AA.III.I.S3
SkillPromptly reduce the power and maintain positive aircraft control using drag and braking devices, as appropriate, to come to a stop.
From the FAA library
- Chapter 11: Aircraft Performance › Takeoff and Landing Performance › Takeoff Performance
once hydroplaning starts, it can continue well below the minimum initial hydroplaning speed. On wet runways, directional control can be maximized by landing into the wind. Abrupt control inputs should be avoided. When the runway is wet, anticipate braking problems ... well before landing and be prepared for hydroplaning. Opt for a suitable runway most aligned with the wind. Mechanical braking may be ineffective, so aerodynamic braking should be used to its fullest advantage. Figure 11-18. Tire pressure. Takeoff Performance…
- Chapter 16: Transition to Jet-Powered Airplanes › Jet Airplane Takeoff and Climb › Rejected Takeoff
thrust is set, while at the same time performing a pilot incapacitation check through the “challenge and response” ritual. Brakes provide the most effective stopping force, but experience has shown that the initial tendency of a flight crew ... normal after-landing braking during a rejected takeoff. Delaying the intervention of the primary deceleration force during an RTO maneuver, when every second counts, increases stopping distance. Instead of braking after the throttles are retarded and the spoilers are deployed…
- Chapter 3: Basic Flight Maneuvers › Effect and Use of Flight Controls
With the pilot’s hand: ⦁ When pulling the elevator pitch control toward the pilot, which is an aft movement of the control wheel, yoke, control stick, or side stick controller (referred to as adding back pressure), the airplane’s nose ... airplane. Think of this movement from the pilot’s feet to the pilot’s head. ⦁ When pushing elevator pitch control toward the instrument panel, (referred to as increasing forward pressure), the airplane rotates the nose forward relative to the pilot…
- Chapter 5: Maintaining Aircraft Control: Upset Prevention and Recovery Training › Stalls › Full Stalls, Power-On
Full Stalls, Power-On Power-on stall recoveries are practiced from straight climbs and climbing turns (15° to 20° bank) to help the pilot recognize the potential for an accidental stall during takeoff, go around, climb, or when trying ... clear an obstacle. Airplanes equipped with flaps or retractable landing gear should normally be in the takeoff configuration; however, power-on stalls should also be practiced with the airplane in a clean configuration (flaps and gear retracted) to ensure practice…
- 14 CFR Part 141, Appendix J to Part 141—Aircraft Type Rating Course, For Other Than an Airline Transport Pilot Certificate
Part 141, Appendix J to Part 141—Aircraft Type Rating Course, For Other Than an Airline Transport Pilot Certificate 1. Applicability. This appendix prescribes the minimum curriculum for an aircraft type rating course other than an airline transport pilot certificate ... category—multiengine class. (c) A type rating in a rotorcraft category—helicopter class. (d) A type rating in a powered-lift category. (e) Other aircraft type ratings specified by the Administrator through the aircraft type certificate procedures. 2. Eligibility…
- 14 CFR § 61.58 Pilot-in-command proficiency check: Operation of an aircraft that requires more than one pilot flight crewmember or is turbojet-powered.
Pilot-in-command proficiency check: Operation of an aircraft that requires more than one pilot flight crewmember or is turbojet-powered. see § 61.14); as listed in appendix A of this part appropriate to the rating held, in an aircraft that ... type certificated for more than one pilot flight crewmember or is turbojet powered; (2) The practical test required for a type rating, in an aircraft that is type certificated for more than one required pilot flight crewmember or is turbojet…