4.4 Takeoffs, Landings, Slow Flight & Emergency Procedures

Takeoffs, Landings, Slow Flight & Emergency Procedures

The commercial pilot knowledge areas include "maneuvers, procedures, and emergency operations appropriate to the aircraft" (14 CFR 61.125(b)(13)), and the private areas include safe and efficient operation of aircraft (61.105(b)(7)). The FAA's published AGI sample questions reflect this: they ask how to correct for crosswind in cruise, why an airplane is hard to control in a full-flap go-around, what excessive speed on final causes, how short- and soft-field takeoffs differ, and how to teach slow flight. The primary reference is the Airplane Flying Handbook (FAA-H-8083-3C), with performance standards in the Private and Commercial Pilot Airman Certification Standards (ACS).

Crosswind Correction in Cruise and on the Runway

In cruise, a pilot compensates for wind drift by establishing a heading into the wind (a crab) with coordinated use of the controls. The airplane flies straight and coordinated; only its heading differs from the ground track. Holding rudder to point the nose down the track while banking the other way is a slip, which adds drag and is inappropriate for cruise.

For takeoff and landing, the aircraft's longitudinal axis must be aligned with the runway at touchdown or liftoff to avoid side loads on the landing gear. The Airplane Flying Handbook teaches two landing methods:

On the takeoff roll in a crosswind, the pilot starts with full aileron into the wind and reduces it as speed builds, uses rudder to track the centerline, and lifts off cleanly to avoid side-skipping.

Short-Field and Soft-Field Takeoffs

• Short-field takeoff: Use the POH flap setting, start at the very beginning of the runway, apply full power (with brakes held if the POH recommends), rotate at the recommended speed, and climb at VX (best angle) until the obstacle is cleared, then accelerate to VY.
• Soft-field takeoff: Keep the airplane moving on the soft surface, hold back-elevator pressure to lift the nosewheel early and transfer weight from the wheels to the wings, and lift off at the lowest possible airspeed. Then lower the nose slightly and accelerate in ground effect to VX or VY before climbing out of ground effect (see Section 3.4).
• Soft-field landing: Touch down at the lowest possible airspeed with the nose held off, often with a little power, and keep the nosewheel off the surface as long as possible.

Approach Speed, Floating & Go-Arounds

An approach flown too fast leaves the airplane with excess energy. In the flare it enters ground effect, induced drag drops, and the airplane floats far down the runway, often ending in a long landing or an overrun. Forcing it onto the runway invites a bounce or a wheelbarrow. The cure is a stabilized approach at the POH or 1.3 VSO approach speed with gust corrections.

A go-around (rejected landing) should be initiated early, as soon as the pilot decides the approach or landing cannot be completed safely. The FAA teaches three elements: power, attitude, configuration.

1. Power: apply takeoff power smoothly and promptly.
2. Attitude: hold the pitch attitude that stops the descent and gives a climb; right rudder counters the left-turning tendencies.
3. Configuration: retract flaps in increments (first to an intermediate setting such as 20°), retract the gear after a positive rate of climb, and retract the remaining flaps at a safe altitude and airspeed.

A common trap: the approach was trimmed nose-up for full flaps and low speed. When full power is applied, the trim and the flaps create a strong nose-up pitching moment, so poor controllability in a full-flap go-around is usually caused by that trim setting. The pilot must use firm forward pressure and retrim.

Slow Flight and Stall Recovery

The current ACS defines slow flight as flight at an airspeed at which any further increase in angle of attack, increase in load factor, or reduction in power would result in a stall warning (horn, buffet, or other cue). Instructors should cover it in both clean and landing configurations, in straight flight, turns, climbs, and descents, because this is where approaches, departures, and go-arounds happen. The student learns how control effectiveness decreases, how much power the airplane needs on the back side of the power curve, and how quickly a stall warning appears if the nose comes up.

The Airplane Flying Handbook's stall recovery sequence puts reducing angle of attack first:

1. Disconnect the autopilot or flight director if engaged.
2. Reduce the angle of attack (lower the nose) until the stall warning stops.
3. Roll the wings level.
4. Add power as needed.
5. Return to the desired flight path.

Emergency Operations

The Airplane Flying Handbook stresses that the pilot's first duty in any emergency is to maintain control of the airplane; a controlled touchdown at the slowest safe speed into a poor landing site is far more survivable than a stall-spin while trying to reach a better one.