane for the existing or simulated conditions;
check for traffic, taxi into the take-off position, and align the aeroplane on the runway centreline;
advance the throttle smoothly to take-off power;
confirm that take-off power has been achieved;
maintain the nosewheel (or tailwheel) within 15 feet of the centreline during the take-off roll;
rotate at the recommended airspeed (+10/-5 knots);
accelerate to and maintain the recommended climb speed
(+10/-5 knots);
retract the landing gear (where applicable) at a safe height;
maintain take-off power to a safe height then, where applicable, set climb power;
eliminate drift and track along runway centreline and extended centreline;
comply with noise abatement procedures;
complete appropriate checks.

Commercial Pilot Students are not assessed with respect to normal takeoffs.

Performance Criteria—Soft-field Takeoff

Private Pilot Students must:

perform an effective passenger safety review;
complete appropriate checklists;
specify a GO/NO GO decision point to the examiner;
position the flight controls and flaps for the actual or simulated conditions;
check for traffic;
taxi onto the take-off surface at a safe speed, align the aeroplane and, without stopping, advance the throttle smoothly to take-off power (ATC instructions must be complied with);
confirm that take-off power has been achieved;
establish and maintain a pitch attitude that will effectively and efficiently transfer the weight of the aeroplane from the wheels to the wings;
maintain directional control during the take-off roll;
lift off at the slowest safe airspeed appropriate for actual or simulated conditions;
remain in ground effect after takeoff while accelerating to the recommended climb speed or Vy;
establish the pitch attitude for the recommended climb speed and maintain that speed, (+10/-5 knots);
retract the landing gear, where applicable, at a safe height;
retract flaps, where applicable, at a safe height;
maintain take-off power to a safe height, then, where applicable, set climb power;
maintain proper drift correction in the climb;
complete appropriate checks.

Commercial Pilot Students must:

perform an effective passenger safety review;
complete appropriate checklists;
specify a GO/NO GO decision point to the examiner;
position the flight controls and flaps for the existing or simulated conditions;
check for traffic and taxi onto the take-off surface at a safe speed and, without stopping, advance the throttle smoothly to take-off power (ATC instructions must be complied with);
confirm that take-off power has been achieved;
establish and maintain a pitch attitude that will effectively and efficiently transfer the weight of the aeroplane from the wheels to the wings;
maintain directional control during the take-off roll;
lift off at the slowest airspeed commensurate with safety in existing conditions;
remain in ground effect after takeoff while accelerating to the recommended climb speed or Vy;
establish the pitch attitude for the recommended climb speed and maintain that speed (+10/-5 knots);
retract the landing gear (where applicable) at a safe height;
retract flaps (where applicable) at a safe height;
maintain take-off power to a safe height, then, where applicable, set climb power (±0.5” MP, ±50 RPM);
maintain proper drift correction in the climb;
complete appropriate checks.

Canadian Airforce Buffallo, departing Langley Airport's Runway 19. Langley Flying School.

Performance Criteria—Short-field Takeoff

Private Pilot Students must

perform an effective passenger safety review;
complete appropriate checklists;
specify a GO/NO GO decision point to the examiner;
position the flight controls and flaps for the existing conditions;
check for traffic and taxi into position for maximum utilization of available take-off distance;
advance the throttle smoothly to take-off power while holding brakes, or as recommended by the manufacturer;
confirm that static take-off power has been achieved;
maintain directional control during the take-off roll;
rotate at the recommended airspeed (+10/-5 knots), lift off and accelerate to the recommended obstacle clearance airspeed or Vx, whichever is the greater;
establish the pitch attitude for the recommended obstacle clearance airspeed or Vx, and maintain that speed (+10/-5 knots) until any obstacle is cleared or until reaching 50 feet AGL;
retract the landing gear (where applicable) at a safe height;
retract flaps (where applicable) at a safe height;
maintain take-off power to a safe height, then, where applicable, set climb power;
maintain directional control and proper drift correction in the climb;
complete appropriate checks.

Commercial Pilot Students must:

perform an effective passenger safety review;
complete appropriate checklists;
specify a GO/NO GO decision point to the examiner;
position the flight controls and flaps for the actual or simulated conditions;
check for traffic and taxi into position for maximum utilization of available take-off distance;
advance the throttle smoothly to take-off power while holding brakes, or as recommended by the manufacturer;
confirm static take-off power has been achieved;
maintain directional control during the take-off roll;
rotate at the recommended airspeed (+10/-5 knots), lift off and accelerate to the recommended obstacle clearance airspeed;
establish the pitch attitude for the recommended obstacle clearance airspeed or Vx, and maintain that speed (+10/-5 knots) until any actual or simulated obstacle is cleared or until reaching 50 feet AGL;
retract the landing gear (where applicable) at a safe height;
retract flaps (where applicable) at a safe height;
maintain take-off power to a safe height, then, where applicable, set climb power (±0.5” MP, ±50 RPM);
maintain directional control and proper drift correction in the climb;
complete appropriate checks.

Discussion

The Takeoff

For a departure from RWY 19 at Langley, a back track is always requested. As they say, there is nothing more useless than runway behind you and altitude above you—the extra 75 feet or so might be crucial in getting the aircraft stopped in the event of a rejected or aborted takeoff. Once the clearance for takeoff is received, turn on the anti-collision light and move expeditiously to position, being careful to ensure the aircraft is positioned straight on the hash marks with the rudders neutralized. Before entering the runway, however, have a final visual check to ensure the approach and departure areas are clear of other aircraft. In position, the heading indicator should be adjusted to the runway heading (without the use of the compass).

Advance the throttle smoothly and sufficiently slow so that you can make rudder corrections for the left yaw associated with gyroscopic effect and slipstream. Never give up the centreline as the aircraft accelerates—lock onto the hash marks. The control column must be “checked” in the neutral pitch position and ensure there is correct aileron input for any crosswind conditions which may be in existence.

In a crosswind condition, the up-wind wing is prone to acquire lift before the down-wind wing and the aileron inputs are done to guard against a premature takeoff with the wings having different lift values. If there is even a slight crosswind, full aileron deflection should be in-putted into the wind; as the aircraft accelerates the crosswind deflection should be progressively decreased and the amount of aileron deflection at the point of rotation varies with the magnitude of the crosswind component. The greater the crosswind component, the more residual aileron deflection is kept at rotation point. At the point of rotation, further left yaw correction will be required through the use of right rudder in response to asymmetric prop thrust and precession.

The target pitch attitude during the rotation in a normal takeoff varies with the aircraft weight. For the Cherokee, it is happiest with about 8° pitch-up, but this should of course be a visual pitch reference—for most, the nose should be placed just slightly above the horizon.

After rotation, allow the aircraft to crab into any crosswind (with, of course, your application of right rudder), with the goal being to track the projected centreline of the runway. If the pitch inputs are correct, the airspeed will very quickly settle at the correct Vy speed.

Guard the throttle with your right hand up to 500’ AGL (i.e., the right hand remains on the throttle) and the right hand should only leave the throttle to make trim adjustments.

Under normal circumstances, the aircraft heading should reference the runway projected centreline, adjusting for crosswind. On a RWY 19 departure, noise abatement procedures require a smooth left turn to a heading of approximately 150° so that the aircraft will depart over the green strip (away from housing).

Cherokee GODP on departure Runway 19, Langley Airport. Langley Flying School.

Short-field Takeoffs

Prior to this takeoff, 25° flaps are selected and the aircraft is taxied to position so that the maximum available length of the runway is used. After positioning the aircraft on the centreline, and the heading indicator set to runway heading, the brakes are held firmly with the feet as the throttle is smoothly set at full power. The power indicated on the RPM is confirmed and the brakes are smoothly released. Pitch during the takeoff roll should be neutral. As the aircraft accelerates through Vso (stall speed in a landing configuration), the control column is pulled back in a smooth but firm motion until the aircraft rotates and leaves the ground. This rotation action should take about two seconds. If gusting conditions are present, a value equal to one-half the gust should be added to this rotation speed. Immediately after the aircraft leaves the ground, the control column should be smoothly pushed forward sufficiently to level the aircraft in ground effect (within a distance equal to one-half the wind span). Level in ground effect, control the aircraft so as to track above the runway centreline. The aircraft should accelerate to near Vx (best-angle climb) speed before a climb attitude is established.

Soft-field Takeoffs

The control column is held all the way back as the aircraft manoeuvres to position and 25° flaps are selected as per the Pilot Operating Handbook. The aircraft should not stop moving (for fear of the nose gear digging into an actual or simulated soft surface), and should instead begin the takeoff roll in one continuous yet controlled movement. Before full power is applied, line up on the centreline and set the heading indicator. With the control column still held fully back, smoothly apply full power (confirming the RPM indications). As the aircraft accelerates the nose gear will lighten, and then leave the runway in accordance with the full pitch-up command. At the moment the nose gear lifts, apply smooth but quick forward pressure on the control column sufficient to maintain the climb attitude. As the aircraft further accelerates the aircraft will leave the ground; when this occurs, the control column should be smoothly pushed forward sufficiently to level the aircraft in ground effect, allowing the aircraft to accelerate to the target climb speed (Vx). As in all takeoffs, centreline tracking is crucial.