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wheel should not be stationary, or
the tyres will wear.
Takeoff
You should normally do this into
wind as much as possible, although
circumstances sometimes dictate
otherwise – check your Flight
Manual for the maximum crosswind
limits your machine can take, but
most are certificated with the ability
to handle 90° of crosswind at 20%
of the stalling speed.
Line up straight on the runway, and
check that the compass and DGI
show the right numbers. You should
not experience any yaw to the left in
a nosewheel aircraft unless the nose
is lifted, as it would be for a soft
field takeoff (it will reduce slightly
once the tail comes off the ground in
a taildragger). Keep full power on
until at least 500 feet off the ground,
at best rate of climb speed, unless
you have obstacles, in which case use
best angle speed.
In a crosswind, position the ailerons
as if you were turning into wind,
which will stop the wind wing rising.
You can reduce this as speed is
gained. Once airborne, you must stay
airborne (because of the sideways
movement if you settle again), and
you must come off cleanly in the
first place. Then make a coordinated
Principles of Flight 13
turn into wind, until you have the
right heading for the drift.
Where space is limited, you have to
accelerate as quickly as possible and
configure the aircraft for a takeoff at
slow speed, which means using some
degree of flap (check the Flight
Manual). to get maximum
acceleration, you need maximum
power without movement, which
means both feet on the brakes.
Assuming the power is what the
Flight Manual says you should
expect, release the brakes gently and
raise the nose when you reach the correct
liftoff speed.
Another way (used by bush and
mountain pilots) is to keep the flaps
up during the backtrack, and
increase power to get as much speed
as possible in the turn. Once you
have speed on the takeoff roll, select
full flaps and away you go. Full flaps
create drag, so you want them up as
soon as possible – you can do this
very slowly while still in ground
effect, keeping the nose down.
Soft and rough surfaces need more
distance, and the idea is to do as
much as possible on solid ground so
you can get off without stopping,
otherwise you might get stuck. You
need the nose high, or at least the
weight off the nosewheel, so your
liftoff speed will be slower than
normal, close to the stall. Fly level
with wheels just off the ground until
you have the speed for climbing.
When trying to get over obstacles, be
prepared for a change in the wind
that may stop you getting over them.
The Circuit
This is not just a way of making sure
that everyone follows the same oneway
route around an airfield, but a
good exercise in precision flying.
The existence of the circuit is the
reason why airfields have to be
avoided by a minimum distance.
The traffic circuit is rectangular,
usually left-handed, and consists of 5
parts – the takeoff, crosswind leg,
downwind leg, base leg and landing:
The takeoff phase lasts until 500
feet, where you make a 90° turn
crosswind to level off at circuit
height (usually 1000 feet, but check,
in case they surprise you). Another
90° turn takes you downwind, and
you report being on the downwind
leg when approximately abeam the
tower. You also do your pre-landing
checks, leaving the landing gear for
the base leg, which is another 90°
turn at the end of downwind.
While in the circuit, keep a good
lookout and be very aware of your
position relative to other aircraft,
especially at Biggin Hill! Adjust your
spacing as necessary. Use the
downwind leg to plan your final
approach, according to conditions.
You generally leave the circuit
either straight ahead, or off the
crosswind or downwind legs (don't
climb until clear). You join on the
downwind or base legs, or maybe
directly on finals on a slow day. You
can also join at 45° to downwind, or
14 Canadian Private Pilot Studies
crossing over from the upwind side
at circuit height.
DO NOT TRY TO TURN BACK
TOWARDS THE FIELD IF THE
ENGINE FAILS IN THE
TAKEOFF PHASE – LAND
STRAIGHT AHEAD.
READ THAT AGAIN.
AND AGAIN.
Straight and Level
This is the basis of all other flight
attitudes – many pilots regard doing
it well as a matter of professional
　
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