曝光台 注意防骗
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Figure 8-28. 360° power-off approach.
Normal Glide Speed
Normal Glide
Speed
Lower Partial Flaps
Maintain 1.4 Vs0
Lower Flaps
as Needed
Establish 1.3 Vs0
Key Position
Key Position
Close Throttle,
Retract Flaps
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• Failure to lower landing gear in retractable gear
airplanes.
• Attempting to “stretch” the glide during undershoot.
• Premature flap extension/landing gear extension.
• Use of throttle to increase the glide instead of
merely clearing the engine.
• Forcing the airplane onto the runway in order to
avoid overshooting the designated landing spot.
EMERGENCY APPROACHES AND
LANDINGS (SIMULATED)
From time to time on dual flights, the instructor should
give simulated emergency landings by retarding the
throttle and calling “simulated emergency landing.”
The objective of these simulated emergency landings
is to develop the pilot’s accuracy, judgment, planning,
procedures, and confidence when little or no power is
available.
A simulated emergency landing may be given with the
airplane in any configuration. When the instructor calls
“simulated emergency landing,” the pilot should
immediately establish a glide attitude and ensure that
the flaps and landing gear are in the proper configuration
for the existing situation. When the proper glide
speed is attained, the nose should then be lowered and
the airplane trimmed to maintain that speed.
Aconstant gliding speed should be maintained because
variations of gliding speed nullify all attempts at accuracy
in judgment of gliding distance and the landing
spot. The many variables, such as altitude, obstruction,
wind direction, landing direction, landing surface and
gradient, and landing distance requirements of the
airplane will determine the pattern and approach procedures
to use.
Utilizing any combination of normal gliding maneuvers,
from wings level to spirals, the pilot should eventually
arrive at the normal key position at a normal traffic pattern
altitude for the selected landing area. From this
point on, the approach will be as nearly as possible a
normal power-off approach. [Figure 8-29]
With the greater choice of fields afforded by higher
altitudes, the inexperienced pilot may be inclined to
delay making a decision, and with considerable altitude
in which to maneuver, errors in maneuvering and
estimation of glide distance may develop.
All pilots should learn to determine the wind direction
and estimate its speed from the windsock at the airport,
smoke from factories or houses, dust, brush fires, and
windmills.
Once a field has been selected, the student pilot should
always be required to indicate it to the instructor.
Normally, the student should be required to plan and
fly a pattern for landing on the field first elected until
the instructor terminates the simulated emergency
Figure 8-29. Remain over intended landing area.
Retract Flaps
Base Key Point
Lower Flaps
Spiral Over
Landing Field
8-25
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landing. This will give the instructor an opportunity to
explain and correct any errors; it will also give the student
an opportunity to see the results of the errors.
However, if the student realizes during the approach
that a poor field has been selected—one that would
obviously result in disaster if a landing were to be
made—and there is a more advantageous field within
gliding distance, a change to the better field should be
permitted. The hazards involved in these last-minute
decisions, such as excessive maneuvering at very low
altitudes, should be thoroughly explained by the
instructor.
Slipping the airplane, using flaps, varying the position
of the base leg, and varying the turn onto final
approach should be stressed as ways of correcting for
misjudgment of altitude and glide angle.
Eagerness to get down is one of the most common
faults of inexperienced pilots during simulated emergency
landings. In giving way to this, they forget about
speed and arrive at the edge of the field with too much
speed to permit a safe landing. Too much speed may be
just as dangerous as too little; it results in excessive
floating and overshooting the desired landing spot. It
should be impressed on the students that they cannot
dive at a field and expect to land on it.
During all simulated emergency landings, the engine
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