Briefing 12 Take Off and Climb To Downwind
Briefing 12 Take Off and Climb To Downwind
Briefing 12 Take Off and Climb To Downwind
LICENSE – BRIEFING
THE TAKE-OFF AND CLIMB TO THE DOWNWIND POSITION
Exercise 12
Instructor - Shifatur Rahman / 027 500 2988 / Algoa Flying Club
DEFINITION Syllabus to cover
The take-off is considered to start when the aircraft is accelerated
under its own take-off power on the ground until flying speed is •Handling – Factors affecting the length of Take-off Run and Initial
reached, whereupon the aircraft is rotated and leaves the ground. Climb;
The speed is now allowed to increase up to the safety speed, at •The Correct Lift Off Speed, use of Elevators (Safeguarding the
which speed the aircraft is rotated into the climbing attitude. Nose Wheel), Rudder and Power;
•Effect of Wind (including Crosswind Component);
•Effect of Flaps (including the Decision to Use and the Amount
Permitted);
•Effect of Ground Surface and Gradient upon the Take-off Run;
•Effect of Mass, Altitude and Temperature on Take-off and climb
Performance;
•Pre-Take-off Checks;
•Air Traffic Control Procedure (before Take-off);
•Drills, during and after Take-off;
•Noise abatement procedures;
•Short/Soft Field Take-off Considerations/Procedures;
WHY IT IS BEING TAUGHT EMERGENCIES:
To give you a good understanding and thorough • Aborted Take-off;
knowledge of the principles required to: • Engine Failure after Take-off;
i. Control the aircraft on the ground before becoming
airborne.
ii. Take account of the different considerations applicable
to take-offs under varying weather
conditions.
Becoming airborne: Upon attaining the initial climbing speed, rotate the aircraft into
the climbing attitude.
a. Confirm take-off speed on ASI.
Initial Climb.
b. Note feel at lift-off speed. a. Note positive rate of climb on altimeter.
c. Apply gentle back pressure on the b. Brakes – ON then OFF. Select undercarriage UP if
control column. applicable.
d. Maintain wings level and direction on c. Maintain runway heading, balance and climb speed.
reference point.
d. At a minimum of 300ft agl. – complete after take-off
e. When positively clear of ground, maintain an attitude checks.
slightly lower than the climb attitude to attain the initial
climbing speed. e. Lookout.
f. At a minimum of 500 ft agl – commence climbing turn
at 15° angle of bank through 90° onto the crosswind
leg.
g. Trim.
Effect of Wind ( Including Crosswind)
By Taking-off into the Wind ( the wind will generate part Crosswind component has no effect on the takeoff
of the lift required ), the a/c lifts off sooner and this will distance. However, it does require a different technique
result is a lower ground speed and therefore a shorter compared to light wind days.
take off run for the a/c to become airborne. It is therefore
recommended.
Temperature
The efficiency of the jet engine/pistons depend on
the temperature of the air surrounding it.
SHORT FIELD TAKE-OFF 1. Flaps - 10 degrees 2. Use all SOFT FIELD TAKE-OFF 1. Flaps - 10 degrees 2. Full aft
available runway 3. Set trim 4. Hold brakes 5. Apply full elevator while taxiing and during initial takeoff roll 3. As
power/check engine instruments 6. Brake release/rotate nose wheel lifts off, reduce elevator slightly to avoid tail
at 51 kts 7. Climb Vx - 56 kts until obstacle is cleared / 60 striking ground 4. As aircraft becomes airborne, level off
kts then flaps up in ground effect to accelerate to Vx , then normal climb
out
SHORT FIELD LANDING 1. Base Leg 60 to 65 kts / Full
flaps 1. Final Approach speed - 56 kts 2. Glide path - just
high enough to clear obstacle at approach end of runway SOFT FIELD LANDING 1. Normal approach configuration
3. Flare - minimum float 4. After touchdown a. Flaps up 2. During flare - maintain nose high attitude 3. Add
b. Maximum braking c. Control wheel full aft power during flare before touchdown to keep elevator
effective to help keep weight off nosewheel. 4. During
rollout, power to idle and gradually increase back
elevator to keep weight off nosewheel 5. No braking
during roll out
Circuit Emergencies
ii. Forgetting to check the approaches clear before lining vi. Spending too much attention in the cockpit to
up on the runway. complete the after takeoff checks without sufficient
attention to visual references outside for attitude and
iii. Not using maximum available runway or aligning DI heading.
with runway.
vii. A tendency to over bank during the climbing turns
iv. Rotating too rapidly into the climb attitude instead of onto crosswind for left hand circuits. This results in a
rotating to just below the climb attitude, allowing the decrease in the rate of climb and a lengthening of the
speed to build up to the required crosswind leg causing excessive large circuits being
climb speed and rotating further into the climb attitude. flown. NB – opposite occurs in R/H circuit.
v. Reciting the after take-off checks without actually viii. Insufficient correction for drift on the cross wind leg.
going through the required actions. ix. The high degree of concentration required from the
student during his initial attempts at take-offs may cause
tenseness on the controls and resulting in over-
controlling and lack of co-ordination.