AI.VII.C.S11

From the FAA library

• Airplane Flying Handbookp. 3-17
  Chapter 3: Basic Flight Maneuvers › Climbs and Climbing Turns

  Normal climb speed is generally higher than the airplane’s best rate of climb. The additional airspeed provides for better engine cooling, greater control authority, and better visibility over the nose of the airplane. Normal climb is sometimes referred ... cruise climb. ⦁ Best rate of climb (VY)—produces the most altitude gained over a given amount of time. This airspeed is typically used when initially departing a runway without obstructions until it is safe to transition to a normal…

• Airplane Flying Handbookp. 16-17
  Chapter 16: Transition to Jet-Powered Airplanes › Jet Airplane Takeoff and Climb › Initial Climb

  making a power reduction, the pilot should reduce the pitch attitude simultaneously if needed and monitor the airplane airspeed and rate of climb so as to preclude an inadvertent reduction in desired performance or a descent. Speed is limited ... otherwise authorized by the Administrator (14 CFR part 91, section 91.117(a)). At or above that altitude, the best rate of climb speed is published in the AFM. If asked to increase rate of climb, increasing pitch slightly will have…

• Airplane Flying Handbookp. 6-12
  Chapter 6: Takeoffs and Departure Climbs › Short-Field Takeoff and Maximum Performance Climb › Initial Climb

  rotate to the appropriate pitch attitude at (or near) VX. The pilot should be aware that some airplanes have a natural tendency to lift off well before reaching VX. In these airplanes, it may be necessary to allow the airplane ... lift off in ground effect and then reduce pitch attitude to level until the airplane accelerates to VX with the wheels just clear of the runway surface. This method is preferable to forcing the airplane to remain on the ground…

• Airplane Flying Handbookp. 3-20
  Chapter 3: Basic Flight Maneuvers › Climbs and Climbing Turns › Climbing Turns

  Common errors in the performance of climbs and climbing turns are: 1. Attempting to establish climb pitch attitude by primarily referencing the airspeed indicator and chasing the airspeed. 2. Applying elevator pressure too aggressively resulting in an excessive climb angle ... Inadequate or inappropriate rudder pressure during climbing turns. 4. Allowing the airplane to yaw during climbs usually due to inadequate right rudder pressure. 5. Fixation on the airplane’s nose during straight climbs, resulting in climbing with one wing…

• 14 CFR Part 121 — Operating Requirements: Domestic, Flag, and Supplemental OperationsOpen
  14 CFR § 121.311 Seats, safety belts, and shoulder harnesses.

  land as long as the flightcrew instructs each passenger to place his or her seat back in the upright position for takeoff and landing. (f) No person may operate a transport category airplane that was type certificated after January ... nontransport category airplane manufactured after March 20, 1997, unless it is equipped at each flight deck station with a combined safety belt and shoulder harness that meets the applicable requirements specified in § 25.785 of this chapter, effective March…

• Aircraft Weight and Balance Handbookp. 9-5
  Chapter 9: Weight and Balance Control— Commuter Category and Large Aircraft › Operational Empty Weight (OEW) › Fleet Operating Empty Weights (FOEW)

  aircraft to another group, or reestablishing new fleet operating empty weights (FOEWs) Onboard Aircraft Weighing System Some large transport airplanes have an onboard aircraft weighing system (OBAWS) that, when the aircraft is on the ground, gives the flight crew ... Procedures are required to ensure the onboard weight and balance system equipment is periodically calibrated in accordance with the manufacturer’s instructions…