Is that inaccurate or wrong? Well, I see that the rules applies here, and may vary from country to country, why not simply tell us how you learn in your country Therefore if you aim differently than before the runway itself you risk to not be able to land safely. Why? Because our runways tends to be all on the small size if not even just on the limits of the aircrafts. And yes I’m a PPL and know pretty well how to fly a small aircraft no clues really about big one.Īgain the rules here in Switzerland are by far not the same as in the US, for example we aim at a point BEFORE the runway, where I know that in the US you tend to leave at least 1/3 of the runway. Landing a boing or a small aircraft could be thought as the same (due to the physic laws) is actually again done differently here in Switzerland. Our VFR maps are also containing all the areas which you should avoid to pass over specially during take off landing. Why? Because you want to reduce as much as possible the noise for the people around the aifield. Vx till you reach a stable speed and at least 50ft.Here in Switzerland where you have a lot of town / construction just around the airfields those are the rules: Keep in mind you altitude as both circuits and waypoints do have altitudes indicated which you must comply in real Nijntje91 => Sorry but I don’t know where you fly. In a controlled airport on the other side you usually have defined outbound routes / waypoints you must follow and call to the controller. In non-controlled airfields you should continue at circuit altitude / speed while being on the circuit till you leave it. Once Vx is stable and you are clear of obstacle you:Īt some point in the climb (normally turning cross wind or nearly) you do the climb check which includes normally: Many if not most aircraft which have fixed RPM handling (where you can control throttle and RPM separately), you should reduce RPM as soon as you are clear of obstacles (50ft or like 10m) for noise reduction. Don’t forget to handle the p-factor while in climb. Reaching VRot (rotation speed) you pull the stick to climb and wait that your speed reaches Vx in a stable way (Vx and Vy are values defines in the AFM). While rolling on the RWY you must control that the airspeed increase (in case the indicator is dead or you didn’t remove the cap), handle the torque (for single prop your aircraft will tends to go left) with the rudders. Take offīreak released and full throttle. Once lined up on the runway, make sure your wheels are straight (maybe make 1m more to straight them up), check the RWY number and align the directional giro to the RWY number. Time noted (engine timer and navigation plan).Windows, door, cockpit closed and checked.Just before lining up, a last check has to be done (a short one): Line-up check ![]() On many airport the run-up (check out the aircraft preparation) is done in the holding position. So before any operation you should say on the radio your plans (HB-PPT parking will taxi to holding position RWY 26) then (HB-PPT holding position RWY 26 will line up RWY 26 departure outbound sector west). However you should communicate what you want to do. On an un-controlled airport (without controllers / tower) you, as pilot, are responsible of your movements, line-up and take-off. On bigger airports, ground or apron frequencies will handle your taxi movement, and tower should handle your line-up and clearing for departure. ![]() On a controlled airport you don’t have the right to line up and take-off whenever you want, you may already got the clearance to taxy up to the holding point (the position before the yellow marking crossing the taxi way), you don’t have yet the clearance to enter a runway. While it’s much easier to take-off than land (nicely), there is still a few things to keep in mind.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |