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and (hopefully) out of trouble.
Again, the charts will indicate the
rate of descent in a turn and all you
need do then is ensure that your
MSA reduces at a greater rate than
your altitude! If you can't comply
with any of this, you may have to
reduce your weight until you can.
Speed
Peculiar to landing is speed—a
higher one than specified naturally
requires a longer distance, not only
for slowing down, but the FAA have
also determined that being 5 knots
too fast over the threshold is the
equivalent of being 50 feet too high.
Power Settings
These are important. Noise
abatement sometimes means
reduced thrust on take-off, which
obviously tighten performance
limits, so will increase all your
distances. EPR gauges should not be
used by themselves as an indication
of engine power output, and should
be crossed referenced with other
instruments, especially when there is
a chance of the probes icing up. The
relevance of this becomes apparent
with an engine failure after V1, where
some aircraft allow full throttle
without exceeding performance
limits (like those with automatic
controls). Others need the levers to
be set more accurately, and a likely
idea of what the limits will be before
take-off. V1 is a fixed speed based on
weight and flap settings (nothing to
do with runway length), and is
supposed to give you a safe full stop
or a successful engine-out takeoff.
However, high speed rejects are
among the top three causes of
accidents. Unless you feel the aircraft
will be uncontrollable, your chances
may better in the air.
Miscellaneous
Low tyre pressures increase distances
required.
Summary
It's obviously not a good plan to
operate to the limit of all the above
factors all at once, as you would by
arriving high and fast at a wet,
downward sloping runway with a
tailwind!
Checklists
Funny things, these. You need them,
but if you let passengers see you
using them, they wonder if you
know how to fly the aircraft
properly, though we all know that
they are there to make sure you have
done everything, and are not actually
instructions. Psychologically, at least,
it may be a good idea to use them as
discreetly as possible. They are
especially important in companies,
where different pilots leave switches
in strange positions, or when an
aircraft comes out of servicing –
using a checklist properly will ensure
that an aircraft is in a standard
position before any flight.
Checklists should be available for
every crew member, and they will
also be fully listed in the Operations
Manual. They should be used on all
relevant occasions, but on singlecrew
flights, checks usually done in
the air may be completed from
memory, but is not recommended.
Memorised drills must be strictly in
accordance with Company
checklists, and emergency drills must
be verified as soon as possible.
Operational Procedures 143
It may be helpful to have the vital
actions placarded somewhere—
either on the back of a sun visor or
printed on the Nav Log.
It's worth considering leaving the
navigation or anti-collision lights (or
engine-out warnings) on when you
leave an aircraft, despite what the
checklist says – then you know that
you've left the Master switch on as
you walk away.
Daily Inspections
Each day, before the first flight of
any aircraft, a Daily (Check A)
Inspection is carried out. Although
it's meant to be a specific
maintenance inspection, as laid
down in the Light Aircraft Maintenance
Schedule (LAMS), it's sort of
equivalent to a pilot's pre-flight
inspection, which in turn is
equivalent to the "external
walkround" in the Flight Manual,
only more detailed. The Check A is
similar to the status of the "First
Parade" given to every military
vehicle at the start of each day, when
the tyres and oil levels are checked.
On smaller aircraft, it may be carried
out by a Commander with the
approval of the Chief Pilot, who will
arrange for the necessary training
with the Company Maintenance
Organisation. You will then be
issued with a number to use against
your signature on any paperwork. In
keeping with General Aviation
practice, the Commander
performing the first flight of the day
normally performs the Check A, and
is responsible for signing the Tech
Log. You are responsible (as
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