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continue to be concerned with maintaining the
wings in a level attitude, as well as holding the
proper pitch attitude. Outside visual scan to
attain/maintain proper airplane pitch and bank attitude
must be intensified at this critical point. The
flight controls have not yet become fully effective,
and the beginning pilot will often have a tendency
to fixate on the airplane’s pitch attitude and/or the
airspeed indicator and neglect the natural tendency
of the airplane to roll just after breaking ground.
During takeoffs in a strong, gusty wind, it is advisable
that an extra margin of speed be obtained before the
airplane is allowed to leave the ground. Atakeoff at the
Figure 5-2. Initial roll and takeoff attitude. normal takeoff speed may result in a lack of positive
A. Initial roll
B. Takeoff attitude
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5-4
control, or a stall, when the airplane encounters a
sudden lull in strong, gusty wind, or other turbulent
air currents. In this case, the pilot should allow the
airplane to stay on the ground longer to attain more
speed; then make a smooth, positive rotation to leave
the ground.
INITIAL CLIMB
Upon lift-off, the airplane should be flying at approximately
the pitch attitude that will allow it to accelerate
to VY. This is the speed at which the airplane will gain
the most altitude in the shortest period of time.
If the airplane has been properly trimmed, some backelevator
pressure may be required to hold this attitude
until the proper climb speed is established. On the
other hand, relaxation of any back-elevator pressure
before this time may result in the airplane settling,
even to the extent that it contacts the runway.
The airplane will pick up speed rapidly after it
becomes airborne. Once a positive rate of climb is
established, the flaps and landing gear can be retracted
(if equipped).
It is recommended that takeoff power be maintained
until reaching an altitude of at least 500 feet above the
surrounding terrain or obstacles. The combination of
VY and takeoff power assures the maximum altitude
gained in a minimum amount of time. This gives the
pilot more altitude from which the airplane can be
safely maneuvered in case of an engine failure or other
emergency.
Since the power on the initial climb is fixed at the takeoff
power setting, the airspeed must be controlled by making
slight pitch adjustments using the elevators. However,
the pilot should not fixate on the airspeed indicator when
making these pitch changes, but should, instead, continue
to scan outside to adjust the airplane’s attitude in relation
to the horizon. In accordance with the principles of attitude
flying, the pilot should first make the necessary
pitch change with reference to the natural horizon and
hold the new attitude momentarily, and then glance at the
airspeed indicator as a check to see if the new attitude is
correct. Due to inertia, the airplane will not accelerate or
decelerate immediately as the pitch is changed. It takes a
little time for the airspeed to change. If the pitch attitude
has been over or under corrected, the airspeed indicator
will show a speed that is more or less than that desired.
When this occurs, the cross-checking and appropriate
pitch-changing process must be repeated until the desired
climbing attitude is established.
When the correct pitch attitude has been attained, it
should be held constant while cross-checking it against
the horizon and other outside visual references. The
airspeed indicator should be used only as a check to
determine if the attitude is correct.
After the recommended climb airspeed has been established,
and a safe maneuvering altitude has been
reached, the power should be adjusted to the recommended
climb setting and the airplane trimmed to
relieve the control pressures. This will make it easier
to hold a constant attitude and airspeed.
During initial climb, it is important that the takeoff
path remain aligned with the runway to avoid drifting
into obstructions, or the path of another aircraft that
may be taking off from a parallel runway. Proper scanning
techniques are essential to a safe takeoff and
climb, not only for maintaining attitude and direction,
but also for collision avoidance in the airport area.
When the student pilot nears the solo stage of flight
training, it should be explained that the airplane’s
takeoff performance will be much different when the
instructor is out of the airplane. Due to decreased
load, the airplane will become airborne sooner and
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AIRPLANE FLYING HANDBOOK 飞机飞行手册上(55)
