Flight Training - January 2014 - 20

CHECKRIDE

By Bob Schmelzer

PUSHING THE ENVELOPE

SHORT-FIELD OPERATIONS

I

t's probably no surprise that accomplishing short-field takeoffs
and landings is one of the biggest challenges-and sometimes
obstacles-to the private pilot applicant during checkrides.
Because these procedures demand precision control, there is
less room for error, making proper practice of these maneuvers critical
to safe and consistent behavior on checkride day.
The designated pilot examiner (DPE)
will observe how you would determine
the runway length required for a particular takeoff and/or landing, perhaps on a
grass runway or over an obstacle. This
usually occurs during the ground portion
of the practical test, sometimes referred to
as the oral exam. But it's during the flight
portion of the exam, where the rubber
meets the runway, that problems more
often develop.

an obstacle. But if the nose is raised too
steeply, the airspeed will decay toward
the stall speed. Not wishing to scare the
examiner, rapidly scanning the airspeed
and making appropriate, timely pitch
adjustments to maintain VX is the best
way to keep everyone happy-and safe!
Once all obstacles are cleared, smoothly
reduce the pitch attitude to accelerate
to your best rate of climb speed (VY) as
you retract the flaps incrementally, all

RAPIDLY SCANNING THE AIRSPEED AND
MAKING ADJUSTMENTS TO MAINTAIN VX IS THE
BEST WAY TO KEEP EVERYONE HAPPY.
With the short-field takeoff, properly
configure the airplane for the special
takeoff early, so you won't forget. This
usually means extending the flaps to the
recommended setting. If you're considering a high-altitude takeoff (airport
elevations above 3,000 feet), adjust the
mixture for maximum power, as described
in the pilot's operating handbook for
your aircraft. Remember to use the entire
available runway. Hold the brakes so the
airplane won't roll forward as full power
is applied. After quickly scanning the
engine instruments for proper indications,
release the brakes evenly while keeping
the yoke just slightly aft of the neutral
position. The objective here is to obtain
the maximum possible acceleration rate.
As the airplane approaches rotation
speed (VR), smoothly raise the nose to
the climb attitude needed to stabilize the
airspeed at best angle of climb (VX). This
is the critical part. If the pitch attitude is
too low, excessive airspeed will reduce
the climb performance needed to clear

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FLIGHTTRAINING.AOPA.ORG

without losing any hard-earned altitude.
Maneuver complete.
Next, you'll demonstrate a short-field
landing. The real key to success here is
flying a stabilized approach-airspeed
and approach angle. Begin your approach
as usual, setting power and flaps to begin
slowing and descending when abeam the
runway threshold. Consider extending
your downwind leg to permit a longer
final approach. This will give you more
time to get fully stabilized.
The final approach should be power on
(above idle), adjusting the pitch attitude
TAKEOFF AND LANDINGS:
DETERMINING AN ABORT POINT
When it comes to making a safe takeoff,
there are simple rules of thumb we can all
live by. Knowing when to abort a takeoff
is one of them. Learn how to choose an
abort point in this Air Safety Institute
online video (www.aoap.org/Education/
Safety-Videos.aspx).

to finely tune your approach path while
adjusting the power to finely tune and
maintain your desired short-field approach
airspeed-all the way down the final
approach and until the landing flare is
started. In gusty conditions, it would be
prudent to add about half of the gust factor
to your published short-field approach
speed. If your approach is over obstacles,
avoid the temptation to suddenly reduce
power to idle as you pass over them, resulting in immediate approach destabilization:
rapid airspeed decay, high sink rate, hard
landing-or all three.
If the approach path is clear of obstacles,
set your aim point for the runway threshold. While locked onto your aim point,
adjust power to maintain your target
approach airspeed, being careful not to
reduce power to idle until beginning the
landing flare. Although power should be
used during the approach, carrying power
during the flare only extends the touchdown point. After touchdown, maintaining
full back-pressure on the yoke will maximize aerodynamic braking and the extra
download on the horizontal stabilizer
will put a heavier load on the main tires,
providing greater brake effectiveness and
a shorter ground roll. But be careful not
to apply excessive brake pressure, causing
the tires to skid. Heavy braking-yes-but
not too much. Some manufacturers even
recommend raising the flaps during the
ground roll to increase brake effectiveness.
However, this should not be necessary in
most situations.
Accomplishing all of this demonstrates
to the examiner that you have achieved
mastery of your airplane, even during
these most demanding maneuvers. In the
end, that's exactly what any DPE really
wants to see.
 
Bob Schmelzer is a Chicago-area designated pilot
examiner, a United Airlines captain, and a Boeing
777 line check airman. He has been an active flight
instructor since 1972.
http://www.aopa.org/Education/Safety-Videos.aspx http://www.aopa.org/Education/Safety-Videos.aspx http://FLIGHTTRAINING.AOPA.ORG
Flight Training - January 2014

Table of Contents for the Digital Edition of Flight Training - January 2014
