Ch 3: Climbing and Descending Flashcards
Ch 2 Rev: The ___ force acts parallel to prop shaft and balances ___ force in S + L Flight (Pg 35)
Thrust, Drag
Ch 2 Rev: The engine produces ___ and prop generates ___ (Pg 35)
Power, Thrust
Ch 2 Rev: In S + L Flight, all 4 force must be in a state of ___ (Pg 35)
Equilibrium
Ch 2 Rev: Pilot’s lift form. is the relationship between ___ and ___
AoA, IAS
Rate of Climb (RoC), + Rate of Descent (RoD) (Pg 35)
Rate in feet/min (fpm), at which the aeroplane climbs or descends, measure of vertical speed over time
Angle of Climb (AoC), + Angle or Descent (AoD) (Pg 35)
Angle or gradient of the flight path to the horiz, the distance the aeroplane travels vertically compared to distance it travels across ground
Ground Speed (Pg 35)
Speed of aeroplane over the ground, Airspeed +/- any wind component
To maintain steady climb w/ constant airspeed, _______ (Pg 36)
Thrust must exceed drag or the aeroplane will decelerate
Excess Thrust: (Pg 36)
Thrust in excess needed to balance drag
More excess thrust available = (Pg 36)
The steeper the aeroplane can climb
In a climb ____ (Pg 36)
Lift no longer acts equal and opposite to weight, now tiled rearwards, excess thrust needed to balance drag = need for increased lift
Additional toward-acting force: (Pg 36)
Rearward Component of Weight (RCW)
In steady climb at constant airspeed and direction, thrust = (Pg 36)
Thrust = to total drag + RCW
Factors affecting climb: (Pg 36)
Airspeed, Wind, Weight, Altitude and Temp, Flaps
Best Rate of Climb, Vy: (Pg 36)
Speed at which excess power is max.
Best Angle of Climb, Vx: (Pg 36)
Point at which excess thrust is at its max.
Wind affects climb… (Pg 36)
Angle of Climb (Vx), not Rate of Climb (Vy)
Weight affects climb… (Pg 36)
Greater the weight = greater resisting force
Both Angle (Vx) and Rate of Climb (Vy) reduce
Altitude and Temps affect climb… (Pg 36)
Thinner air at higher altitudes, and hotter temps, the engine will produce less power –> prop = less thrust
Both Angle (Vx) and Rate of Climb (Vy) reduce
Flaps affect climb… (Pg 36)
Flaps increase drag + lift, reduces amount of excess power available
Rate of Climb (Vy) is reduced
PA28-161 Warrior PAST Best Angle of Climb, (Vx) (Pg 37)
P - Full Power, A - All Sky, S - 63 kts, Trim and Balance
PA28-161 Warrior PAST Best Rate of Climb, (Vy) (Pg 37)
P - Full Power, A - Nose on Horizon, S - 79 kts, Trim and Balance
PA28-161 Warrior PAST Cruise Climb, (Pg 37)
P - Full Power, A - Slightly lower than Vy, S - 87 kts (500 fpm), Trim and Balance
PA 28-181 Archer PAST Best Angle of Climb, (Vx) (Pg 37)
P - Full Power, A - All Sky, S - 64 kts, Trim and Balance
PA 28-181 Archer PAST Best Rate of Climb, (Vy) (Pg 37)
P - Full Power, A - Nose on horizon, S - 76 kts, Trim and Balance
PA 28-181 Archer PAST Cruise Climb (Pg 37)
P - Full Power, A - Slightly lower than Vy, S - 87 kts (500 fpm), Trim and Balance
If IAS is greater than req. ____ (Pg 37)
Nose attitude = too low
If IAS is too low, ___ (Pg 37)
Nose attitude = too high
To ensure effective lookout, (Pg 37)
Nose must be lowered to NC attitude every 500ft
Exit = AASPT
A - by 10% of RoC on VSI ~ 50ft, A - Back to S + L ~ NC, S - allow to decelerate to cruise speed, P - Once speed passes 90 kts, can be reduced to cruise setting, Trim as req.
If power reduced to idle, drag force = unbalanced, if S + L maintained, will decelerate = only 3 forces acting (Pg 38) (GLIDE DESCENT)
Lift (tilted forward), weight and drag (no longer balanced w/ thrust)
As AC tilts forward, weight now acts…. (Pg 38) (GLIDE DESCENT)
In direction of Flightpath = Forward Component of Weight (FCW) balances drag
For glide descent to commence… (Pg 38)
Nose attitude must be adjusted to adopt glide speed that provides best L/D ratio ~ 1/3 grnd
Attitude controls airspeed in… (Pg 38)
Glide Descent
While FCW still acting in Powered descent… (Pg 38)
Once power is increased, the increase in thrust = increase in total drag
Factors affecting descent: (Pg 39)
Airspeed, Power, Wind, Weight, Flaps
Airspeed affects descent (GLIDE).. (Pg 39)
Steady glide descent = maintained at AoA that = best L/D Ratio
Best Glide range in nil wind
Anything other than optimal = -ve affect
Airspeed affects descent (POWERED) (Pg 39)
Any adjustment = alter relationship of power + attitude
Increased Airspeed = increased lift = tendency to pitch-up
Power affects descent… (Pg 39)
Addition of power req. reduction in nose-down pitch attitude = decreasing RoD + AoD
Wind affects descent… (Pg 39)
AoD, but not RoD
Weight affects descent … (Pg 39)
FCW = pulling into path quicker
To maintain steady powered descent, less power = req.
Weight affects GLIDE descent … (Pg 39)
Must maintain nominated airspeed = best L/D AoA (remains same for all weight)
Decrease in weight = reduce amount acting along flightpath, will travel at slower airspeed along AoD
Flaps affect descent… (Pg 39)
Use of flaps, can maintain slower approach speed
Pitch needs to be lowered to allow greater amount of weight to overcome increased drag
At constant Airspeed, will increase AoD + RoD
PA 28-161 Warrior PAST Glide Descent (Pg 40)
P - Idle, A - 1/3 grnd, S - 73 kts, Trim and Balance
PA 28-161 Warrior PAST Cruise Descent (Pg 40)
P - 2100 RPM, A - 1/3 grnd, S - 95 kts (500fpm), Trim and Balance
PA 28-161 Warrior PAST Approach Descent (Pg 40)
P - 1500 RPM (2 stg Flaps), A - 1/3 grnd, S - 75 kts, Trim and Balance
PA28-181 Archer PAST Glide Descent (Pg 40)
P - Idle, A - 1/3 grnd, S - 76 kts, Trim and Balance
PA28-181 Archer PAST Cruise Descent (Pg 40)
P - 2100 RPM, A - 1/3 grnd, S - 105kts (500fpm), Trim and Balance
PA28-181 Archer PAST Approach Descent (Pg 40)
P - 1500RPM, A - 1/3 grnd, S - 75 kts, Trim and Balance
Changes in power and attitude = (Pg 40)
Change speed and descent path
In glide descent, power at idle ____ controls airspeed (Pg 40)
Stabliator
Engine must be warmed every…. (Pg 40)
1000ft, by increasing power to 2000RPM for ~ 4secs
Engine warming prevents… (Pg 40)
Potential fouling of spark plugs + excessive engine temp fluctuations
Situational Awareness - Descent (Pg 41)
Min height AGL legally allowed to descend;
- 500ft above non-pop. areas, 300m horizontal separation from highest obstacle
- 1000ft above pop. areas, 600m horizontal separation from highest obstacle
