SH.VIII.H.R3
Risk managementFlight control inputs during takeoff or landing.
From the FAA library
- Chapter 11: Aircraft Performance › Takeoff and Landing Performance › Landing Performance
increase of landing speed by ten percent increases the landing distance by 20 percent. Hydroplaning makes braking ineffective until a decrease of speed that can be determined by using Figure 11-18. For instance, a pilot is downwind for runway ... knots versus 70 knots), as presented in the performance chapter, results in a 20 percent increase in the landing distance. In performance planning, the pilot determined that at 70 knots the distance would be 1,600 feet. However…
- Chapter 11: Helicopter Emergencies and Hazards › Dynamic Rollover › Normal Takeoffs and Landings
Normal Takeoffs and Landings Dynamic rollover is possible even during normal takeoffs and landings on relatively level ground, if one wheel or skid is on the ground and thrust (lift) is approximately equal to the weight of the helicopter ... takeoff or landing is not performed properly, a roll rate could develop around the wheel or skid that is on the ground. When taking off or landing, perform the maneuver smoothly and carefully adjust the cyclic so that no pitch…
- Chapter 11: Helicopter Emergencies and Hazards › Dynamic Rollover › Slope Takeoffs and Landings
Slope Takeoffs and Landings During slope operations, excessive application of cyclic control into the slope, together with excessive collective pitch control, can result in the downslope skid or landing wheel rising sufficiently to exceed lateral cyclic control limits ... upslope rolling motion can occur. [Figure 11-6] When performing slope takeoff and landing maneuvers, follow the published procedures and keep the roll rates small. Slowly raise the downslope skid or wheel to bring the helicopter level, and then lift…
- Chapter 11: Helicopter Emergencies and Hazards › Lost Procedures
potentially dangerous situation for any aircraft, especially when low on fuel. Due to the helicopter’s unique ability to land almost anywhere, pilots have more flexibility than other aircraft as to landing site. An inherent risk associated with being lost ... waiting too long to land in a safe area. Helicopter pilots should land before fuel exhaustion occurs because maneuvering with low fuel levels could cause the engine to stop due to fuel starvation as fuel sloshes or flows away from…
- Chapter 2: Aeronautical Decision-Making › Hazard and Risk › V = EnVironment
airplane related. It can include such factors as weather, air traffic control, navigational aids (NAVAIDS), terrain, takeoff and landing areas, and surrounding obstacles. Weather is one element that can change drastically over time and distance. A pilot was landing ... heavy jet had departed a parallel runway. The pilot assumed that wake turbulence would not be a problem since landings had been performed under similar circumstances. Due to a combination of prevailing winds and wake turbulence from the heavy…
- Chapter 18: Emergency Procedures › Flight Control Malfunction/Failure › Landing Gear Malfunction
pilot can request that the runway surface be foamed. The pilot should consider burning off excess fuel. This reduces landing speed and fire potential. If the landing gear malfunction is limited to one main landing gear leg, the pilot should ... that side. The reduced weight makes it possible to delay the unsupported wing from contacting the surface during the landing roll until the last possible moment. Reduced impact speeds result in less damage. If only one landing gear leg fails…