Contents


AREA OF OPERATION
TAKEOFFS, LANDINGS AND GO-AROUNDS
A. Task: NORMAL AND CROSSWIND TAKEOFF AND CLIMB
REFERENCES: AC 61-21; Airplane Handbook and Flight Manual
NORMAL AND CROSSWIND TAKEOFFS
Vy + 10 and - 5 knots
P 1. Know elements of normal and crosswind takeoff and climb, positions flight controls, flaps, clears, runway alignment,
P 2. CHECKLIST, center line, smooth power, gauges, directional control, rotation speed, Vy attitude within 5 kts., trim, (flaps/gear if any) alignment, completes C H E C K L I S T

EX Takeoff elements, clearing, alignment, rotation, climb, airspeeds, configuration, emergency. May need to discuss crosswind if none exists. Complete pre-takeoff checklist. Windows, belts, doors, tower frequency, transponder ON, time check, trim set, emergency CHECKLIST. Review communications, departure course, first checkpoint, next frequency. Monitor tower frequency. Contact tower before leaving runup area; get time check. "Taxi closer and hold; taxi into position and hold; cleared for immediate takeoff", are common ATC directives. Acknowledge and comply with the first two if approach is clear. Refuse any clearance for immediate takeoff unless you are really ready.

When cleared, turn plane to clear base and final approach areas while taxiing smoothly to align with the runway center line. Apply smooth full power, applying back pressure to relieve weight from nose wheel. Use right rudder to maintain runway alignment. Set nose attitude that will give lift off at Vso. When airborne lower nose to Vy attitude, accelerate, and trim.

At 300' check engine instruments, runway alignment, and possible parallel runway traffic. Position heading to maintain alignment. Plan turns at above safe/required altitudes with headings wind corrected to give desired crosswind ground track. Keep hand on throttle until above 1000'.

If departing straight out from one of two parallel runways it is wise to make at least a 10-degree turn away from the adjacent runway. This should be done regardless of wind conditions. Standard departures are at 45 degrees. A crosswind departure is at right angles. A downwind departure parallels the runway at least until mid-field. A 270 degree turning departure over the airport usually requires that crossing the airport exceed the pattern altitude by 500'. If it is possible to misconstrue the direction of your departure it is wise to include your destination as an indicator. Expect to be judged during the test on use of after-takeoff checklist on EVERY takeoff.
See instructional material on takeoffs and departures.

NORMAL AND CROSSWIND TAKEOFF 
References: AC 61-21, POH, Flight manual
Vy + 10 and - 5 knots
P 1. Knows all elements related to normal and crosswind operations. How are things the same and how are they different.
P 2. Holds yoke properly for wind and flaps according to POH.
P 3. Clears area, taxies into positing and alignment on centerline.
P 4. Smooth power changes to appropriate settings.
P 5. Rotates at recommended airspeed, after liftoff accelerates and climbs at Vy
P 6. Pitch and climb set for Vy climb +10/-5 knots.
P 7. Gear and flaps set as required by POH.
P 8. Takeoff power maintained to safe maneuvering altitude.
P 9. Direction and crab maintained as required on takeoff and climb.
P 10. Knows and follows noise abatement procedures.
P 11. C H E C K L I S T, center line, smooth power, gauges, aileron deflection, yoke position, directional control, rotation to crab angle, Vy attitude within 5 kts, trim, (flaps/gear if any), alignment, C H E CK L I S T.

EX Takeoff elements such as elevator deflection, yoke pressure, lift off rotation, crabbing, alignment, climb, airspeed, ground track wind allowances in turns and headings.

Complete pre takeoff checklist. Windows, belts, doors, tower frequency, transponder ON, time and wind checks, emergency options, C H E C K L I S T , a i l e r o n -d e f e l e c t i o n -f o r- w i n d . Review communications, departure course, first checkpoint, next frequency.

Use normal takeoff procedures from previous section except be sure to maintain aileron deflection and yoke pressure sufficient to avoid premature lift off. Premature lift off may cause the plane to slide/skip sideways on the runway, raise the upwind wing, and make the aircraft uncontrollable. Hold the plane on the runway until sufficient airspeed is available to permit quick movement of the yoke and ailerons. This movement must be sufficient to get the aircraft airborne, in ground effect, crabbed, level, into the wind with rudder, and without returning to the ground. Five knots above Vso is deemed sufficient. Hold Vy and use crab to keep ground track in alignment with the runway.

Be aware that where parallel runways exist more or less crab angle may be desirable to assure clearance from the adjacent runway. Adjustments must be made to the crosswind, downwind, and base legs to adjust for proper ground track.

Airport patterns must be adjusted on the downwind and base by crabbing to maintain ground track. The turns must be adjusted as to lead time and angle to correct for the wind factor. Winds can cause illusions of speed over the ground that are not translated into airspeed on the indicator. Fly the airspeed.

Common errors are failing to maintain proper aileron yoke position, letting aircraft settle back down after liftoff, improper application of rudder at liftoff, failing to maintain/vary crab angle to maintain alignment, failing to maintain airspeed during crosswind turns.
See instructional material on airport procedures.

B. Task: NORMAL/CROSSWIND APPROACHES AND LANDINGS
REFERENCE: AC 61-21, Handbook, Manual
NORMAL AND CROSSWIND LANDING PROCEDURES
Recommended speeds or 1.3 Vso + 10 and - 5 knots plus gust factor, within 400 feet past selected touchdown point
P 1. Knows all elements related to normal and crosswind operations. How are things the same and how are they different.
P 2. Uses conditions of wind, airport and obstructions to select best approach and touchdown point.
P 3. Uses recommended approach, configuration, speed, pitch and power as required.
P 4. Has stabilized approach at recommended Vref approach speed and no more than 1.2 Vso +10/-5 knots + gust factor.
P 5. Smoothly performs the flying required by the airport pattern. Maintain the approach speed from the numbers to flare within 5 knots. Make smooth, timely flight corrections.
P 6. Makes touch down within 400' beyond selected point with no drift and the longitudinal axis over and aligned with the runway centerline.
P 7. Maintains crosswind correction and directional control throughout the approach and landing.
P 8. Completes the appropriate checklist.

EX Be able to explain all elements, including airspeed, flap use, and traffic safety. Discuss how you must fly to obtain a desired ground track by compensating for the wind. Tell how airspeed control makes it possible to achieve landing accuracy.

The key word is smooth. The best complement that can be paid a pilot is that he is smooth. To be smooth you must both plan and anticipate every step you will perform in the landing process. It is helpful to verbalize as you proceed. CHECKLIST

"Downwind mid-field, pre-landing fuel, mixture, gauges, altitude, track. Abeam the numbers, Carb Heat, power 1500, hold heading and altitude. Trim down three. At 60 knots, 1500' and pattern altitude, 4 count of flaps, yoke forward, trim up one.

CLEAR, slightly forward into the turn, rudder, back pressure at 30 degrees, slightly forward to level. 60 knots, 4 count of flaps, yoke forward, trim up one. CLEAR, 60 knots rudder, slightly forward into the turn, back pressure at 30 degrees, slightly forward to level. 60 knots, 6 count of flaps or as required, 60 knots, 60 knots! 1500 RPM,
Roundout and begin to reduce power in 100 RPM increments as yoke is logarithmically brought full back and up throughout the flare. Hold the yoke full back until the nose falls by itself.
Post landing CHECKLIST. Clean up the flaps and cockpit.

With the foregoing as a base it is relatively easy to correct errors in the approach. Try to keep the power of 1500 RPM and the 60 knots airspeed as constants. Use the flight path and flaps to set up your final approach glide path. If you are ever low add full power for up to 30 seconds while holding 60 knots with forward pressure; then back to 1500 RPM. If after full flaps you are high, reduce power in increments. If still high speed may be reduced to 55 or even slower if aircraft is light.

Any drift on final must be corrected by side slip. Keep the nose parallel to the center line with the rudder and lower the wing to slide the plane into line with the center of the runway. This is half a Dutch roll. Since wind velocities vary with altitude so must your slip corrections be varied. You should not see the runway at moment of in a full stall landing. Keep your eyes on the horizon for visual indication of ballooning.
See instructional material on landings

Aside: Only the FAA would consider grouping the explanation of the normal and crosswind procedures under the same heading. Here is my addendum for the crosswind landing. Gene

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