22.22.22
Describe design manoeuvre speed (Va) and explain the features of a typical V-n (or V-g) diagram.
Va also known as manoeuvring speed is the maximum speed at which full and complete control movements can be used.
Va is the point on the diagram where the stall line meets the structural limits of the aircraft. See the yellow line on the diagram
Va is a variable speed based on the weight of the aircraft. As the aircraft gets heavier, Va increases. This is because the stall speed goes up as weight goes up and this moves the stall line on the diagram to the right, increasing Va
22.22.20
Identify the factors affecting the radius of a looping manoeuvre.
The radius of the loop will be proportional to V2/’g’ (TAS/load factor).
The radius of the manoeuvre increases with the square of the speed.
A high load factor and a lot of altitude will be required to affect recovery
This relationship becomes important when recovery from a dive is considered, especially at low altitude.
22.22.18
Describe the forces acting during a maneuver in the looping plane
22.22.16
In climbing and descending turns, describe:
(a) the effect on rate of climb/descent;
(b) the tendency to overbank/under-bank.
(a) A climbing turn requires a tilted lift vector and increased lift to provide the centripetal force needed to turn. There is an increase in drag as well as lift. To offset this increased drag and maintain climbing speed, some of the excess power
being used in the straight-ahead climb is absorbed by the turn. With less excess power available for the climb, the rate of climb is reduced. This also means the nose attitude will be lower due to reduced climb performance.
If a constant speed is maintained the reduction in climb rate in the turn is proportional to the angle of bank used. Eventually an angle of bank will be reached where all the excess power is being absorbed by the turn; the rate of climb will be then reduced
to zero and the aircraft will be in a level turn.
The ability of an aircraft to climb and turn at the same time depends on the amount of excess power available at the climbing speed.
(b) There is a tendency for an aircraft to overbank in a climbing turn and under bank in a descending turn.
https://vfr.nz/pic/briefings/TurningClimbing.svg
The tendency to overbank is caused by the outer wing having a higher effective angle of attack than the inner wing. Both wings travel the same vertical distance in the climb, but the outer wing travels on a wider arc and therefore a greater horizontal
distance.
This tendency can be quite pronounced in some aircraft so there is a need to ‘hold off bank’ to prevent the bank angle from increasing.
Insert image – Figure 11-15 Waypoints
In a descending turn there is a tendency to under bank, so the aircrafts inner wing has a higher angle of attack and will eventually roll out of the turn. Similar to the overbanking tendency, but the effect of the outer wing travelling through a greater
horizontal distance is reversed.
Insert image – Figure 11-16 Waypoints
22.22.14
Explain the effect of wind during:
(a) a constant-bank turn;
(b) a constant-radius turn around a ground feature.
(a) For an aircraft turning at a constant angle of bank and airspeed, the radius of turn in the air mass will also be constant, that is the flight path will be circular. If the wind is blowing the flight path will no longer be circular with reference to the ground, as the aircraft and the air mass drift down-wind from the reference point
If the bank angle is maintained, the ground radius of the turn will change, becoming greatest where the groundspeed is highest, aircraft headed directly downwind and smallest where the groundspeed is lowest, directly upwind.
(b) To maintain a constant radius turn around a ground feature, the centripetal force CPF must be adjusted to allow for groundspeed differences as the aircraft flies around the turn. this means the higher the groundspeed, the higher the CPF and angle of bank required and vice versa.
Insert Image – Figure 3 Low Flying Consolidation Lesson (CAA Flight Instructor Guide)
22.22.12
Explain the conditions for a maximum rate/minimum radius turn.
22.22.10 Explain the factors affecting rate and radius of turn.
22.22.8
Explain the connection between load factor and percentage increase in stalling speed.
22.22.6
Describe how load factor increases with bank angle.
22.22.4
Define load factor.
