曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
188 Canadian Professional Pilot Studies
is using them! Clearance to enter your
runway is entirely separate – taxi
clearance is only to get you there.
To get started, you may need what
seems like a lot of power, but this
will reduce to a very small amount
once the wheels start rolling. The
first thing you do then is test the
brakes with a small dab on the toe
pedals, and bring the machine to a
stop again.
Once under way, the machine will
want to head into wind – it is only
held straight by friction from the
tyres, but you can help by
positioning the controls. Moving the
control column into the wind
direction deflects the ailerons so that
they help control direction. A high
wing aircraft with the wind coming
from one of the rear quarters (SW,
SE, etc.) should also have its
elevators down (i.e. control column
forward), but this is also true to a
lesser extent for other aircraft. On a
rough surface, pull the control
column back.
It is usual to initiate a turn to the left
and right, if there is no opportunity
to do so anyway, to check the
instruments. The artificial horizon
should always be level, and the
compass and DGI increasing and
decreasing according to the turn.
The needle and ball (or turn
coordinator) should also indicate the
correct direction.
Try not to use the brakes to turn –
you should be able to use the rudder
pedals by themselves. Wearing out
the brakes costs money, and you
don't want to do this unnecessarily.
Use them smoothly at all times. It is
considered to be bad practice to use
high power to taxi, and use the
brakes to slow you down. A brisk
walking pace is recommended. If
you do use a brake to turn, the inside
wheel should not be stationary, or
the tyres will wear.
Takeoff
You should normally do this into
wind as much as possible, although
circumstances sometimes dictate
otherwise – check your Flight
Manual for the maximum crosswind
limits your machine can take, but
most are certificated with the ability
to handle 90° of crosswind at 20%
of the stalling speed.
Line up straight on the runway, and
check that the compass and DGI
show the right numbers. You should
not experience any yaw to the left in
a nosewheel aircraft unless the nose
is lifted, as it would be for a soft
field takeoff (it will reduce slightly
once the tail comes off the ground in
a taildragger). Keep full power on
until at least 500 feet off the ground,
at best rate of climb speed, unless
you have obstacles, in which case use
best angle speed.
In a crosswind, position the ailerons
as if you were turning into wind,
which will stop the wind wing rising.
You can reduce this as speed is
gained. Once airborne, you must stay
airborne (because of the sideways
movement if you settle again), and
you must come off cleanly in the
first place. Then make a coordinated
turn into wind, until you have the
right heading for the drift.
Where space is limited, you have to
accelerate as quickly as possible and
configure the aircraft for a takeoff at
slow speed, which means using some
degree of flap (check the Flight
Airframes, Engines & Systems 189
Manual). to get maximum
acceleration, you need maximum
power without movement, which
means both feet on the brakes.
Assuming the power is what the
Flight Manual says you should
expect, release the brakes gently and
raise the nose when you reach the correct
liftoff speed.
Another way (used by bush and
mountain pilots) is to keep the flaps
up during the backtrack, and
increase power to get as much speed
as possible in the turn. Once you
have speed on the takeoff roll, select
full flaps and away you go. Full flaps
create drag, so you want them up as
soon as possible – you can do this
very slowly while still in ground
effect, keeping the nose down.
Soft and rough surfaces need more
distance, and the idea is to do as
much as possible on solid ground so
you can get off without stopping,
otherwise you might get stuck. You
need the nose high, or at least the
weight off the nosewheel, so your
liftoff speed will be slower than
normal, close to the stall. Fly level
with wheels just off the ground until
you have the speed for climbing.
When trying to get over obstacles, be
prepared for a change in the wind
that may stop you getting over them.
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
Canadian Professional Pilot Studies1(125)
