High Speed Flight Flashcards
Define Mach Number
TAS/ LSS
Describe how Mach Number changes as we climb at a constant IAS
When climbing at a fixed IAS
• TAS?
• increases
• Since the air temperature is decreasing, the speed of
sound is also decreasing as we climb
• Remember Mach No = TAS/a
• So, for a given IAS, Mach No increases significantly as
we climb
• We CROSSOVER from climbing at a fixed IAS to a fixed
Mach No when the 2 are equal (typically about 28000’)
• Climbing further at a fixed Mach No leads to a slow
reduction in IAS
Describe how IAS changes as we descend at a constant Mach Number
Initially descent is at a given Mach No
• As we descend into warmer, denser air, that given Mach
No corresponds to faster and faster IAS
• Once again we CROSSOVER from descending at
a Mach No to a given IAS when the two match
• As we descend further at a constant IAS, the Mach No
shown will?
• Decrease further and further
How would crossover altitude changes if our climb profile changed from 255/0.65 to 270/0.65
The crossover would happen at a lower altitude
Describe a shock stall , why does it happen
Shock wave produces a large increase in pressure
downstream
• This is transmitted to the boundary layer
• The adverse pressure gradient causes the
boundary layer to thicken and then separate
• Called shock induced separation and is effectively a
stall, called a”shock stall
What happens to the centre of pressure as a swept wing aircraft accelerates? Is this to a greater or lesser extent than an equivalent straight wing aircraft
the Centre of Pressure moves
continually rearwards as the aircraft accelerates
• This leads to a strong nose down pitching
moment
Swept Back is greater extent
What can this movement of the centre of pressure lead to
This leads to a strong nose down pitching
moment
What causes Mach Tuck
• A nose down pitch with increasing speed (bad)
• Rearward movement of the Centre of Pressure
• Modification of the airflow over the tail
• Most tailplanes work in a region of downwash from the mainplane
• Disturbed flow from the shock induced separation reduces the
downwash and reduces the normal tail down forces
What system does the F100 have to combat Mach Tuck? Under what condition does this system activate
Mach Trimmers
• Automatically deflects the tailplane or elevator slightly more than is
required to counter Mach Tuck
• maintains positive longitudinal stability
• In the F100 the Flight Augmentation Computer provides Mach trim
compensation when the autopilot is disengaged
What effect does a swept wing have on CL Max
Reduces it
What causes Dutch roll
Excessive lateral stability leading to Dutch Roll
What system on the F100 prevents Dutch roll
Yaw Dampers solve this: on the F100 only one Yaw
Damper can be unserviceable
A swept wing aircraft has a tendency to pitch nose up at the stall ? Why
Swept wing stalls first at the tips.
Describe the approach to stall phenomena of the F100
A pre-stall warning is provided at each control column by means of a stick shaker. The shaker provides a clear warning of impending stall in all configurations and most flight conditions. At high altitudes airframe buffet will occur before shaker activation. A stick pusher is installed to limit a dynamic overshoot beyond the stall angle of attack. The stick pusher is activated as a function of angle of attack and angle of attack rate. Inability to arrest the descend rate
Describe the approach to stall recovery actions for the F100
An (approach to) stall can occur at any attitude and at any point of the aircraft’s flight envelope and may be recognized by one or more of the following phenomena: • continuous stick shaker activation • buffeting, which could be heavy at times • stick pusher activation • inability to arrest descent rate.
What thrust setting should be used during an approach to stall recovery
Maximum thrust is not always needed during stall recovery. Therefore, thrust is to be adjusted accordingly during the recovery. When ground clearance is a factor apply full throttle thrust without hesitation.
Should we follow FD commands during stall recovery
Do not follow FD commands during stall recovery.
How is aircraft stability affected at high altitude
At a sufficiently high altitude both slow speed stall and
high speed stall will occur at the same TAS
• i.e. the aircraft is flying as fast as possible and as slow as possible
at the same speed
• In less extreme circumstances, (slightly lower)
• There will be a small margin only between maximum and minimum
airspeeds
True or false: with the ATS engaged, all engine parameters will be maintained within safe limits
False
Describe the hazards associated with operating above optimum level
Optimum altitude gives the lowest cost (fuel and time) at
the speed nominated (cost index)
• Optimum altitude increases with a reduced cost index or weight
• Optimum altitude decreases with an increase in temperature
• Always lower than maximum altitude
• Provides a greater margin for recovery from speed upsets
Is operating above optimum level banned
No
Describe how to recover from a speed increasing upset at altitude
Speed increasing
• Reduce thrust (override if required)
• Speed brake if required
Describe how to recover from a speed decreasing upset at altitude
Speed reducing
• ATS increases EPR to climb thrust limit
• Above FL250, MCT and climb thrust is the same!!
• EnsureATS is providing climb limit thrust (temp and speed limits
may be close)
• Consider descent
Allow AFCAS speed protections to work
• Least preferred option: disconnect autopilot to achieve the above
• DON’T OVERCONTROL
Explain how an early ALT CAPTURE occurs, what are the hazards associated with this occurrence
ALT CAPTURE engages in anticipation of levelling off in
proportion to rate of climb.
• Once ALT CAPTURE is engaged crews are unable to make
further changes to vertical speed as the aircraft follows a
predetermined levelling off sequence of attitudes
• SPEED IS NO LONGER PRIORITISED
• A challenge can occur when we go through an updraft as we
are approaching top of climb
• The aircraft sees a high rate of climb and initiates ALT
CAPTURE quite early
• As the aircraft exits the updraft the rate of climb reduces
significantly and since the aircraft is in ALT CAPTURE it doesn’t
respond to the reduced performance by lowering the nose (as it
normally would in LVLCH or PROF climb) and airspeed can
reduce excessively
Describe how to recover from an early ALT CAPTURE event
• Push ALT knob – engaging ALT HOLD. The aircraft will level off and
can accelerate to a safe speed
• Allow the aircraft to continue to climb, the AFCAS speed
protections will prevent excessive speed reductions (remember at
FL350, Vma = 1.62 x Vs)
• Non-preferred option: disconnect the autopilot lower the pitch –
WITH CARE, OVERCONTROLLING WILL BE A REAL THREAT
At what speed will Alpha mode operate
The speed at which the Alpha mode activates increases with increasing load factor. Alpha mode activation depends on the cur- rent AFCAS mode and will occur: - in TO mode when the speed drops approx. 5 kt below 1.20 VS; - in GA mode when the speed drops below approx. 1.20 VS + 5 kt; - in ALT hold, V/S, and APPR mode when the speed drops approx. 5 kt below 1.30 VS; - if during manual flight in LVLCH climb the FD commands are not followed and the speed drops below 1.30 VS.
AFCAS will generate an AFCAS TARGET alert on MFDS when the speed drops approx. 15 kt below the selected speed. In addition Alpha mode activation will occur if FPV is selected or during manual flight with FD off and the speed drops approx. 5 kt below 1.30 V
In terms of aircraft responses what is the difference between Vma Protection and Alpha mode
VMA protection is not always available or adequate. Some conditions where VMA pro- taction is not available are: - AP engaged in ALT hold or V/S climb, ATS disengaged and idle thrust. - Manual flight with FD off and ATS disen- gaged. - If during manual flight in LVLCH descent the FD commands are not followed. In addition VMA protection may be not ade- quate in conditions of strong turbulence or during fast decelerations. In all these condi- tions the Alpha mode (or Alpha floor protec- tion) safeguards against too low speeds
How do we instigate drift down when operating in PROF, how about AFCAS, Do we need to drift down
PROF When an engine fails or is shut down while cruising in PROF, the following procedure applies: • Confirm the EO condition at FMS (MCT selected automatically, engine-out predictions available). • Lower FMP altitude to predicted single-engine ceiling and pull ALT knob at FMP to arm driftdown. • The aircraft will decelerate level. Driftdown commences upon reaching green dot +5kt speed
Perform the engine failure and the single-engine procedure. • If obstacle clearance is no factor: – Lower the FMP altitude but do not select LVLCH. – Select V/S and use normal descent speed schedule. • If obstacle clearance is limiting: – Lower the FMP altitude but do not pull the ALT knob. – The aircraft will decelerate level. Driftdown commences upon reaching green dot +5kt speed
Describe how a demand for excessive vertical speed is realised by the aircraft
Which system provides altitude alerting? What alerts are presented? When do these alerts occur
An altitude entry chime (“C-chord”) is generated when the aircraft reaches 750ft below/above the altitude selected at the FMP. Additionally the pointer round the selected altitude at the PFD will flash. An altitude exit alert is displayed at MFDS if the aircraft deviates more than 250 ft from selected altitude. Additionally the pointer around the selected altitude at the PFD will change colour from blue to amber
