Chapter 15-Transition to Jet Powered Airplanes |
||
---|---|---|
Table of Contents General Jet Engine Basics Operating the Jet Engine Jet Engine Ignition Continuous Ignition Fuel Heaters Setting Power Thrust to Thrust Lever Relationship Variation of Thrust with RPM Slow Acceleration of the Jet Engine Jet Engine Efficiency Absence of Propeller Effect Absence of Propeller Slipstream Absence of Propeller Drag Speed Margins Recovery from Overspeed Conditions Mach Buffet Boundaries Low Speed Flight Stalls Drag Devices Thrust Reversers Pilot Sensations in Jet Flying Jet Airplane Takeoff and Climb V-Speeds Pre-Takeoff Procedures Takeoff Roll Rotation and Lift-Off Initial Climb Jet Airplane Approach and Landing Landing Requirements Landing Speeds Significant Differences The Stabilized Approach Approach Speed Glidepath Control The Flare Touchdown and Rollout |
GLIDEPATH CONTROL On final approach, at a constant airspeed, the glidepath angle and rate of descent is controlled with pitch attitude and elevator. The optimum glidepath angle is 2.5 to 3 whether or not an electronic glidepath reference is being used. On visual approaches, pilots may have a tendency to make flat approaches. A flat approach, however, will increase landing distance and should be avoided. For example, an approach angle of 2 instead of a recommended 3 will add 500 feet to landing distance. A more common error is excessive height over the threshold. This could be the result of an unstable approach, or a stable but high approach. It also may occur during an instrument approach where the missed approach point is close to or at the runway threshold. Regardless of the cause, excessive height over the threshold will most likely result in a touchdown beyond the normal aiming point. An extra 50 feet of height over the threshold will add approximately 1,000 feet to the landing distance. It is essential that the airplane arrive at the approach threshold window exactly on altitude (50 feet above the runway). |
|
PED Publication |