| Home | Privacy | Contact |

Airplane Flying Handbook
Takeoffs and Departure Climbs
Short-Field Takeoff and Maximum Performance Climb

| First | Previous | Next | Last |

Airplane Flying Handbook

Preface

Table of Contents

Chapter 1,Introduction to Flight Training
Chapter 2,Ground Operations
Chapter 3,Basic Flight Maneuvers
Chapter 4, Slow Flight, Stalls, and Spins
Chapter 5, Takeoff and Departure Climbs
Chapter 6, Ground Reference Maneuvers
Chapter 7, Airport Traffic Patterns
Chapter 8, Approaches and Landings
Chapter 9, Performance Maneuvers
Chapter 10, Night Operations
Chapter 11,Transition to Complex Airplanes
Chapter 12, Transition to Multiengine Airplanes
Chapter 13,Transition to Tailwheel Airplanes
Chapter 14, Transition to Turbo-propeller Powered Airplanes
Chapter 15,Transition to Jet Powered Airplanes
Chapter 16,Emergency Procedures

Glossary

Index

Common errors in the performance of soft/rough field
takeoff and climbs are:
• Failure to adequately clear the area.
• Insufficient back-elevator pressure during initial
takeoff roll resulting in inadequate angle of
attack.
• Failure to cross-check engine instruments for
indications of proper operation after applying
power.
• Poor directional control.
• Climbing too steeply after lift-off.
• Abrupt and/or excessive elevator control while
attempting to level off and accelerate after liftoff.
• Allowing the airplane to "mush" or settle resulting
in an inadvertent touchdown after lift-off.
• Attempting to climb out of ground effect area
before attaining sufficient climb speed.
• Failure to anticipate an increase in pitch attitude
as the airplane climbs out of ground effect.

REJECTED TAKEOFF/ENGINE FAILURE
Emergency or abnormal situations can occur during a
takeoff that will require a pilot to reject the takeoff
while still on the runway. Circumstances such as a
malfunctioning powerplant, inadequate acceleration,
runway incursion, or air traffic conflict may be reasons
for a rejected takeoff.

Prior to takeoff, the pilot should have in mind a
point along the runway at which the airplane
should be airborne. If that point is reached and the
airplane is not airborne, immediate action should
be taken to discontinue the takeoff. Properly
planned and executed, chances are excellent the
airplane can be stopped on the remaining runway
without using extraordinary measures, such as
excessive braking that may result in loss of directional
control, airplane damage, and/or personal
injury.

In the event a takeoff is rejected, the power should be
reduced to idle and maximum braking applied while
maintaining directional control. If it is necessary to
shut down the engine due to a fire, the mixture control
should be brought to the idle cutoff position and the
magnetos turned off. In all cases, the manufacturer's
emergency procedure should be followed.

What characterizes all power loss or engine failure
occurrences after lift-off is urgency. In most instances,
the pilot has only a few seconds after an engine failure
to decide what course of action to take and to execute
it. Unless prepared in advance to make the proper decision,
there is an excellent chance the pilot will make a
poor decision, or make no decision at all and allow
events to rule.

In the event of an engine failure on initial climb-out,
the pilot's first responsibility is to maintain aircraft
control. At a climb pitch attitude without power, the
airplane will be at or near a stalling angle of attack.
At the same time, the pilot may still be holding right
rudder. It is essential the pilot immediately lower the
pitch attitude to prevent a stall and possible spin.
The pilot should establish a controlled glide toward
a plausible landing area (preferably straight ahead
on the remaining runway).

NOISE ABATEMENT
Aircraft noise problems have become a major concern at
many airports throughout the country. Many local communities
have pressured airports into developing specific
operational procedures that will help limit aircraft noise
while operating over nearby areas. For years now, the
FAA, airport managers, aircraft operators, pilots, and special
interest groups have been working together to minimize
aircraft noise for nearby sensitive areas. As a result,
noise abatement procedures have been developed for
many of these airports that include standardized profiles
and procedures to achieve these lower noise goals.

Airports that have noise abatement procedures provide
information to pilots, operators, air carriers, air traffic
facilities, and other special groups that are applicable
to their airport. These procedures are available to the
aviation community by various means. Most of this
information comes from the Airport/Facility Directory,
local and regional publications, printed handouts, operator
bulletin boards, safety briefings, and local air traffic
facilities.

At airports that use noise abatement procedures,
reminder signs may be installed at the taxiway hold
positions for applicable runways. These are to remind
pilots to use and comply with noise abatement procedures
on departure. Pilots who are not familiar with
these procedures should ask the tower or air traffic
facility for the recommended procedures. In any case,
pilots should be considerate of the surrounding community
while operating their airplane to and from such
an airport. This includes operating as quietly, yet safely
as possible.

 

5-11