E. Task: 
SHORT-FIELD TAKEOFF AND CLIMB
REFERENCES: AC 61-21; Airplane Handbook and Flight Manual

P 1. Knows elements of short-field procedures. Can discuss the takeoff situation and aircraft performance required for a particular situation.
2. Knows and sets configuration and controls for wind and flaps according to POH.
P 3. Clears the area; taxies to takeoff position to use maximum length of runway in alignment with the centerline. (In the REAL world, there may be some advantage to getting maximum diagonal across the runway to take advantage of any available headwind component.)
P 4. Advances throttle smoothly to takeoff power.
P 5. Rotates at POH suggested speed, lifts off and climbs at Vref for POH obstacle clearance seed or Vx.
P 6. Sets pitch for obstacle clearance airspeed or Vx, and maintains speed +10/-5 knots, until obstacle is cleared, or until 50' above the takeoff surface.
P 7. Passing the obstacle pitch and speed is changed to Vy or Vref during remainder of climb at +10/-5 knots.
P 8. Retracts gear and flaps as suggested by POH.
P 9. Takeoff power is held until safe altitude is reached.
P 10. Maintains directional control and proper wind drift throughout the procedure.
P 11. Complies with noise abatements procedures.
P 12. completes the appropriate checklist.

EX C H E C K L I S T , configuration, rolling or locked brake start,
Conditions, 50' FAA tree, maximum acceleration with minimum drag, rotate just before Vx, climb at Vx to 50' to clear obstacle, Vy for best rate, alignment.

The C-150 does not use any flaps for the short field takeoff. The short field presumes a 50' obstacle which need to be cleared on takeoff. The manual gives ground run and distance needed to clear at differing conditions such as altitude and aircraft weight. No measurable differences have been found between a rolling departure and a locked braked departure. Both require that the maximum available runway be used. With the locked brake system, full power is applied before the brakes are released. The yoke is held so that the least aerodynamic drag is produced without producing excess nose wheel pressure. Rotate slightly before Vx and establish Vx immediately since this the best climb for distance covered. A count of 10 (seconds) is sufficient to gain 50' and clear the obstacle. If the aircraft is light a slightly lower Vx exists. If you plan to fly at a slower than gross weight Vx be sure to advise the examiner. The test does not allow for any climb below Vx speed. Once the obstacle is cleared accelerate to Vy. Use the manual to determine the proper configuration.

Common mistakes are failure to configure the aircraft before takeoff, not using full length of runway, rotating too soon, climbing at below Vx, waiting too long to accelerate to Vy, and failing to reconfigure aircraft.
See instructional material on takeoff/landing.

D. Task: 
SHORT-FIELD APPROACH AND ACCURACY LANDING:
REFERENCES: AC 61-21, Handbook, Manual

P 1. Knows requirements and procedures for short-field operations.
P 2. Knows how wind, landing surface, and obstructions determine the location of the best touchdown point.
P 3. Uses POH approach and landing configuration with pitch, airspeed and power as recommended.
P 4. Uses stabilized approach at +10/-5 knots of 1.3 Vso or Vref + gust factor as required.
P 5. Flies with smooth accurate control input during roundout and touchdown.
P 6. Touches down at stalling speed within 200' beyond selected point. Allows no drift and airplane is aligned with and over runway centerline.
P 7. Uses brakes as needed to stop quickly and safely.
P 8. Corrects for crosswind and maintains directional control throughout the approach and landing.
P 9. Completes the appropriate checklist.

EX Able to explain how the approach and landing is both similar and yet different from a normal landing. Able to discuss and diagram the effect of increased flaps and slower airspeed on the glide path and ground contact.
The applicant and examiner should discuss the performance requirements of the aircraft. These figures (Known by the applicant ahead of time) are then used to determine the desired touchdown point and aircraft stopping distance Vs obstruction clearance and runway available. The examiner may simulated a shortened runway by requiring a intersection turn off.

The short field landing differs from a normal one only during final approach and landing. On final, after full flaps, the approach speed is lowered at least 5 knots by raising the nose. TRIM. The slower speed will actually increase the angle of descent by shortening the ground covered. Once the approach speed and glide angle is established, adjustments are made with power. Ideally, as with any landing every yoke movement should be back and every power change a reduction. Aim short of your selected touchdown because even an approach 10 knots slow has some float left in it. Catch the center line for bonus points.

At touchdown, power off, flaps up and brakes. Don't over do the brakes because it is hard on the plane. Discuss this with examiner beforehand.

See instructional material on short field landings
.
Special Landing Situations
P To demonstrate no flap landing and the short approach,

EX To explain why the no flap landing is not preferred. To explain why the short approach is both a pilot and controller option.

The no flap landing is now a part of the Practical Test Standards requirement. The pattern entry and turn to downwind is as with the other landings. At the numbers the power is reduced to 1500 and the aircraft trimmed for 60 Kts. Since no flaps are to be used, the 60 kts glide angle will be relatively flat. The flat glide angle greatly increases the aiming difficulty. A power-off slip can be used to correct if you are high. Being low requires full power.

Common fault to no flap landings is failure to recognize being high or low until too late. Any excess speed greatly increases the aircraft's float during the roundout and flare. Be patient. Do not make any abrupt power or yoke changes. The hazard with being low in a no flap situation is that the decelerating approach may occur. This is caused when a power increase is allowed to raise the aircraft nose. This results in a decrease in airspeed. The decrease in airspeed will, after a momentary pause, cause the aircraft to descend at a steeper angle. Any power increase must be accompanied by forward yoke pressure (or trim) sufficient to maintain the 60 kt approach speed. The decelerating approach is deceptive both as to its causes and onset. It is most likely to occur in a no flap approach because of errors in selection of the glide angle.

The short approach is another landing procedure which serves a traffic control function. An aircraft on downwind may be posing a potential conflict with an aircraft on two mile final. The Tower requests/directs the downwind aircraft of make a short approach.

At the numbers the pilot will make a normal power reduction to 1500 or to off. Holding heading and altitude momentarily until speed decreases to the white arc, full flaps are applied. A descending turn is initiated directly to the final approach course. In a C-150 very little trim will be required to stabilize at 60 kts. The less power the shorter the approach.

G. Task: 
FORWARD SLIPS TO A LANDING
REFERENCE: AC 61-21
P 1. Knows aspects of slips, aircraft limitations, side Vs forward, and recovery.
P 2. Considers wind direction and velocity as an item of slip ability and effectiveness as an altitude and direction control. Uses this skills to clear obstructions and select touchdown point. P 3. Able to demonstrate a forward slip in a landing situation. To use the slip to lose altitude and acquire the landing approach glide path and touchdown point.
P 4. Maintains runway alignment with centerline and airspeed what will minimize float.
P 5. Makes smooth recovery from the slip with correct control sequence and application and then enters the roundout and touchdown.
P 6. Touches down smoothly at approximate stall at or within 400' beyond a specified point, with no side drift while aligned with runway center line.
P 7. Maintains crosswind correction and directional control throughout the approach and landing.
P 8. completes the appropriate checklist.

EX Be able to explain the forward slip entry and recovery. Discuss the circumstances where a forward slip might be required and how indicated airspeed is affected.

A slip is a cross control maneuver with power off and at relatively slow indicated speeds. The location of the static air intake will influence the indicated speed. The forward slip uses the side of the aircraft as a air brake which will cause controlled loss of altitude over a minimum ground distance. With the advent of flaps the skill of slipping became less important.

The C-150 and some other models have manuals that prohibit slips with flaps. It is possible for the disrupted air flow to blank out the elevator and cause the nose to pitch straight down. A forward slip should be performed with power off. To do otherwise defeats the purpose of losing altitude. The amount of rudder effectiveness available is the determining factor in how efficient the slip will be in losing altitude. A slip is most effective into the wind. A turn can be made while in a slip. The kinesthetic feel of a slip is initially very uncomfortable but grows on you with experience.

The initiation of the forward slip requires Carb Heat, power off, trim as desired for about 60 knots, turn the nose of the aircraft to a 20/30 degree angle from the desired flight path and punch in full opposite rudder as you lower the leading wing. As with all slips, the change in static air will make necessary forward yoke pressure to maintain the same indicated speed. The ratio of altitude loss to ground covered will be determined by wind, airspeed, rudder, braking effect of fuselage, and skill. In a strong wind a near vertical drop can be achieved. With a little practice the slip becomes a very controllable maneuver.

Until skilled in slips it is best not to hold the slip too close to the ground before initiating recovery. The recovery from a slip is accomplished by relaxing rudder pressure and resuming coordinated flight. Practice in slip recovery should occur at 200' initially. Lower recoveries can be made as proficiency rises.

Since this aspect of the flight test includes a landing, you should expect to make a no flap landing. This means that you can expect considerable float to occur even at 60 knots. If you are using a long runway, advise the examiner that your planned touch down point is well down the runway such as the second intersection. On a short runway it will be necessary to roundout and flare well before reaching the runway. Remember the main purpose of flaps is to avoid just this problem.
Forward slip is part of Private Pilot practical test.

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