Climbing and Descending Flashcards
22.20.2 Identify the forces acting in a steady climb.
Thrust acts parallel to and along the flight path.
Rearwards component of weight acts rearward in the same direction of drag, both opposing the flight path.
Lift acts 90degrees to the Relative Airflow.
There is also Weight that can be broken down into two components, one previously mentioned. The other is W1. This force opposes Lift.
There is a resultant between Thrust and Lift. Opposing this resultant is another made up from Weight, Drag and Rearward Component of Weight.
- 20.4 Given typical power required and power available curves, explain;
a) how a curve of excess power available(EP) can be derived.
The curve of excess power available is determined by the gap between PR and PA.
- 20.4 Given typical power required and power available curves, explain;
b) where the speeds for maximum rate of climb, and maximum angle of climb occur on the EP curve.
The maximum rate of climb occurs at the speed where the greatest excess of power is available.
Maximum angle of climb is a tangental line drawn from 0kts to the edge of the curve. Fig 10-7(b).
22.20.6 State what the Vx and Vy speeds are and differentiate between these speeds and normal climb speed.
Vy is the best vertical climb speed.
Vx is the max climb angle.
Normal climb speed would cover more distance in the same time but less altitude.
22.20.8 Define absolute ceiling and service ceiling.
Service ceiling is where the aircrafts rate of climb drops to 100 feet per minute.
The absolute ceiling is where all power must be used to just keep the aircraft straight and level.
22.20.10 Explain the factors affecting climb performance(power applied, airspeed, flap and undercarriage extension, weight,altitude, temperature,maneuvering, and wind).
Reduced power reduces climb performance.
Flying faster or slower than the recommended airspeed can degrade the targeted climb performance.
Flap and undercarriage extension both increase drag, therefore reduce climb performance.
An increase in weight will degrade climb performance.
Increasing altitude and temperature decreases both engine and airframe performance, which causes a decrease in climb performance.
Maneuvering will absorb power available, decreasing climb performance.
Wind will NOT affect climb performance. It affects the angle of climb, see fig 10-11.
22.10.12 Identify the forces acting in a glide and a steady power descent.
Forward Component of Weight acts parallel to and along the flight path.
Drag opposes the flight path.
Lift acts 90degrees to the Relative Airflow.
There is also Weight that can be broken down into two components, one previously mentioned. The other is W1. This force opposes Lift.
There is a resultant between Drag and Lift. Opposing this resultant is another made up from Weight and Forward Component of Weight.
22.10.14 Explain the connection between L/D ratio, glide angle, airspeed and gliding range.
Best L/D ratio is the best glide angle of 4 degrees.
Higher or Lower airspeeds deteriorate the L/D ratio therefore decreasing range.
The glide angle is determined by the L/D ratio. A high ratio means the glide angle will be shallow, increasing range. If the ratio is poor and angle will be steep, decreasing range.
- 10.16 Describe the effect of;
a) weight on glide angle and best glide speed;
Weight does not effect glide angle.
More weight = best L/D ratio will occur at a higher speed.
- 10.16 Describe the effect of;
b) wind on a net flight path
Headwind reduces the glide distance over the ground.
Tailwind increases.
See fig10-17. The glide angle changes. (Note: Nose attitude and airspeed will be identical in the different wind conditions).
