aircraft handling part 5 pre-take off checks. starting engines starting engines is a team procedure...
TRANSCRIPT
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AIRCRAFT HANDLING
Part 5
Pre-Take Off Checks
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Starting Engines
Starting engines is a team procedure between the pilot
and the ground handling team.
The pilot indicates the engines are ready to be started by shouting
“All clear for starting?”.
The Ground crew will then check it is clear.
The pilot then repeats this before starting the engine.
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Starting Engines
Engine checks after start-up vary according to type.
The basic types are –
Piston Enginesand
Jet Engines
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Starting Engines
Piston Engines
Check the oil pressure registers on the gauge.
Engine warmed to boththe cylinder head and oil temps.
Run engine to higher rpm, to test the power output, functioning of magnetos,
& operation of the propeller variable pitch control. (This may be done at dispersal
or after taxiing to the marshalling point).
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Starting Engines
Jet Engines
Jet engines do not require warming up.
There is a brief period during start-up, whilst the engine is winding up to idling rpm
and the flame is not fully stabilized.
If the temperature is rising too rapidly the engine must be closed down
before the permitted maximum is exceeded –otherwise engine damage can occur
or a fire could break out.
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TaxiingPrelims
Any special points to be watched while taxiingare described in the Aircrew Manual
for the aircraft type.
In general:
The pilot must check the brakes ASAP afterstarting to taxi, whilst the speed is still low.
The pilot will always keep the amount of engine power used in taxiing as low as possible,
since aircraft brakes quickly overheat if abused.
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TaxiingSpeeds
Taxiing speeds depend entirely on the circumstances.
The overall consideration must be to limit the speed:
To give time to cope with any emergency.
To limit the stresses on the undercarriage.
To avoid obstructions or turning sharply.
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TaxiingSteering
If the aircraft has nose wheel steering,wheel brakes will be used only to
slow or stop the aircraft.
In aircraft without nose wheel steering, the pilot has to use the brakes to steer the aircraft - left brake to turn left etc.
The application of brake to one wheel and not the other,
in order to steer the aircraft is called “differential braking”.
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TaxiingSteering
In tail wheel aircraft,where the CoG is behind the main wheels,
there is a tendency for a turn, once started, to tighten up.
In nose wheel aircraft, where the CoG is ahead of the main wheels,
a natural directional stability results and the turning force has to be maintained
to sustain the turn.
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TaxiingWind
The wind velocity can be an important consideration when taxiing.
The effect of the wind on the keel surfaces
(ie the fin and rudder)normally tends to turn an aircraft into wind –
the “weather cock” effect.
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TaxiingWind
In a strong wind, the effectiveness of the brakes
in countering weather cocking may well be the limiting factor in the use of these aircraft.
In strong or gusty winds
the controls must be held firmly to prevent them being blown against their stops;
Aircrew Manuals indicate when control locks
may be used when taxiing.
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TaxiingObstructions
The pilot must keep a good look-out for obstructions and other aircraft
at all times when taxiing.
In any aircraft, if doubt exists about the clearances
or position of obstacles, the aircraft should be stopped.
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TaxiingObstructions
In a large aircraft it is normal to post crew members in suitable positions in the aircraft to supplement the pilot’s look out.
In single piston engine aircraft the pilot’s forward view is restricted by the nose:
As such they must taxi slowly, yawing the nose from side to side
to ensure that the way ahead is clear.
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Pre-Take Off Checks“Pre-take-off checks”
are vital to the safety of the aircraft.
The actions following PTOCs are called “vital actions”
and ensure equipment for successfultake-off and climb away
is functioning and set correctly:
the supply of fuel to the engine,
the position of the flaps,
the operation of the flight instruments,
plus others.
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Pre-Take Off Checks“Pre-take-off checks”
are vital to the safety of the aircraft.
PTOCs are generally double checks of previous checks –
but they are the final checks before take off.
In multi-crew aircraft the checks are doneon “challenge and response” basis.
In single-seat aircraft the pilot does them from memory.
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Which of the following is not a piston engine check after start up?
Check fuel gaugesto ensure minimum levels are met.
Check oil pressure registerson the gauge.
Run engine to higher rpm,to test the power output.
Engine is warmed to cylinder head & oil temps.
Check of Understanding
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Where would you find any special points to be watched while taxiing
for a particular aircraft type?
In the F700
In the Aircraft Manual
In the Aircrew Manual
In the Flight Manual
Check of Understanding
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Why does a pilot keep the amount of engine power used
in taxiing as low as possible?
To maintain engine temperature
To give time to cope with any emergency
To stop the brakes from overheating
To limit the stress on the undercarriage
Check of Understanding
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Which of the following is not a consideration of taxiing speed?
To give time to cope with any emergency
To avoid obstructions or turning sharply
To limit the stress on the undercarriage
To maintain the engine temperature
Check of Understanding
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When taxiing in a single piston engine aircraft
what must the pilot do to ensure his way ahead is clear?
Post ground crew at either wing tip
Post crew membersto supplement his view
Use Differential Braking to check ahead
Taxi slowly andyaw the nose from side to side
Check of Understanding
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AIRCRAFT HANDLING
End of Presentation