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Bearhawk Patrol > Performance Numbers > Flashcards

Performance Numbers Flashcards

1
Q

IMSAFE

A 
Illness
Medication
Stress
Alcohol 8hrs
Fatigue
Eat
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2
Q

Never fly with Gusts (themselves) over ___; or any wind type over ___

A

10kts Gusts (like 5G16kts is a no go…)
Any wind over 20kts until got 500hrs BH, it’s a half-million dollar plane.

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3
Q

Temp dew point at least ___ deg split

A

2 deg or stay on the ground (except local flights)

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4
Q

Crosswind limits for first 150hrs on BH patrol:

Grass

Cement

A

Grass: 10kts

Cement: 6kts or less crosswind component

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5
Q

Cross-Country planning stage finds 35kts headwind…

A

Don’t Takeoff
As it could end being 50kts and not worth it.
Read a book/ Exercise/ wait/ Go on a Pass commercial

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6
Q

Never fly when winds from any direction on ground are more than ___ kts.

A

20kts

Later, maybe 22kts for steady headwinds down pipe, but issue becomes ground handling, you can lose it and tip over on ground hitting prop as you turn downwind to Park!

Land+Park into wind along Twy, don’t taxi in until later on when winds die down!

For my entire retirement 22kts at departure or destination is a NO-FLY day, unless off-field in an Emergency!

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7
Q

Left of Right crosswind of 10kts with P-Factor is a killer?

A

LEFT crosswind and worse when you lift the Tail

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8
Q

Wake Turbulence considerations…

A

Pause 4min on a timer
Takeoff before, then fly steeper or turn away

Land after them (discplace my threshold) and fly a steeper than 3deg path

Avoid being downwind of hovering Helicopters
Helicopters idling on the ground are not a problem (but speak up on radio).

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9
Q

I should Lean mixture for t/o above what Density Altitude?

A

4000’

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10
Q

Husky

Vx
Vy
Vfe

A

58
73
75

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11
Q

Set Top of Tree with my Iphone inclinometer at 45deg up…then

A

Pace that distance to tree in feet…
Gives Trigonomety math for how tall the tree is…
Tan angle=Opposite/Adjacent
Then Isolate…Tan 45*adjacent (paces)= Opp (paces)
(b/c Tan 45 is equal to 1…simply gives #paces in feet +6 = Height of trees)

[+6’ is tree height…b/c I was measuring from 6’ high]

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12
Q

Density Alt=

Pressure altitude + ?

A

100 * (Actual temp minus ISA temp)

Example: 40deg C ambient - 15deg isa= 35 *100=3500’

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13
Q

Vr window…

Varies with weight only b/c it’s an ias…

A

When is it too early (premature) it will increase drag?
40mph Tail low

What speed is too late (wasted ground run)?
60mph Tail high

Vr implies a positive pilot input

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14
Q

Normal vs Utility categories

A

g certification difference

Higher G for Utility category

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15
Q

At 33% overgross an aircraft won’t climb!

A

Any downdraft will take you down

Limit our Ops to 25% overgross=
With light winds
No Obstacles
Harder surface
Longer Tora
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16
Q

Standard Atmosphere:
Inches of Mercury
Deg F

A

14.7 inches

59deg F

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17
Q

My ISA Tora at Mtow for BH patrol is?

A 
500'   (test this with flags)
Sea Level, 15deg C or  60deg F
Mtow (not overgross)
No Obstacles on Departure end
Flap 1
Zero Wind, Zero Slope
Compacted Surface
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18
Q

My Hard Rtow limit, used on an exceptional basis…

assuming a >90min flight that would burn 60lbs gaz

A

2400lbs or 20% overgross, but Target 2200 mostly at 10% over.

Immediate Airborne G tolerance in Turbulence would be reduce from 4 to 3.5g

Bigger Problem is Gear Loads, not the wing…if…
Immediate RTB must use less Rod on landing, smooth touchdown on a longer Runway, avoid all sideloads and high Rod.

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19
Q

Factors affecting T/O performance?

A

Rwy Slope
Obstacles on Departure end (takeoff direction)
Surface conditions (Soggy, Mud, Dry grass)
——below the line these can vary…
Wind
DA (Density Altitude)
Weight

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20
Q

True of False…one notch of Flap for t/o only helps get above immediate Departure end obstacles, not to clear obstacles further out such as clearing a Mountain pass…

A

True

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21
Q

A Tailwind that is 10% of Vr will increase Tora by?

A

21%

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22
Q

My Roc at Sea Level ?

A

Light 2000fpm
Mtow 1200fpm
25% over-gross at Sea level= 400fpm (similar to a Drifter when solo)
25% over-gross at 9000’ Density= 100fpm; that’s my new Ceiling, terrain should be 5000’ lower at the planning stage of my 100fpm climb ceiling!

Service ceiling defined as 100’ per/min Climb changes with Density Altitude (i.e. temp) and Gross weight, lots of gaz and finesse to go any higher.

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23
Q

F3 takeoff vs F1 makes a difference of ___ kts at Liftoff.

A

4kts slower Liftoff

48 vs 52

Would not do that with any obstacles at departure end…

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24
Q

Vr does ‘not’ change with DA, but it does change with?

A

Weight

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25
Q

A 5kt Tailwind will increases takeoff roll by?

A

400’ or so…

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26
Q

Ground Effect…

A

Only exists between 2 feet and 25feet Agl
At 4’ gives 48% reduction induced drag, but @17’ only 8% reduction.
Pause there for 6 long seconds…then x-check if achieved Vx.
Don’t retract flaps in Ground effect
(Vx at Flap 1 is different (slower) than Vx with Flaps up)
Just Fly Higher (like 5’) if turbulent Gusty winds

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27
Q

Vx increases or decreases above Sea level?

A

Increases about half a kts per 1000’

Decrease with less weight

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28
Q

A 10% Gross Weight Reduction is=
-220lbs of freight
1/2 tank fuel (35 gallon less @6.2 pds each)
Or 1 pax

Will derease Tora and VR by? improve ROC by?

A

Will Decrease=
Tora by 30% of distance in feet
Vr by 5% which is 3mph or 2kts

Increase or Help=
Roc by 10% from 500 to 550fpm

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29
Q

Soft Field Takeoff procedure…

A

Flap 1 or 2
Never stop taxi
Use Ground effect at 2’-3’

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30
Q

Short Field Takeoff procedure…

A

Maybe leave luggage or people behind or Delay til better Temp/Winds
Full power during line up (try to make such a this turn ‘into’ wind)

Pop Flaps-2 at 30kts
Lift-off tail low (high aoa)
Push to remain in Ground effect

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31
Q

Vr=
Vx=
Vy=

At what DA does Vx=Vy?

A

50 Vr Increases with weight

65 Vx Increases with weight
(1mph per 50lbs )

85 Vy Decreases with altitude

Vx = Vy above 9000’ DA

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32
Q

Affects of High Density Altitudes in the Summer…

A

Longer Tora & Less Roc
Stronger winds after takeoff
Obstacles harder to clear (must orbit)

For Landing=
Use the Same Vref, it is the right speed
More Landing distance required due to higher G/S (might not look comfy)

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33
Q

Winds on Climbout will…

A

will Back by 30deg (minus) in direction and increase
(Northern Hemisphere free-flow wind)

On descent...
they Veer (clockwise) and decrease
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34
Q 
Takeoff Distance increased % estimates for=
Upslope
Long Grass
Mud or Snow
Soft field
A

10% more per degree Upslope
25% more for Long Grass
50% more in Mud or Deep Snow
75% more on a Soft-field

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35
Q

Your Losing Daylight as you fly East or West?

A

East (as sunrises in the East)

Each deg of longitude is 4min later in the day.
15 deg Longitude is 1-hour later (time zones).

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37
Q

Cruise climb setting procedure >1500’ agl…

A

Retard throttle towards 26inch MP then set blue RPM at 2500

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38
Q

Tora increases with Square of weight change, so 20% overgross=

A

45% longer distance

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39
Q

When concerned about Tora, I can?

A

Wait for Temperature to drop
Wait for better Headwinds
Decrease current weight (dump fuel or pax)

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40
Q

Aircraft climb rate must be double the Rwy slope

True of False?

A

True

Must compare apples to apples with ROC in DA converted to Climb gradient in %

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43
Q

Vy decrease by __ kt per 1000’ DA

A

1kt

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45
Q

Roc Decreases __ % per 1000’ of DA!

A

6%

But, HP reduction is 3.5% per 1000’ of Density Altitude

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46
Q

Vx increase ___ % per 1000’ DA

A

0.5%

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47
Q

Consideration for Climbing through a Cold layer of Cloud…

A

It must be less than 600’ thick and topped below 5000’; as well, have radio contact with preceding aircraft that verified these facts. Never want to spend more than 60secs in ice…ever.

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48
Q

____ % more Tora for every 1000’ DA?

A

10

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49
Q

How does decreased Weight affect on Vy?

A

Decreases 1kt per 100lbs of weight reduction
Vx probably goes down at 0.5kts per 100lbs as the two merge at 10,000’!

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50
Q

Lose __ MP inches per 1000’

A

1

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51
Q

Vg (i.e. that is my L/D max)=

Still air Glide ratio of=

Prop moving vs. Prop stopped (stopped is usually better and coarse)

Climb Gradient?

A

Vg= 75kts
(Remains constant with Density altitude, but changes with weight)
[ref: Cessna Skylane is 80mph, Husky is 75mph]

Glide Ratios=
9: 1 with prop Moving
11: 1 with prop Stopped

Feathering is Max pitch (Coarse) on propeller so its more streamlined.
Want blades to Coarse pitch (Blue knob out) I MUST do that early
Default without oil in CSP is ‘Fine’ pitch, i.e. like a Spb!
Once oil psi is all gone, you got no more control of Prop pitch.
Some CSP will only goto fine when oil psi drops, you cannot change that

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52
Q

True of False…if I can takeoff, then I can always come back and Land …

A

True

But not the opposite, could land then not be able to Takeoff!

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53
Q

When ROC performance only gives 150fpm climb at Vy, consider?

A

Orbits to clear terrain ahead

Incorporate time for each orbit (8min) into my Fuel calculations at flight planning stage, 3 orbits at 150 Roc, costs extra 3 gallons, to gain 3000’ of delta altitude…verify this…assumes less than 15deg aob to keep Roc.

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54
Q

8000’ DA
%HP
MP

A

72%

21inches

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55
Q

Normal Cruise power setting=

Long Range Cruise (i.e. slower compromise fuel/time)

A

65% power, LOP 50deg, 27inch 22rpm

? LRC at 1.32 of L/D max: 100kts

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56
Q

Cruise Climb

A

Lower nose
Better vis
Cooler engine
Less Engine wear
Faster flight
…just costs a bit more gaz…set 26MP and set 2500rpm

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57
Q

Simply leave throttle wide-open once above ____ altitude?

A

7000’

But lean properly…

58
Q

Max Range with Engine Running?

A

Vg (L/D max) +10kts!
(due Propeller/Engine efficiency)

90 kts

58
Q

Kts to Mph

A

Just add 10% and then half again (it’s 15%)

58
Q

1/60 rule
20kts crosswind at 120kts cruise

30kts across at 90kts cruise…

A

10deg of drift = Max drift

20deg of drift…

58
Q

10,000’ Density Altitude gives __ % increase in takeoff run?

A

100%

Lean accurately at the beginning of the roll (as part of it!)

58
Q

High Density altitude, nose Pointing 6Deg Nose up but flightpath is…

A

Only going 1deg above Horizon line which can be below the Ridgeline ahead of me as Horizon is obscured by Terrain.

Maintain Vy and start orbiting, never slow it down below Vy
(Easing stick back is a mistake)
Need lateral space to orbit, turn into wind first, winds will be stronger

59
Q

Cruising at 10,000’ the engine has __ % less horsepower?

A

40%
Meaning only 100Hp left of my 165hp (7:1 compression titan X-360)

60
Q

Minimum Fuel

Fuel consumption Rule of thumb…

A

5 gallons or 50min (that’s 2.5gallon per/side minus unusable if any)
(Air Regs: 30min Vfr, 60min Ifr)

6 Gallons an hour easy; just like 6T an hour on B-777
1 gallon for every 10min (1 litre every 2min, but that is acutally 7gal/hr)

61
Q

Max Endurance

i.e. Min Fuel Burn…this is NOT about Range

A

65

About 20kts slower than Vg (L/D max)

This is always my Ditching Target Speed, allows better preparations and radio work for Rescue coordination.

62
Q

How Far away from CB should I fly?

A

15nm, end of story
Gust Front and/or Downburst can end your flying days

(Dark with lightning)
(They can have Random tracks)
(They can build Fast)
(They can move at 45kts)

62
Q

Vapp

Vne

A

50kts then add 1/2 Gust at Mtow

150kts

63
Q

Va

A

90kts

~about 1.65 Vs
Decrease when aircraft is lighter

66
Q

Aircraft designed for How many G at Mtow?

A

4g

So takeoff overgross is mostly a Tora, Roc vs Density altitude issue
(Avoid Tailwinds on Hot days, no Performance when overgross)

67
Q

Up to 5 inches oversquare is ok

Consider 6 inches

A

28 inches/23rpm
27inches /22rpm
26inches/21rpm
25inches/20rpm

68
Q

Never fly X-cty in less than ___ ceiling ___ vis

A

3000’agl
5sm

Local can do less to change oil in circuit (1500’agl and 3sm or 6km)
Why bother, this is not what is fun, flying in shitty vis!

69
Q

Frictional affects of wind are gone above what altitude?

A

2000agl

70
Q

G-load limits?

A

+3.8 and minus 1.52g
With Flaps
+2.0 and 0G

Utility limits are +4.4g and -1.76g

71
Q

Va

A

110kts

72
Q

Glide speed depends on ?

Varies from 5:1 to over 13: 1 when I choose Head vs. Tail winds Glide

A

Winds
Fly a bit faster in headwinds (1/3 of Headwind component)
(in headwind glide distance becomes 1 mile per 1000’)
Subtract 2kts per 10kts of tailwind component
(in a tailwaind glide distance becomes 2 miles per 1000’)
Weight
Fly a bit slower if Lighter

73
Q

Va

A

1.7 Vso stall speed in Landing Config

~95kts

When aircraft is lighter then Va is less!

74
Q

Doubling the cruising altitude increases Forced landings options by?

A

Four times

75
Q

HASEL

A

Height (3500’agl for Stalls)
Area (clear of city and danger airspace)
Secure (items inside cockpit)
Engine (all parameters normal)
Lookout (clearing turns x2)

76
Q

EO in a glide I want Prop Pitch (blue one) ?

A

Out or full Coarse for all EO ops
But, if no oil might not stay set to Coarse (defaults back to Fine?)

77
Q

When should I slow down to ‘Stop the Prop’ competely?

A

Engine failure more than 3000’ above the ground,
Put throttle to ‘Idle’ so compression helps stop the Prop
Slow to 60kts briefly
Improves glide by 20%

78
Q

EO below 3000’agl; where do I put ‘throttle lever’?

A

Full Forward gives less compression, better ‘windmill’ performance as I am not going to ‘Stop the Prop’.

79
Q

What should be my Orbiting Terrain Seperation allowance (lateral space needed) when using 15deg aob @8000 DA?

A

8000’ DA, you add 2% per 1000’ for Tas, so zero wind G/S at Vy will be close to 85kts, 13-15deg aob gives a Rate 1 turn, so takes one min and 2570’ or a 1/2 mile radius; take this distance x2 for diameter of my required

Min Orbit Terrain lateral seperation=
I need 1sm clear of obstacles (turn into wind)

Radius Turn: Velocity squared in kts / 11.26*Tangent of your Bank Angle

80
Q 
Canyon Turn
(Dirk's goto turn for Efato, Traffic avoidance, Steep turn Airex)
A

50deg Aob, 1.6 G-load
Full Power, Maintain 90kts
Diameter/Space required= 1200’ or 1/4sm or 0.2 Nm
(Radius of turn is 605’, need 2 x Radius for 180deg turn back)
Stall speed increase of 1.2 Vs of clean, so becomes about 75kts.
180deg Turn completion in 12 seconds…
{45 deg= 1.4g, 1500’ , 74kts stall, 15 secs}
[55 deg= 1.7g, 1000’, 82kts stall, 11 secs]

82
Q

A/C ceiling today=

A

<100fpm climb ability at Vx (as Vy decreases to Vx which is pretty much L/D max)
Varies with Weight (overgross) and DA

Only flightplan above terrain that is 5000’ below Max cruise avail today (try 2300lbs and see how high get 100fpm)

Terrain of 12000agl is most likely my highest mountain Pass outside Alaska, but not reachable when a/c is over-gross, on a Hot day or Windy day.

85
Q

Difference when cruising at 10 000’

A
  • Wind variations of >5kts per 1000’ cause severe turbulence
  • Greater than 30min above 12,500’ requires Supplemental Oxygen, upto 14000’msl, then must have anytime above 14,000feet msl.
  • Only 60% HP available (my engine only produces 165hp vs 180hp it could if had 8.5compression vs. 7.0)
    ~100HP left for me at 10,000msl
  • 20% more Tas
  • Ask myself, does DA today allow 5000’ Terrain clearance with 100fpm ROC?
86
Q

10% less weight is __ % less Glide speed?

A

5%

i.e. 220pds less weight is 3kts less Vg

87
Q

Mountain PNR?

A

When I could no longer complete a 180deg turn using 30deg aob @idle power without hitting the ground or the other side of a canyon.

88
Q

Dead reckoning with wing’s level gives an error rate per hour ?

A

5-10nm off track!
100kts =5%

With no GPS it is wise to Offset my ploted track by 20deg to best side about 45min prior to arrival and you’ll hit your reference marker for sure: Lake, Railroad, Coastline, Hwy. This allows certainty of which direction to turn once arrive there.

89
Q

Max Range usually found Vy + ___%

A

15%
A bit slower than normal cruise

90
Q

Never enter a Canyon less than ____ feet wide.

A

1500’ (lenght of a Rwy)
500m

91
Q

Relationship of stall speed and G-Load

A

Stall increases with Square root of the load factor (G-load)

So at 2g the stall speed is 1.41 or 41% higher

60deg aob is 2g, Flap extended G-limit is 2G.

92
Q

Fly on Downwind or Upwind side of Canyon

A

Downwind side, so you can turn into rising air and into wind!

93
Q

Oil Min & Max psi

A

25-100 psi

Normal: 60-90

94
Q

Always approach Ridges at?

A

45 deg angle, on the ‘upwind’ side

Winds must be less than 20kts at summit (3000’ or more hills)

If you get turbulence as you approach, it will only get worse, get out!

95
Q

Considerations and Procedure to Expedite down through a cold cloud layer that will likely cause Icing…

A

On a descent the layer must be less than 1000’ feet thick and have that verified via a recent Pirep!
Procedure:
Carb heat on, set throttle to 18”, decell on top until 80kts then push 10deg nose down on AI, allow accel to 110kts to expedite transition, target pitch attitude=
10deg + 30sec
[Don’t sidelip imc or Spin unless dire Emergency, too confusing]
[If picking up ice, consider accelleration until 140mph]

97
Q

Descent Procedure

A

Carb Heat on, 15 inches MP
140kts unless turbulent then slow to Va
150fpm
Trying to keep engine semi-warm

99
Q

Mountain flying (>5000’msl Terr) with Winds at summit less than ___

A

10kts at planning stage, upto 20kts once airborne, but not Fun!

100
Q

Max power for a Physiological reason (bleeding out), running out of daylight, beating a storm…

A

100deg ROP Egt at 2650 RPM (2700rpm is Max)

Burn a lot more fuel and more Parasite drag, but will reach 130kts (150mph)

101
Q

As seen from Cockpit the propeller will be turning?

A

Clockwise

102
Q

Face the wind, left arm at 45deg (left from straigth ahead) and right arm at 135deg (like broken shoulder) then…

A

Left points at High pressure area!

103
Q

Touchdown point is x feet from Aimpoint

A

100’-200’ Further
Never land short of Spot Landing touchdown point
Often Aimpoint would be 100’ short of Touchdown point

104
Q

Maximum time at 2700rpm

A

5min ideally
Never more than 15min

105
Q

10% extra ias on landing will increase Land Distance by:

A

20% or more

105
Q

How long do I maintain Gust additives to my Vref?

A

1/2 the Gust all the way until the Flare

107
Q

IMC 180deg turn at Rate-1 when cruising at 120kts

A

19deg aob for 1min (use a clock) 180deg hdg change
Don’t need ias or hdg, just an ai.

More likely flying at 100kts…so 15deg aob!
Tas/10 +half the answer= aob for rate 1

108
Q

5kts fast on touch down means?

A

10% more speed than you need

20% more Landing distance Required

109
Q

Never fly at a Groundspeed less than 35kts…

A

True, DPS, my own airbus ‘mini-groundspeed’

Unless truly steady winds without local low-level obstacles or weather system.

110
Q

My aoa protection settings…

A

1.15 in Cruise
1.10 Vs F3 on approach

111
Q

Hydroplaning…

A

Anytime above 25kts on water
Land Firmly
Flaps up immediately (wow)
Consider taxiway landing if there is a strong crosswind or divert.

9x sqrt Tire Psi
At 6psi would be above 22kts, assuming on cement
At 10psi would be >28kts

112
Q

GPS Approach Minimum for me…

A

600 and 1.5 sm (2km)
Or minimums +200 + 1/2sm (+1km)

Divert to better weather or land in a field somewhere, never fly to minimums…
Must be no reported icing in cloud.

113
Q

1 Orbit

A 
1 Gallon
8min
15 deg aob
Gain 1000'
Assumes 120-150 Roc

Just stop climbing at 100 fpm Roc…

114
Q

Clock method of Crosswind calculation

A 
20deg is 1/3
30deg is 50%
45 deg is 3/4
60deg is 90%
70-110 deg is 100%
115
Q

Uphill vs Downhill

A

Land uphill

Takeoff Downhill

Or wait…until winds and temperatures improve my outcome

116
Q

50deg aob
Load?
Stall?

A

1.56g

25% increase in stall speed

117
Q

10kts headwind will reduce landing distance by?

A

27%

15kts is 39%

118
Q

60kts
Covers __ Feet per second

90kts g/s clean

A

100 feet covered per Sec

150 feet covered per Sec

119
Q

Reduce Vref by __ kts per 100lbs lighter a/c?

A

2kts per 100lbs

Calculate Vref at 2000lbs as baseline

120
Q

Aft cofg will increase or decrease stall speed?

A

Decrease a little.

121
Q

Factors that have a Squared Effect…

A

Excess speed on touchdown squares crash impact forces
Braking required squares with increased g/s

Lift production is squared as a function increasing ias

122
Q

Go-Around Procedure

A 
Max power
Push level (Long 4 secs)
1 notch flap off
Re-trim
Climb at Vx
Retract all Flaps
123
Q

Vapp

A

1.15 Vs for short field, in stable air, with 2 deg G/S (flat), Lots of power.
1.25 Vs Normal ops

+Half the Gusts

Consider flying minimum Ground speed in a Decreasing Headwind or Increasing Tailwind

123
Q

Vso (landing config F3)=
Vs (clean stall)=

Vfo (maximum speed for flap extension)
Flaps 3 stall speed vs. Flap 4?

A

Vso 45
Vs 60

Vfo 85
? Not much 1-2mph

123
Q

Each Knot fast over Vref will be how many extra feet of Land Distance?

A

100’ more Land distance!

123
Q

How does a 50’ obstacle on Takeoff or Landing affect Performance Numbers?

A

It will double Tora and/or Landing distance values

123
Q

Anytime touchdown >50% down a runway I should?

A

Just Go-Around

123
Q

Each degree of downslope adds?

A

10% more Landing distance Required

123
Q

Vso

A 
Flap 3 or 4
CofG at Forward limit 
Cowl Flap Closed
Max weight
Idle power
Decel of 1 kt per second
124
Q

As weight decreases what happens to Va?

A

It also decreases

125
Q

What kind of landing do you make in tree tops?

A

Vapp touchdown, don’t stall just like an major International airport!

126
Q

How many G’s can body absorb in compression?

A

5G

127
Q

How many lateral G’s can body absorb

A

45G
so don’t Stall and Fall!

128
Q

What happens to trauma I endure if I hit a wall at 90kts instead of 45kts?

A

4 times the Newtons, or Quadruple the destructive energy inflicted on me!

129
Q
A
130
Q

What affects my climb gradient?
How to calculate?

A

My a/c climb gradient on the day varies with Density Altitude and Weight

Rise/Run…
(8000’ alt/[17nm*6080feet]) * 100=
7.9 Percentage Gradient in zero wind

Bearhawk Patrol (13 decks)

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