Not every flight will be perfect, and emergencies may arise which require immediate pilot intervention
Ground Operations:
Ground operations begin with a throughout preflight
With preparation complete, the aircraft is ready to be started and Run-up to verify the operation of the powerplant and aircraft systems
Pilots will then taxi to the runway to conduct the takeoff and climb
Takeoff & Landing:
Takeoffs and landings are a straight forward concept, but their execution under various conditions can make them complex
Depending on wind direction, runway alignment, and any number of other variables, you may be required to execute different types of takeoffs to get safely airborne
Takeoffs and Climbs:
Takeoffs and climbs transition the pilot and aircraft from the ground to the flight environment
Not all departures are equal however, as the runway or terminal area may require specific considerations
Although conditions rarely favor the use of a standard, or Normal Takeoff and Climb, the procedures nonetheless provide the basics from which all other procedures base
One such example is with regards to winds, and their variability against a static runway direction
Despite some airports having several runways, the wind is rarely straight down the runway, which gives reason for Crosswind Takeoff and Climb procedures
Shorter, often remote airfields require Short Field Takeoff and Climb procedures to be able to remain within the aircraft's limitations while pushing spacial limitations
Airplane Flying Handbook, Effects of Wind During Turns
Wind direction and velocity variations are the primary effects requiring corrections of the flight path during ground reference maneuvers [Figure 1]
Similar to a boat, wind directly influences the path that the airplane travels about the ground
Whenever the aircraft is in flight, the movement of the air directly affects the actual ground track of the airplane
Ground reference maneuvers and their related factors develop a high degree of pilot skill
Although few perform ground reference maneuvers regularly; the elements and principles involved in each apply to many operations
They aid the pilot in analyzing the effect of wind and other forces acting on the airplane and in developing a fine control touch, coordination, and the division of attention necessary for accurate and safe maneuvering of the airplane
Maneuvering by Reference to Ground Objects:
Ground track or ground reference maneuvers are performed at a relatively low altitude while applying wind drift correction as needed to follow a predetermined track or path over the ground
Ground reference maneuvers are generally flown at approximately 600 to 1,000' AGL depending on the speed and type of airplane to a large extent
Consider the following:
The speed with relation to the ground should not be so apparent that events happen too rapidly
The airplane's radius of turn and path over the ground should be easily noted
Changes planned and effected as circumstances require
Drift should be easily discernible but not tax the student too much in making corrections
Objects on the ground should appear in their proportion and size
The altitude should be low enough to render any gain or loss apparent to the student but in no case lower than 500' above the highest obstruction
During these maneuvers, both the instructor and the student should be alert for available forced-landing fields
The area chosen should be away from communities, livestock, and groups of people to prevent possible annoyance or hazards
The low maneuvering altitudes limit the time available to search for a suitable field for landing in the event the need arises
Ground Reference Maneuvers:
To perform any ground reference maneuvers, the pilot must be familiar with the effects of wind drift
Next, pilots will take these lessons learned to perform turns around a point and eventually s-turns accurately
These maneuvers buildup to the rectangular course, which is preparation to enter the traffic pattern to practice takeoffs and landings
"Eights" demonstrate the interactions between maneuvers while developing a pilot's fine motor skills for turns and altitude changes about a known point:
Reducing AoA is the only way to start the recovery process and may be done by lowering the nose or increasing power, however in most aircraft, lowering the nose is the only logical step you have
When transferring controls from one pilot to another, it is critical to be assertive and conscious of good Crew Resource Management practices
Transfer controls using a "positive three-way" method:
Pilot flying states, "You have the controls"
The pilot flying continues to positively control the aircraft
Pilot not flying states, "I have the controls"
The pilot not flying puts their hands on the controls but is not yet the pilot flying
The original pilot flying states, "You have the controls"
At this point, the original pilot flying lets go of the controls while the new pilot flying assumes pilot responsibilities
There may be other variations of this to include shaking the stick, but the intent is there is always a pilot flying, and there can be no confusion to that fact
Conclusion:
Maneuvers are not flown for the sake of
They are means to practice procedures applicable to common aircraft operations
Less important than moving an aircraft to complete a maneuver, is the understanding the desired performance and outcome
Remember: Pitch-Power-Configuration-Trim
Flight maneuvers follow a set of procedures to demonstrate some aspect of the aircraft's performance
Consistently sit in such a way that your sight picture remains constant, that is your view outside of the aircraft, by which you reference the aircraft to the horizon, should be consistent
Consider practicing maneuvers on a flight simulator to introduce yourself to maneuvers or knock-off rust
