曝光臺(tái) 注意防騙 網(wǎng)曝天貓店富美金盛家居專營(yíng)店坑蒙拐騙欺詐消費(fèi)者

airports for the fl ight. The pilot must determine the actual
pattern at the airport from observation and talking with other
pilots on the CTAF or from the wind direction if no other
pilots are in the pattern. Normal airport patterns are always
left hand unless indicated otherwise.
10-9
Additional information on airport operations can be found
in the Pilot’s Handbook of Aeronautical Knowledge,
the Aeronautical Information Manual (AIM), Chapter 2,
Aeronautical Lighting and Other Airport Visual Aids, Chapter
4, Air Traffi c Control, and Chapter 5, Air Traffi c Procedures;
and 14 CFR part 91, Subpart B, Flight Rules, Subpart C,
Equipment, Instrument and Certifi cate Requirements, and
Subpart D, Special Flight Operations.
10-10
11-1
Approaches and Landings
Chapter 11
Introduction
Approaches and landings are critical maneuvers and require
the skills built from basic fl ight maneuvers, ground reference
maneuvers, and airport traffi c patterns. A proper approach is
required for a proper roundout and touchdown. With the large
number of environmental variables the pilot must consider,
in addition to the skill to judge aircraft speed, descent rate,
and distance above the ground, landing is normally the last
basic maneuver the student learns before solo.
Approaches and landings will be fi rst discussed with the
fundamentals of a normal approach and landing in calm
winds on a large hard-surfaced runway. This will provide the
basis for specifi c power-on, crosswind, and steep approach
maneuvers, as well as other types of approaches and landings
that WSC commonly encounter.
11-2
Normal (Calm Wind) Approaches and
Landings
A normal or regular approach and landing involves the use
of procedures for what is considered a simple situation. It
provides the minimum number of variables for the student
pilot to learn during the fi rst landings; that is, when engine
power is at idle, wind is light, and the fi nal approach is
made directly into the wind, the fi nal approach path has no
obstacles, and the landing surface is fi rm and of ample length
to bring the aircraft gradually to a stop. This includes normal
runways used for WSC that are asphalt, concrete, solid dirt,
gravel or short grass. The selected landing point should be
beyond the runway’s approach threshold but within the fi rst
one-third portion of the runway.
The factors involved and the procedures described for the
normal approach and landing also have applications to
the other-than-normal approaches and landings which are
discussed later in this chapter. Therefore, the principles of
simple (or normal) operations are explained fi rst and must be
understood before proceeding to more complex operations.
To assist the pilot in understanding the factors that infl uence
judgment and procedures, the last part of the approach pattern
and the actual landing is divided into fi ve phases:
• Base leg
• Final approach
• Roundout
• Touchdown
• After-landing roll
Remember that the manufacturer’s recommended procedures,
including aircraft confi guration, airspeeds, power, and other
information relevant to approaches and landings in a specifi c
make and model aircraft are contained in the Aircraft Flight
Manual (AFM) and/or Pilot’s Operating Handbook (POH)
for that aircraft. If any of the information in this chapter
differs from the aircraft manufacturer’s recommendations
as contained in the AFM/POH, the aircraft manufacturer’s
recommendations take precedence.
Throttle Use
As discussed in Chapter 2, Aerodynamics, the WSC aircraft
has a good glide ratio, and normal landings can easily be
done with the power at idle. It is a good practice to master
the landings with the throttle at idle so that the glide angle,
speeds, and descent rates become habit and part of a normal
routine. This is helpful so that, if there is an engine failure,
the pilot is accustomed to landing with minimum power and
is able to spot land the WSC aircraft for emergency conditions
at or beyond a specifi ed point. As a general practice for
normal landings in calm conditions or a slight headwind,
the throttle should be brought back to idle at the start of the
base leg for landings.
Title 14 of the Code of Federal Regulations (14 CFR), section
91.119, Minimum Safe Altitudes: General, is an important
safety precaution and states: “Except when necessary
for takeoff or landing, no person may operate an aircraft
anywhere below... an altitude allowing, if a power unit fails,
　
中國(guó)航空網(wǎng) m.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：Weight-Shift Control Aircraft Flying Handbook(113)