Aerodynamics - Brown University
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Transcript Aerodynamics - Brown University
Procedures and Operations
9 March 2005
Traffic Patterns
Tower-controlled airports
Towers provide for orderly arrival and departure
to/from airports
the tower will issue instructions for desired
flight path
clearances must be received before takeoff or
landing
No control tower
Pilots self-announce position and intentions on a
common traffic frequency
All traffic uses a “left” traffic pattern un
otherwise indicated
Traffic Patterns
An organized method of arriving and departing
from airports
Denoted either “left” or “right” by the direction
of the turns
Left traffic
is standard
Traffic Patterns
Airplanes land into the wind!
Segmented circle indicates traffic pattern
direction and wind direction
Wind cones, wind tees, and windsocks
indicate the direction of the wind. The
large end of the wind sock points into the
wind
Airport Markings
Runway naming is determined by the approach
direction
To find a runway number, round magnetic
heading to nearest ten and lop off a zero. If
the final approach course is 267°, the runway
will be runway 27. (All runway #s are 1-36)
Runways have letters when there are two or
three parallel runways. In this case, they are
labeled L, R, C, for left, right and center.
Airport Markings
Threshold – beginning of a runway available for
landing of aircraft.
Those runways that do not have thresholds at the
beginning of the runway have displaced
thresholds.
The area between the beginning of the runway and
the displaced threshold may be used for taxiing,
takeoff, and landing rollout, but not for landing.
Closed runways will be marked by an “X” at either
end.
Land and Hold Short Operations
(LAHSO)
Found at airports with a runway intersecting
another runway, taxiway, or other point
Allows increased airport capacity
Student pilots or those unfamiliar with LAHSO
should not accept a clearance
PIC (duh) has final authority to accept or
decline any LAHSO clearance
LAHSO distances available in the
Airport/Facilities Directory (A/FD)
LAHSO clearances only issued when ceiling is
at least 1000 feet and 3 sm visibility
Airport Lighting
At night – location of an airport can be
determined by a rotating beacon
White and green – lighted land airport
White and yellow – Lighted water airport
Green yellow white – lighted heliport
Military land airport – dual peaked white
then green
Airport Lighting
Beacons are operated during daylight
hours if:
Less than 1000 foot ceiling
Visibility less than 3 miles
Runway edge lights
Outline runway at night/low vis.
Radio control of lighting
Available per the AF/D
“Key the mike” 7, 5, or 3 times…
Visual Approach Slope Indicator
(VASI)
Indicates your
relationship to the
glidepath
Grim mnemonic:
White over white:
“You’re out of sight”
Red over white:
“you’re all right”
Red over red:
“you’re dead!”
Other approach slope indicators
Tricolor VASI (rare)
Amber = too high
Green = on path
Red = Too low
Pulsating VASI (rare)
Pulsating white =
Above glide path
Steady white = On
glide path
Red/pulsating red =
below glide path
Precision Approach
Path Indicator (PAPI)
4 lights
More white = higher
Surface Operations
Don’t let the wind flip your airplane over.
Expose the top of the
control surfaces to
the wind whenever
possible
Airport/Facility Directory (A/FD)
Published every 56 days
Contains all public use airports,
seaplane bases, and heliports
Includes communications data,
navigational facilities, and special
notices and procedures
Telegraphic – use the legend!
Fitness for Flight / Aeromedical
Hypoxia – symptoms include:
Headache
Drowsiness
Euphoria
Vertigo
14 CFR 91.211: O2 requirements
12,500-14,000 MSL:
O2 must be used by flight crew for time in excess of 30
minutes in that range
>14,000 MSL:
O2 used by flight crew always
>15,000 MSL:
O2 provided to every occupant
Aeromedical Factors
Hyperventilation
Deficiency of carbon dioxide
Caused by extra deep breathing due to
anxiety, tension, fear
Overcome by:
Breathing into a bag
Talking out loud
Consciously slowing breathing rate
Aeromedical Factors
Carbon Monoxide Poisoning
CO: colorless, odorless, tasteless
Symptoms:
Headache
Drowsiness
Dizziness
Susceptibility increases with altitude
Think you have CO poisoning?
Turn off heater!
Open air vents!
Don’t die.
Aeromedical Factors
Spatial Disorientation
Caused by:
Complex motions/apparent motions
Vestibular disorientation…
Visual scenes
“Seat of the pants” inherently unreliable
Overcome by:
Rely on your flight instruments!
Ignore sensory input.
Aeronautical Decision Making
(ADM)
Systematic method for determining
whether an individual is fit to fly for a
particular flight and to help a flight be
completed/continued safely
Aeronautical Decision Making
(ADM)
Five hazardous attitudes / antidotes
Antiauthority
“Follow the rules, they are usually right.”
Impulsivity
“Not so fast. Think first.”
Invulnerability
“It could happen to me.”
Machismo
“Taking chances is foolish.”
Resignation
“I can make a difference.”
Compass Errors
Variation
Deviation
Magnetic Dip
Dip errors
Magnetic dip:
When turning north from an easterly or westerly
heading, the compass lags behind the actual
aircraft heading. When a turn is initiated while
on a northerly heading, the compass first
indicates a turn in the opposite direction.
When turning south from an easterly or westerly
heading, the compass leads the actual heading.
When a turn is initiated on a southerly heading,
the compass immediately leads ahead.
Mnemonic: UNOS – undershoot north,
overshoot south
Dip errors continued
Accelerating or decelerating while heading
either east or west will also cause compass
errors.
When accelerating on an east or west heading,
the compass indicates a turn to the north.
When decelerating on an east or west heading,
the compass indicates a turn to the south.
Mnemonic: ANDS – accelerate north,
decelerate south.
Compass accurate only in S&L, unaccelerated
flight.
Variation Errors
Magnetic poles do not coincide with geographic
poles.
Most places on Earth, the
compass needle does not
point to True North. Angular
differences between
magnetic north and true
north are called variations
and are displayed on
aeronautical charts.
Deviation Errors
The metal, electrical systems, and
operating engine all create magnetic
fields from the aircraft.
Aircraft manufacturers install
compensatory magnets to prevent
most errors. Remaining errors are
called deviation.
A card in the aircraft will list the
deviation at various different compass
points.
Next Week…
-
Regulations
-
(FAR/AIM & Test Prep)