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for the WSC aircraft and a very fi ne control touch in order
to avoid overcontrolling the pitch control as required control
pressures change with aircraft acceleration. Simply getting
off the ground as quickly as possible and fl ying in ground
effect is the goal.
In addition to normal takeoffs, additional common errors in
the performance of soft/rough fi eld takeoffs are:
• Attempting a takeoff with a WSC that is not equipped
with the proper tires.
• Minimum air pressure not used in tires.
• Insuffi cient control bar forward pressure during initial
takeoff roll, resulting in inadequate angle of attack.
• Poor directional control.
• Climbing too steeply after lift-off.
• Abrupt and/or excessive pitch control while attempting
to level off and accelerate after lift-off.
• Allowing the aircraft to “mush” or settle resulting in
an inadvertent touchdown after lift-off.
• Attempting to climb out of ground effect area before
attaining suffi cient climb speed.
Rejected Takeoff/Engine Failure
Emergency or abnormal situations can occur during a takeoff
that requires a pilot to reject the takeoff while still on the
runway. Circumstances such as a malfunctioning powerplant,
items dislodging during takeoff, inadequate acceleration,
runway incursion, or air traffi c confl ict may be reasons for
a rejected takeoff.
7-13
Prior to takeoff, the pilot should have in mind a point along
the runway at which the aircraft should be airborne. If
that point is reached and the WSC aircraft is not airborne,
immediate action should be taken to discontinue the takeoff.
Properly planned and executed, chances are excellent the
aircraft can be stopped on the remaining runway without
using extraordinary measures, such as excessive braking
that may result in loss of directional control, damage, and/or
personal injury.
In the event a takeoff is rejected, the power should be reduced
to idle or the engine shut off and maximum braking applied
while maintaining directional control. If it is necessary to
shut down the engine due to a fi re, the fuel supply should
be shut off and the magnetos turned off. In all cases, the
manufacturer’s emergency procedure should be followed.
What characterizes all power loss or engine failure
occurrences after lift-off is urgency. In most instances,
the pilot has only a few seconds after an engine failure to
decide what course of action to take and to execute it. Unless
prepared in advance to make the proper decision, there is an
excellent chance the pilot will make a poor decision, or make
no decision at all and allow events to rule.
In the event of an engine failure on initial climb-out, the
pilot’s fi rst responsibility is to maintain aircraft control. At
a climb pitch attitude without power, the WSC is at or near
a stalling angle of attack. It is essential the pilot immediately
lower the pitch attitude by pulling the control bar back
to the chest immediately to prevent a stall. As discussed
earlier in the climb section, a preventative measure is to
climb to a safe altitude, 200 feet was used as an example,
at least the minimum safe climb speed as recommended by
the manufacturer to lower pitch angle as a safety measure
for this situation to minimize a high pitch angle close to the
ground. The pilot should establish a controlled glide toward
a plausible landing area (preferably straight ahead on the
remaining runway).
Noise Abatement
Aircraft noise problems have become a major concern at many
airports throughout the country. Many local communities
have pressured airports into developing specifi c operational
procedures that help limit aircraft noise while operating
over nearby areas. For years now, the Federal Aviation
Administration (FAA), airport managers, aircraft operators,
pilots, and special interest groups have been working together
to minimize aircraft noise for nearby sensitive areas. As a
result, noise abatement procedures have been developed for
many of these airports that include standardized profi les and
procedures to achieve these lower noise goals.
Airports that have noise abatement procedures provide
information to pilots, operators, air carriers, air traffic
facilities, and other special groups that are applicable to
their airport. These procedures are available to the aviation
community by various means. Most of this information
comes from the Airport/Facility Directory (A/FD), local and
regional publications, printed handouts, operator bulletin
boards, safety briefi ngs, and local air traffi c facilities.
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Weight-Shift Control Aircraft Flying Handbook(93)
