Airplane Flying Handbook

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16-14
Chapter 17 Emergency Procedures Emergency Situations This chapter contains information on dealing with non-normal and emergency situations that may occur in flight. The key to successful management of an emergency situation, and/ or preventing a non-normal situation from progressing into a true emergency, is a thorough familiarity with, and adherence to, the procedures developed by the airplane manufacturer and contained in the Federal Aviation Administration (FAA) approved <strong>Airplane</strong> Flight Manual and/or Pilot’s Operating <strong>Handbook</strong> (AFM/POH). The following guidelines are generic and are not meant to replace the airplane manufacturer’s recommended procedures. Rather, they are meant to enhance the pilot’s general knowledge in the area of non-normal and emergency operations. If any of the guidance in this chapter conflicts in any way with the manufacturer’s recommended procedures for a particular make and model airplane, the manufacturer’s recommended procedures take precedence. 17-1
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Airplane Flying Handbook 2016 U.S.
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Preface The Glider Flying Handbook
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Acknowledgments The Airplane Flying
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Table of Contents Preface..........
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Constant Radius During Turning Flig
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Short-Field Landing................
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Chapter 1 Introduction to Flight Tr
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for the certification of airmen and
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Figure 1-5 shows an example of some
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the need arises, to private individ
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Figure 1-9. FAA Form 8000-4, Air Ag
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encompassed by, the tasks within ea
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Figure 1-13. Three major areas cont
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Figure 1-18. A sample before landin
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Chapter 2 Ground Operations Introdu
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Figure 2-3. Airplane Flight Manuals
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deck reference guide is in the airc
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Figure 2-9. An AVGAS fuel filler no
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• Brakes and brake systems should
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• Take a pilot who is more experi
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the position (navigation) lights sh
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SW-2, 12 JAN 2012 to 09 FEB 2012 SW
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the weathervaning tendency is less
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• Install chocks and release park
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Chapter 3 Basic Flight Maneuvers In
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Elevator—Pitch Lateral axis Rudde
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the airplane’s vertical axis (yaw
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30 W OBS W OBS W 30 W OBS W OBS NAV
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Nose high Natural horizon reference
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D195I D212I HDG UP A212I TAS 100KT
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Skid Coordinated Turn Slip D.C. ELE
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D195I D212I HDG UP A212I 130 120 11
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Best angle-of-climb airspeed (V X )
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W W S S E E TAS 106KT OAT 7°C 2 1
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14 Too fast Best glide speed Too sl
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• Cross-controlling during glidin
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Chapter 4 Maintaining Aircraft Cont
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therefore closer to the higher spee
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• Excessive back-elevator pressur
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manufactured with a certain amount
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stall occurring during approach to
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a given airplane consistently stall
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left. With the throttle fully advan
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Stall Less stalled Incipient Spin
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Unfortunately, accident records sho
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The ability to separate time-critic
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Aerobatics vs. UPRT Flight Training
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while in flight. For these reasons,
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Chapter 5 Takeoffs and Departure Cl
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Take-off Distance vs. Density Altit
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Each type of airplane has a best pi
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Apply full aileron into wind Rudder
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• Using less than full aileron pr
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diminishes the pilot's ability to s
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point is reached and the airplane i
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Chapter 6 Ground Reference Maneuver
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clearing turns looking to the left
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Actual ground path Intended ground
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Exit Turn more than 90° rollout wi
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To perform a turn around a point, t
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the bank angle should be increased
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To successfully perform eights alon
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Wind Entry Gaining altitude Gaining
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Too high Pivotal altitude Too low F
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Chapter 7 Airport Traffic Patterns
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Crosswind WIND Entry 18 Left-Hand T
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Since in most cases the takeoff is
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Chapter 8 Approaches and Landings I
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stalling speed with power off, land
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No flaps; flatter descent angle Hal
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10° to 15° 27 Figure 8-7. To obta
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The ailerons serve the same purpose
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power. Once again, the airspeed mus
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the go-around/rejected landing is.
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WIND longitudinal axis aligned with
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component decreases and the relativ
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34 Obstacle clearance Effective run
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• Unstable approach • Undue del
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1 36 2 3 1. Strong Wind Set up clos
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When abreast of or opposite the des
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Spiral over landing field WIND Retr
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Intercept normal glidepath, resume
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34 Figure 8-34. Floating during rou
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Decreasing angle of attack Rapid in
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on these airplanes, any time a swer
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Chapter 9 Performance Maneuvers Int
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should realize load factors increas
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maneuver. During practice of the ma
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90° point 1. Bank 30° (approximat
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Chapter 10 Night Operations Introdu
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enlarge to receive as much of the a
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It is recommended that prior to a n
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for this possibility. Hold or lock
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to round out too high until attaini
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Chapter 11 Transition to Complex Ai
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L = 1 pV 2 SC L 2 L = Lift produced
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Center of pressure - Lift Center of
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in climb. Consequently, engine powe
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Turbocharger The turbocharger incor
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• Operate the engine in such a ma
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GEAR UP GEAR UP GEAR DOWN TAXI LAND
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the airplane could no longer be lan
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eceived to ensure a complete unders
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Chapter 12 Transition to Multiengin
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140 200 180 260 250 200 160 160 140
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1 Counterweight action 6 6 2 3 5 4
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The entire flight director/autopilo
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Performance and Limitations Discuss
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Weight and Balance The weight and b
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airplane to pivot about a stationar
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3 500 feet 1. Accelerate to cruise
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increasing application of aileron i
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from a bad bounce, as well as a go-
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operative engine is the only altern
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the airplane may not maintain altit
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Drag TAS 106KT OAT 7°C 2 1 1 2 Dra
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Stall Recovery Template 1. Wing lev
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Chapter 13 Transition to Tailwheel
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length, if desired. While taxiing,
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Landing The difference between nose
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combination of inertia acting on th
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Chapter 14 Transition to Turboprope
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The turboprop engine offers several
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NAV1 108.00 113.00 NAV2 108.00 110.
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ITT 50 TORO 0 0 PROP 0 ITT 0 FF 0 5
Page 253 and 254: The distribution of DC and AC power
Page 255 and 256: 1. Before takeoff checks .. Complet
Page 257 and 258: Chapter Summary Transitioning from
Page 259 and 260: Chapter 15 Transition to Jet-Powere
Page 261 and 262: Fan air Fan air Combustion Inlet ai
Page 263 and 264: TAT 13° C 2.00 2.00 2.00 2.00 EPR
Page 265 and 266: In not having propellers, the jet-p
Page 267 and 268: Stick force in pounds 70 60 50 40 3
Page 269 and 270: C 19,000 lbs 18,000 lbs 17,000 lbs
Page 271 and 272: of the airplane as the stall develo
Page 273 and 274: OC Relative wind Pre-stall OC Initi
Page 275 and 276: everse thrust increases with speed;
Page 277 and 278: adequately repaired or replaced. In
Page 279 and 280: Captain’s Briefing I will advance
Page 281 and 282: • Natural contaminants (standing
Page 283 and 284: acceleration during this phase of t
Page 285 and 286: • Poor acceleration response in a
Page 287 and 288: If the flare is extended (held off)
Page 289 and 290: In the event of an engine failure i
Page 291 and 292: Chapter 16 Transition to Light Spor
Page 293 and 294: Maximum gross weight of 1,320 pound
Page 295 and 296: • After landing, parking, and sec
Page 297 and 298: [Figure 16-8] While this is not a l
Page 299 and 300: Regardless, a pilot must become fam
Page 301 and 302: Takeoff and Climb Takeoff and climb
Page 303: LSA’s controls become ineffective
Page 307 and 308: Avoiding forcible contact with inte
Page 309 and 310: from an irregularly running engine;
Page 311 and 312: 300 feet AGL 4,480 feet 180° 1,016
Page 313 and 314: two immediate demands: attacking th
Page 315 and 316: If the landing gear malfunction is
Page 317 and 318: 140 NAV1 108.00 113.00 NAV2 108.00
Page 319 and 320: point where attention is focused on
Page 321 and 322: 140 NAV1 108.00 113.00 NAV2 108.00
Page 323 and 324: Glossary Numbers and Symbols 100-ho
Page 325 and 326: Axes of an aircraft. Three imaginar
Page 327 and 328: Compressor stall. In gas turbine en
Page 329 and 330: Environmental systems. In an aircra
Page 331 and 332: Gust penetration speed. The speed t
Page 333 and 334: Limit load factor. Amount of stress
Page 335 and 336: Pivotal altitude. A specific altitu
Page 337 and 338: Shock waves. A compression wave for
Page 339 and 340: Thrust. The force which imparts a c
Page 341 and 342: Vertical stability. Stability about
Page 343 and 344: Index A Abnormal engine instrument
Page 345 and 346: Gliding turns......................
Page 347 and 348: Initial climb......................
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