Transcript Steep Turns - Kansas State University Salina | Salina, KS

Steep Turns
Knowledge of Elements
• Turning performance limits
–Power of the engine
–load factor limits
–aerodynamic characteristics
• Overbanking Tendency
Knowledge of Elements
• Static Stability
–shallow turn - plane tries to
return to wings level
–medium turn - plane remains in
medium bank
Knowledge of Elements
–Steep turn - tries to steepen bank
• Why overbanking occurs
–difference in speed of inside and
outside wing
–outside wing develops more lift
Knowledge of Elements
–with a medium bank the force
created balances the force of the
inherent lateral stability
–with a steep bank the lift
differential overbalances the lateral
stability and counteractive pressure
on the ailerons is needed
Knowledge of Elements
• Effects of Torque
–in left turn there is a tendency to
develop a slight skid. You may
need to add right rudder
–in a right turn the is a tendency to
slip. You may need to add right
rudder
Knowledge of Elements
• To maintain a constant airspeed,
power must be added
–As back pressure is applied to
maintain lift, induced drag
increases so power must be
added
Select an Altitude
• No lower than 1,500 feet AGL
• +100/-100 so use 1,600
• Use an altitude that is easy to
read
• Ensure both you and examiner
know your starting altitude
Reference Point
• Select a prominent landmark to
use as a reference point
Select an Entry Airspeed
• Do clearing turns to ensure the
area is clear of other traffic
• Establish an entry airspeed not
to exceed VA
• Remember that VA changes with
gross weight
Select an Entry Airspeed
• Load factor at 50o is ~1.5 and
increase to 2 at 60o
Enter Steep Turn
• Heading toward reference point
roll into a coordinated turn with
an angle of bank of 50o +5/-5
• As the turn begins, add back
pressure to increase the angle of
attack
Enter Steep Turn
• As you go through 30o, add
power if necessary to maintain
entry altitude and airspeed
Enter Steep Turn
• Trim to relieve excess control
pressure
• Begin rollout one half the angle
of bank 20-25 degrees before
your reference point
• Look and clear before all turns.
Division of Attention
• Do not stare at any one object
• Maintain orientation as well as
altitude requires an awareness
of the relative position of the
nose, the horizon, the wings and
the amount of turn
Division of Attention
• Use visual and instrument
references to hold altitude and
remain oriented
–Keep attitude indicator at 50o
• Roll into a turn in the opposite
direction
Division of Attention
–Keep VSI at or near 0 fpm
–Check heading and altitude
–Scan for outside traffic
• Maintain control of your
aircraft
–To recover from an excessive
nose-low attitude reduce the
angle of bank
–Add back elevator pressure to
raise the nose
–Reestablish the desire angle of
bank
Division of Attention
• Attempting to raise the nose
without decreasing the angle of
bank can lead to a descending
spiral and overstress of the
airplane
Division of Attention
• If altitude increases, increase
the angle of bank with
coordinated use of aileron and
rudder
Roll Out +10/-10
• Roll wings level when on the
entry heading
• Lead the roll out using one half
the angle of bank
Maintain Altitude +100
• Maintain entry altitude and
airspeed throughout the entire
maneuver
• During rollout release the back
pressure or if using trim apply
Maintain Altitude +100
• forward pressure to lower the
nose, reduce the power to
maintain the entry altitude and
airspeed
• Trim the airplane
Common Errors
• Improper pitch, bank, and
power coordination during entry
and rollout
• Uncoordinated use of the flight
controls
Common Errors
• Inappropriate control
applications
• Improper technique in
correcting altitude deviations
• Loss or orientation
Common Errors
• Excessive deviation from
desired heading during rollout
(Refer to figure 4.) What is
the stall speed of an airplane
under a load factor of 2 G's
if the unaccelerated stall
speed is 60 knots?
A.
66 knots.
B.
74 knots.
C.
84 knots.
(Refer to figure 4.) What is
the stall speed of an airplane
under a load factor of 2 G's
if the unaccelerated stall
speed is 60 knots?
C.
84 knots.
(Refer
to figure 4.) What
increase in load factor would
take place if the angle of
bank were increased from 60°
to 80°?
A.
3 G's.
B.
3.5 G's.
C.
4 G's.
(Refer
to figure 4.) What
increase in load factor would
take place if the angle of
bank were increased from 60°
to 80°?
C.
4 G's.
As the angle of bank is
increased, the vertical
component of lift
A.
decreases and the
horizontal component of lift
increases.
B.
decreases and the
horizontal component of lift
remains constant.
C.
increases and the
horizontal component of lift
decreases.
As the angle of bank is
increased, the vertical
component of lift
A.
decreases and the
horizontal component of
lift increases.
To increase the rate of
turn and at the same time
decrease the radius, a
pilot should
A.
increase the bank and
increase airspeed.
B.
increase the bank and
decrease airspeed.
C.
maintain the bank and
decrease airspeed.
To increase the rate of
turn and at the same time
decrease the radius, a
pilot should
B.
increase the bank and
decrease airspeed.
Which is correct with
respect to rate and radius
of turn for an airplane
flown in a coordinated
turn at a constant
altitude?
A.
To maintain a steady rate
of turn, the angle of bank must
be increased as the airspeed is
decreased.
B.
The faster the true
airspeed, the faster the rate
and larger the radius of turn
regardless of the angle of bank.
C.
For a specific angle of
bank and airspeed, the rate and
radius of turn will not vary.
Which is correct with respect
to rate and radius of turn
for an airplane flown in a
coordinated turn at a
constant altitude?
C.
For a specific angle of
bank and airspeed, the rate
and radius of turn will not
vary.
Why is it necessary to
increase back elevator
pressure to maintain altitude
during a turn? To compensate
for the
A.
rudder deflection and
slight opposite aileron
throughout the turn.
B.
loss of the horizontal
component of lift and the
increase in centrifugal force.
C.
loss of the vertical
component of lift.
Why is it necessary to
increase back elevator
pressure to maintain
altitude during a turn? To
compensate for the
C.
loss of the vertical
component of lift.
To maintain altitude during a
turn, the angle of attack must
be increased to compensate for
the decrease in the
A. horizontal component of lift.
B. forces opposing the resultant
component of drag.
C. vertical component of lift.
To maintain altitude during a
turn, the angle of attack must
be increased to compensate for
the decrease in the
C. vertical component of lift.
The ratio between the total
airload imposed on the wing and
the gross weight of an aircraft
in flight is known as
A.
load factor and has no
relation with stall speed.
B.
aspect load and directly
affects stall speed.
C.
load factor and directly
affects stall speed.
The ratio between the
total airload imposed on
the wing and the gross
weight of an aircraft in
flight is known as
C.
load factor and
directly affects stall
speed.
Load factor is the lift
generated by the wings of an
aircraft at any given time
A.
multiplied by the total
weight of the aircraft.
B.
divided by the basic empty
weight of the aircraft.
C.
divided by the total
weight of the aircraft.
Load factor is the lift
generated by the wings of an
aircraft at any given time
C.
divided by the total
weight of the aircraft.
For a given angle of bank, in
any airplane, the load factor
imposed in a coordinated
constant-altitude turn
A.
is constant and the stall
speed decreases.
B.
varies with the rate of
turn.
C.
is constant and the stall
speed increases.
For a given angle of bank, in
any airplane, the load factor
imposed in a coordinated
constant-altitude turn
C.
is constant and the stall
speed increases.
Airplane wing loading
during a level coordinated
turn in smooth air depends
upon the
A.
true airspeed.
B.
rate of turn.
C.
angle of bank.
Airplane wing loading
during a level coordinated
turn in smooth air depends
upon the
C.
angle of bank.
If an aircraft with a gross
weight of 2,000 pounds was
subjected to a 60°
constant-altitude bank, the
total load would be
A.
4,000 pounds.
B.
12,000 pounds.
C.
3,000 pounds.
If an aircraft with a gross
weight of 2,000 pounds was
subjected to a 60°
constant-altitude bank, the
total load would be
A.
4,000 pounds.
While maintaining a constant
angle of bank and altitude in
a coordinated turn, an
increase in airspeed will
A.
increase the rate of turn
resulting in no change in load
factor.
B.
decrease the rate of turn
resulting in no change in load
factor.
C.
decrease the rate of turn
resulting in a decreased load
factor.
While maintaining a constant
angle of bank and altitude in
a coordinated turn, an
increase in airspeed will
B.
decrease the rate of
turn resulting in no change
in load factor.
While holding the angle of
bank constant, if the rate
of turn is varied the load
factor would
A.
remain constant
regardless of air density and
the resultant lift vector.
B.
vary depending upon the
resultant lift vector.
C.
vary depending upon speed
and air density provided the
resultant lift vector varies
proportionately.
While holding the angle of
bank constant, if the rate
of turn is varied the load
factor would
A.
remain constant
regardless of air density
and the resultant lift
vector.
If the airspeed is increased
from 90 knots to 135 knots
during a level 60° banked
turn, the load factor will
A.
remain the same but the
radius of turn will increase.
B.
increase as well as the
stall speed.
C.
decrease and the stall
speed will increase.
If the airspeed is increased
from 90 knots to 135 knots
during a level 60° banked
turn, the load factor will
A.
remain the same but the
radius of turn will increase.
Baggage weighing 90 pounds is
placed in a normal category
airplane's baggage
compartment which is
placarded at 100 pounds. If
this airplane is subjected to
a positive load factor of 3.5
G's, the total load of the
baggage would be
A.
350 pounds and would not
be excessive.
B.
315 pounds and would not
be excessive.
C.
315 pounds and would be
excessive.
Baggage weighing 90 pounds is
placed in a normal category
airplane's baggage compartment
which is placarded at 100
pounds. If this airplane is
subjected to a positive load
factor of 3.5 G's, the total
load of the baggage would be
B.
315 pounds and would not be
excessive.
(Refer to figure 2.) Select the
correct statement regarding
stall speeds.
A.
Power-off stalls occur at
higher airspeeds with the gear
and flaps down.
B.
In a 60° bank the airplane
stalls at a lower airspeed with
the gear up.
C.
Power-on stalls occur at
lower airspeeds in shallower
banks.
(Refer to figure 2.) Select the
correct statement regarding
stall speeds.
C.
Power-on stalls occur at
lower airspeeds in shallower
banks.
(Refer to figure 2.)
Select the correct
statement regarding stall
speeds. The airplane will
stall
A.
10 knots higher in a 45°
bank, power-on stall, than in
a wings-level stall.
B.
10 knots higher in a
power-on, 60° bank, with gear
and flaps up, than with gear
and flaps down.
C.
25 knots lower in a poweroff, flaps-up, 60° bank, than in
a power-off, flaps-down, wingslevel configuration.
(Refer to figure 2.) Select
the correct statement
regarding stall speeds. The
airplane will stall
B.
10 knots higher in a
power-on, 60° bank, with
gear and flaps up, than with
gear and flaps down.
Which is true regarding the use
of flaps during level turns?
A.
The raising of flaps
increases the stall speed.
B.
The lowering of flaps
increases the stall speed.
C.
Raising flaps will require
added forward pressure on the
yoke or stick.
Which is true regarding the use
of flaps during level turns?
A.
The raising of flaps
increases the stall speed.