AOPA Flight Training - Mastering to & L

8/4/2019 AOPA Flight Training - Mastering to & L

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S A F E T Y A D V I S O R

Operations and Proficiency No. 6

Mastering Takeoffand Landings

afe Pilots. Safe Skies. www.asf.o

The “simple” actof taking off or

landing accountsfor 50 percentof all generalaviation accidents.

The “simple” actof taking off or

landing accountsfor 50 percentof all generalaviation accidents.

If there’s one thing that student pilots, CFIs, and high-

time veterans all have in common, it’s a susceptibility

to takeoff and landing mishaps.

Why do pilots have so much trouble with these two

most fundamental flying skills? It’s simple: Takeoffs

and landings require us to operate fast, relatively frag-

ile machines in close proximity to the ground. There’s

not much room for error, even under ideal circum-

stances. Throw in wind, obstructions, and short/soft

fields and things just get worse.

Mastering takeoffs and landings requires attention to

detail and a healthy respect for the limitations of

airplane and pilot. What’s the field elevation? The

temperature? How long is the runway, and what’s

the wind speed/direction? Is the airplane heavy?Will you really be able to squeeze “book” perfor-

mance out of a tired, 30-year-old trainer?

The 50/50 Solution

ASF recommends adding 50 percent to the POH

takeoff or landing distance over a 50-foot obstacle.

For example: If the distance over the obstacle

requires 1,600 feet, add 800 feet (50 percent) for a

safety distance of 2,400 feet.

The two checklists in this safety advisor are full of tips

for mitigating the numerous risks associated with take-

offs and landings. As you read them, remember that

the root cause of most accidents is poor judgment.

Know the aircraft, the airport, and the environ-

ment…but most importantly, know when it’s time for

you to divert, go around, or stay on the ground.


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Flight Environment Risk Factor Risk Management

“Short” runway.

High density altitude.

Increased climb angle.Obstructions may cause turbulence.

Loss of control.

Tailwind will increase runwaylength needed.

Taking off uphill.

Soft.Slush or snow.

Increased takeoff roll and reducedclimb.

Decreased visibility.Disorientation.

Runway length

Density altitude

Obstructions

Wind

Runway slope

Soft orcontaminated

Heavy aircraft

Night

The “Impossible Turn”: If the engine failsshortly after takeoff, should you try to turnaround and land on the departure runway?The viability of the so-called “impossibleturn” depends on the circumstances, but there are plenty of reasons to be wary. Themaneuver requires substantial altitude andinvolves relatively aggressive maneuvering.Taken by surprise, pilots often fail to main-tain airspeed and end up having stall/spinaccidents. Unless you’re close to patternaltitude, or have already started a turnwhen the engine fails, it’s safer to landstraight ahead—i.e., within the area youcan see out the windshield.Takeoff and ClimbTakeoff and Climb

• 50/50 solution (see page 1).• Use all available runway.

• Fly in cooler temperatures.• Decrease fuel and/or cargo.• Use longer runways.• Avoid runways with obstacles.

• Maintain Vx until clear of obstacles.• Then maintain Vy.

• Deflect ailerons into the wind.• Too much wind? Use another runway.• Use a higher rotation speed.

• Avoid tailwinds unless you have no otheroption (example: one-way runway).

• Usually best to take off downhill.• Risks vary with wind, runway slope, terrain.• Generally requires more runway.• Acceleration will be slower.• May be difficult to out-climb terrain.• Talk to local pilots or airport manager.

• Perform a soft-field takeoff.• Keep weight off the nosewheel.

• Transition from taxi to takeoff without stopping.• Once airborne, accelerate in ground

effect before climbout.

• Use a longer runway, especially with highdensity altitude.

• Stay night proficient.• Avoid short runways at night.


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Flight Environment Risk Factor Risk Management

“Short” runway.

High density altitude.

Short runway.

Loss of control.

Gusty conditions.

Tailwind.

Landing downhill.

Soft.Slush or snow.

Increased landing distance.

Decreased visibility.Disorientation.Optical illusions.

Runway length

Density altitude

Obstructions

Wind

Runway slope

Soft orcontaminated

Heavy aircraft

Night

• 50/50 solution (see page 1).• Configure the aircraft for a short-field

landing.• Use aggressive braking.

• Decreases performance during a go-around.• Increases landing distance.

• 50/50 solution (see page 1).• Maintain target airspeed.• Use short-field configuration.

• Deflect ailerons into the wind.• Crab or slip on approach.• Too much wind? Use another runway.

• Add 1/2 the gust factor to your airspeed.

• Avoid tailwinds unless you have no other option(example: one-way runway).

• Under some conditions, airport may beunusable.

• Usually best to land uphill.• Risks vary with wind and runway slope.• Generally requires more runway.• Under some conditions, airport may be unusable.• Talk to local pilots or airport manager.

• Keep weight off the nosewheel.• Keep moving until clear of the runway.

• Use a longer runway, especially with high densityaltitude.

• Stay night proficient.• Avoid short runways at night.• Use runways equipped with visual or electronic

glideslope indicators.

Going Around: If you have a problem duringapproach or landing, there’s almost always asimple solution: Go around! It’s far better tomake another trip around the pattern than topush ahead and risk a runway overshoot or lossof control. Unfortunately, a lot of pilots seem toforget that it’s an option, and end up having acci-dents they could easily have avoided. That said,there are some risks involved with go-arounds.Especially at low altitudes and airspeeds, with

flaps down, going around can be a “touchy”maneuver: If you don’t feel comfortable, get some practice with a CFI in the right seat. Approachand Landing Approachand Landing


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Edition No. 3 08/08 380018

421 Aviation Way • Frederick, MD 21701 • Phone: 800/638-3101 • E-mail: [email protected]: Bruce Landsberg Editor: Brian Peterson Statistician: David Kenny

© Copyright 2008, AOPA Air Safety Foundation

0% 10% 20% 30% 40%

Fatal

Total

Go-Around

Landing

Approach

Takeo/Initial Climb22.6%

19.5%

16.6%

35.4%

30.6% (49)

2.2%2.6%

8.9%

5.4%

0% 10% 20% 30% 40%

Go-Around

Landing

Approach

Takeo/Initial Climb 17.1%

37.4%

16.5%

30.6% (49)3.0%

Accidents by Category Lethality Index

Takeoff and Initial Climb Accident Causes

Other(gear, tires, controlsurfaces, etc.) 2.1%

Approach, Landing, and Go-Around Accident Causes

Takeoff and Initial ClimbPIC’s Highest Certificate level

ATPCommercialPrivateStudent Other

11.4%

33.1%

47.0%

5.6%2.9%

Approach, Landing,and Go-Around

PIC’s Highest Certificate level

10.0%

27.2%

50.8%

10.3%1.7%

Average Distributionof Certificate Levels

22.7%

19.8%39.1%

14.6%

3.8%

Powerplant(malfunctions/failure) 25.3%

Aircraftconguration 8.4%

Fuel management 12.5%Attitude andairspeed control 17.3%

Wind 8.7%

Loss of control(not due towind) 14.8%

Other 11.0%

Powerplant(malfunctions/failure) 8.1%

Other

(gear, brakes, controlsurfaces, etc.) 6.2%

Aircraftconguration 4.6%

Fuel management 9.2%

Attitude andairspeed control 27.2%Wind 15.8%

Loss of control(not due towind) 17.1%

Improper IFR procedures(includes descents belowMDA/DH) 3.2%

Other 8.8%

Mechanical Pilot-related

www.asf.org

Takeoff and Landing Accidents1997 - 2006

Documents

AOPA Flight Training - Mastering to & L