Normal & Crosswind Approach & Landing - Lesson 1"},"lengthSeconds":"936","ownerProfileUrl"

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normal

takeoff and climb, a

normal

landing

approach

is a skill used during normal situations with calm winds, straight headwinds, or

crosswind

s, no obstacles on final

approach

, and a long, hard-surfaced runway. , at this point in your training we are going to focus on the key parts of a

landing

, the approach, completing the landing, and the post-landing run. Landings will take some time to master, so this

lesson

will introduce you to the basic ideas behind a stabilized landing approach. A successful landing begins with a proper stabilized approach to the runway. During the approach you will slow down by reducing power by adding flaps and descending to begin the final approach.

First choose your landing point and your aiming point. The landing point is literally a point. Along the runway where the plane will land this point should be beyond the threshold, but still within the first third of the runway. In a normal landing, the plane will float down the runway before landing, so the pilot must choose a second point, the aiming point, approximately 400 feet ahead. of the landing point you will use on your approach, the aiming point is where you would impact the runway if you did not launch to complete and land at a common aiming point used as something easily visible, such as runway numbers or the start. from a strip of runway Now that you have chosen your aiming point, you need to fly directly towards it.

Ideally, you should make your approach at a descent angle of 3 degrees, which is the descent angle that aligns you with the various approach path lighting systems used. on some runways for reference, if you were at an altitude of 1000 feet above the ground, you should be approximately 3 miles from the runway when you begin your approach when it is time to begin your descent for the approach reduce power let the airplane start a Reduce speed and lower the nose, the power setting and predicted speed may vary depending on how far from the runway you are, but in the final moments of your approach you should fly at around 65 knots and 1500 rpm to maintain that 3 degree descent angle.

Also, you will most likely have full flaps, unless conditions tell you otherwise, choosing a reference point for your pitch attitude will vary from person to person. Some popular references you can try are placing your crosshairs about a fist's height above the glare shield or having your crosshairs align with a height set on the compass, find a reference that works for you and then use the tone and the power to keep your aiming point aligned with that reference as you approach the runway. It is important that you maintain a constant approach path during this time. The concept called stabilized approach refers to maintaining a constant descent angle, constant speed and maintaining the center line with the runway, anticipating what the airplane will do and making minor corrections.

It is the best way to maintain a stabilized approach. Most of these tasks can be done with care. Observing the runway first and foremost, your sights should remain at the same point on the windshield above your nose. You can support this by keeping your perspective of the track the same. The left and right edges of the court must remain the same. angles and until you are fairly close to the track, your perception of the distance between the beginning and the end of the track should remain the same. In a perfect world the crosshair would not move in your field of view and therefore the pitch would not need to be changed, however turbulence and wind will make the crosshair appear to move so , when the crosshair moves up in your view the plane is descending, you may also notice that the shape of the runway has changed, the sides of the runway will be at an angle. move in further and the distance between the beginning and end of the track will appear to decrease;

At other times, you may receive indications that it is too high. This can be seen when the crosshair moves down in your view, the sides of the track have a more vertical angle. and an apparent increase in the distance between the beginning and end of the runway, the four forces lift the weight, thrust and drag affect the angle of descent, if all these forces remain the same on a day with zero wind, the pitch and power would remain constant the entire way. towards the runway every time something changes, no matter how small another factor changes as a result, for example if you are low you would need to increase the pitch attitude to return to the correct glide path, however pitching up would let the plane slow down since you don't want to slow down, you must also add power to maintain your speed; the opposite would be true if you were too high.

Slowing down will allow you to once again fly directly towards your aim point, but doing so will only result in an increase. At air speed, therefore, you must also reduce the power. Both airspeed and pitch are vitally important and as such you must coordinate pitch and power changes together. If you change one, you should anticipate the change of the other before continuing, let's take a moment to discuss the other. scenario you may experience on your approach Wendie days generally coincide with gusty winds. This can be problematic when wind gusts suddenly disappear and then there is less wind flowing over your wings to help keep the plane from stalling.

Flying is recommended. at a faster speed, thus adding a safety margin, the recommended procedure is to take half the gust factor and add it to your approach speed if the wind is 15 knots gusting to 25, that means the gust factor It is 10 knots, half the gust. The factor would be 5 knots, so if the normal approach speed is 65 knots, you would fly at 70 knots in this scenario. The round-off, also commonly known as flare, is the part of the landing where you transition from your descent toward the runway into a nose-up attitude, ready to land. In the end, rounding is what makes a good landing.

This is probably the hardest part of landing to master, but you'll soon realize that it's much easier to tackle if you know where to look. the aircraft flies over the threshold of the runway, it should begin to transition its vision from the aiming point toward the end of the runway while looking toward the end of the runway, the pilot can better judge the height above the ground using peripheral vision, a good indication of when to start the transition is when objects begin to blur. Speed ​​tends to blur your vision on objects that are close, so when you see this start to happen, slowly start moving your eyes further and further towards the track and the blurred vision will go away if you do.

It doesn't change where you're looking, your landing will probably be firm, you can't get a good idea of ​​your height above the runway when you're looking too close, that being said, you should start your roll when you think the plane is 10 to 20 feet off the ground. , rounding is accomplished by gently reducing the throttle to idle and then slowly rising to the final landing attitude. The angle of attack must increase at a rate that allows the aircraft to continue descending to just a few centimeters above the ground. this places the pitch attitude near the pitch attitude V Y where the nose tip of the airplane is aligned with the horizon because power is usually put to idle just before increasing pitch, the increase in back pressure will further decelerate the airplane , this will reduce the aircraft's lift, requiring the pilot to further increase backpressure.

What makes landing challenging is the proper timing to increase the angle of attack and decrease airspeed. If the angle of attack has increased too quickly, the aircraft will float excessively down the runway before finally touching down. downward, however, if the angle of attack has increased too slowly, the airplane will impact the runway with relative force. Similarly, if the airspeed is reduced too much before the plane settles on the runway, the plane can run out of lift, resulting in a hard landing if you plan correctly. You'll be able to put the airplane into its V Y pitch attitude just as the airplane descends just a few inches off the ground and you'll get a nice soft landing on the main wheels once the main wheels touch the track back pressure on the yoke. must be increased to prevent the nose wheel from hitting the ground.

Many pilots when starting out have this mentality that as soon as the main wheels touch the plane, the landing is over. This is absolutely false, the pilot needs to maintain control of the plane until it has left the runway and comes to a complete stop after landing, the airspeed will continue to decrease and the nose will eventually make contact with the ground, allowing the pilot to steer. the airplane with the nosewheel, maintain the center line of the runway and control the aircraft as it continues reduce speed until it is safe to exit the runway, as we explained with

crosswind

takeoffs, windy landings Crosswinds are executed any time the wind is not directly parallel to the runway, most of the approach and landing procedure is identical with only a few differences, crosswind landings are slightly more difficult than crosswind takeoffs. crossed due to required control inputs.

Remember that in crosswind takeoffs the control inputs change due to an increase in airspeed, but the same is true for landings, but the opposite when it comes to crosswind landings, two techniques are used: the crab method. and the low wing or sideslip method during most of the final approach, the pilot must move into the wind to maintain a constant ground path aligned with the center line of the runway, the nose of the airplane will point into the wind, meaning that if the plane were to land this way, it would be twisted and could cause damage to the landing gear or, in extreme cases, even flip the plane over to align it on the runway.

Pilots will use the sideslip or low wing method. You must apply rudder to align the nose or longitudinal axis of the airplane with the center line of the runway. Using the rudder will cause the airplane to deviate from the centerline, so it will be necessary to use a bench to keep the airplane on the proper ground path on the runway. Experienced centerline pilots will wait until just before landing to enter sideslip, but newer pilots should begin sideslip earlier in the approach, this allows the pilot to make small corrective control inputs to ensure the airplane be aligned with the runway throughout the landing. approach and landing avoiding a side load here is an example of a crosswind landing if there is a left crosswind on landing while on final approach the nose of the airplane will pitch pointing into the wind to begin the sideslip enough rudder must be added The width of the nose, the runway centerline and the left aileron should be applied to align the right to align the left aileron to prevent deflection.

The more the airplane yaws, the more aileron is required, but when more aileron is applied the airplane tends to spin, so more rudder will be needed to prevent the spin and keep the nose aligned with the runway generally. As the aircraft descends into final, the winds will decrease resulting in a decrease in control inputs as a result of the crosswind decreasing, slowly reduce your inputs to ensure the aircraft is still flying on the proper ground path and in the longitudinal. The axle is aligned with the track. There are times when the crosswind is too great for the pilot to land safely.

If ailerons are applied to maintain track on the ground and the pilot simultaneously applies full rudder to maintain heading, then the airplane should not touch down. downwards this indicates that there is no rudder left and that a side-loaded landing would occur. Rounding for a crosswind landing is the same as for a normal landing, the only difference is that the crosswind correction that has been applied is now increased during rounding. Because? Did it increase? Well, it's the opposite of what we did during takeoff, where the controls became more effective as speed increased. During landing, the controls become less effective as speed decreases.

Therefore, during rounding, the control inputs must gradually increase enough to maintain speed. The longitudinal axis of the aircraft is aligned with the runway and on the center line. The wings should never be leveled during a crosswind. If the pilot levels the wings by mistake, the plane will driftwhile landing on the runway. The pilot must maintain the correction throughout the landing, which will cause the downwind wheel to land first yes, only landing on a main wheel as the airspeed and momentum of the aircraft decrease the downwind wheel. will settle on the runway as in a normal landing back pressure is maintained to prevent the nose wheel from hitting the runway directionally control must be maintained using the rudder and ailerons as the airplane's speed decreases, the relative component of the wind crosswind increases, causing the airplane to want to turn or turn into the wind, crosswind correction should continue to be applied, and as the airplane decelerates, ailerons should be added.

Further and further into the wind, the more you decelerate, the more correction you will need to add until you have finally deflected the yoke completely into the wind when you have reached a safe speed, exit the runway and complete the checklist after landing.