PL.XI.B.S4
SkillApply braking as appropriate.
From the FAA library
- Chapter 11: Aircraft Performance › Takeoff and Landing Performance › Landing Performance
become fearful as the end of the runway is facing them just ahead. A typical pilot reaction is to brake—and brake hard. Because the aircraft does not have antilock braking features like a car, the brakes lock ... runway until decreasing to a speed of about 54 knots (the square root of the tire pressure (√36) × 9). Braking is ineffective when hydroplaning. The 260 feet that a pilot might feel is left over has long since evaporated…
- Chapter 7: Automation & Flight Path Management › Integrated Flight Path Automation Systems
While pilots often rely on the autopilot, they also need to be able to fly the aircraft manually within appropriate standards. Pilots should train and practice using automation under VFR with an appropriately qualified and knowledgeable flight instructor before attempting ... flight simulation training device provides the opportunity to practice and repeat automation procedures with a simulated high workload. Through appropriate training and practice, pilots learn to operate autopilot systems with ease and in a routine manner. Knowledge of system limitations…
- Chapter 11: Aircraft Performance › Takeoff and Landing Performance › Runway Surface and Gradient
runway and the tires, they can also act as obstructions and reduce the landing distance. [Figure 11-16] Braking effectiveness is another consideration when dealing with various runway types. The condition of the surface affects the braking ability ... aircraft. The amount of power that is applied to the brakes without skidding the tires is referred to as braking effectiveness. Ensure that runways are adequate in length for takeoff acceleration and landing deceleration when less than ideal surface conditions…
- Chapter 6: Flight Controls › Flight Control Systems › Adverse Yaw
magnifies the control problems associated with adverse yaw. All turns are coordinated by use of ailerons, rudder, and elevator. Applying aileron pressure is necessary to place the aircraft in the desired angle of bank, while simultaneous application of rudder pressure ... required during a turn than during straight-and-level flight, the angle of attack (AOA) must be increased by applying elevator back pressure. The steeper the turn, the more elevator back pressure that is needed. As the desired angle…
- Chapter 11: Aircraft Performance › Takeoff and Landing Performance › Takeoff Performance
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 ... ineffective, so aerodynamic braking should be used to its fullest advantage. Figure 11-18. Tire pressure. Takeoff Performance The minimum takeoff distance is of primary interest in the operation of any aircraft because it defines the runway requirements. The minimum…
- Chapter 11: Aircraft Performance › Takeoff and Landing Performance › Water on the Runway and Dynamic Hydroplaning
Dynamic Hydroplaning Water on the runways reduces the friction between the tires and the ground and can reduce braking effectiveness. The ability to brake can be completely lost when the tires are hydroplaning because a layer of water separates ... tires from the runway surface. This is also true of braking effectiveness when runways are covered in ice. When the runway is wet, the pilot may be confronted with dynamic hydroplaning. Dynamic hydroplaning is a condition in which the aircraft…