Turning Flashcards
22.22.2 Explain how the required turning (centripetal) force is generated.
Banking the aircraft and tilting the lift force so that it has a horizontal component, known as the Centripetal Force.
22.22.4 Define load factor.
The load factor is defined as the ratio of the lift of an aircraft to its weight and represents a global measure of the stress (“load”) to which the structure of the aircraft is subjected to.
22.22.6 Describe how load factor increases with bank angle.
When increasing angle of bank the aircraft must produce more lift to remain at the same altitude thus lift is being increased load factor is therefore increased.
22.22.8 Explain the connection between load factor and percentage increase in stalling speed.
The increase in lift needed for the turn results in an increase in load factor, and the amount of the increase in stalling speed in a turn is directly related to load factor. Stall speed (in the turn or manoeuvre) = basic stall speed x √ Load
22.22.10 Explain the factors affecting rate and radius of turn.
High altitudes have larger radius and lower rate of turn.
Higher weight has higher angle of attack and stalling speed.
Angle of bank increases rate of turn and decreases radius.
If IAS is low, then the radius should be small. If IAS increases so does turn radius. (For a given AOB).
22.22.12 Explain the conditions for a maximum rate/minimum radius turn.
Max rate/min radius = highest speed and smallest radius. On the verge of stall, with highest speed and angle of bank that can be sustained (VA).
- 22.14 Explain the effect of wind during:
(a) a constant-bank turn.
Preform lateral loops in the direction of the wind.
- 22.14 Explain the effect of wind during:
(b) a constant-radius turn around a ground feature.
To maintain a turnabout a ground feature you must change your angle of bank so that it is least when traveling into wind and greatest when traveling with a tailwind.
- 22.16 In climbing and descending turns, describe:
(a) the effect on rate of climb/descent.
The ability of an aircraft to climb and turn at the same time depends on the amount of excess power available at climbing speed. At higher altitudes, where excess power available for the straight climb is reduced, the capability of the aircraft to turn and maintain any appreciable rate of climb may be poor.
In a descending turn, drag increases with angle of bank for the same reason. If the straight descent is maintained in the turn the rate of descent will increase; increasing power can compensate for this. However if the turn is steep, the rate of descent can increase relatively quickly and will require a large increase of power and possibly also a smart reduction in angle of bank.
- 22.16 In climbing and descending turns, describe:
(b) the tendency to overbank/underbank.
In a climbing turn the aircraft tends to continue to roll caused by the outer wing having a higher effective angle of attack.
In a descending turn the aircraft tends to rollout of the turn because the inner wing has a higher angle of attack.
22.22.18 Describe the forces acting during a manoeuvre in the looping plane;
Lift acts towards the centre of the loop with weight always acting towards the earth and thrust in the direction of flight.
22.22.20 Identify the factors affecting the radius of a looping manoeuvre.
Depends on the forces in the loop ie, how much lift and thrust is produced as well as the weight.
22.22.22 Describe design manoeuvre speed (Va) and explain the features of a typical V-n (or V-g).
Above design manoeuvre speed full and abrupt control movement may result in structural damage.
Below this speed the aircraft will stall. See fig- 11-20.
