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Module 4
Introduction/Objectives
Understand performance in turning flight
Lift required in a turn Turning radius and rate of turn Drag increment in a turn Operational considerations
Turning Performance
Summation of vertical forces during the turn yields the relationship between load factor n and bank angle
Fh = 0
L sin = (W/g)V2/RT Knowing that NZ = L/W = 1/cos we can determine RT RT = V2/(g tan ) or RT = V2/[g(NZ2-1)0.5] Rate of turn is d/dt = V/ RT d/dt = [g(NZ 2-1)0.5]/V
Turning flight and flight envelope
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(rad/sec)
Operational considerations
Good turning performance may be required at some airports in order to avoid obstacles
Minimum speeds used for flight must take into account the effect of a turn
Flight Envelope
The flight envelope defines altitude and airspeeds at which the aircraft can be operated
Ceiling
Maximum certified altitude Maximum cruise speed VMO / MMO
Test data
Load factor CG effects Stall speed chart
not meet all certification requirements. Two types of stick pushers are typically used: Pre-aerodynamic stall Post-aerodynamic stall
Turning flight and flight envelope
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Current regulations require that the reference stall speed be defined as follows for aircraft with post-stall pusher:
VSR is the greater of Vs1g ( Vs1g is the 1 g aerodynamic stall speed) Or 1.02 Vpush (Vpush is the speed at pusher activation)
Special considerations for calculation of stall speed ratios (e.g. 1.15 VSR):
Ratios are calculated using calibrated airspeed values VSR is based on a load factor of 1 g Turning flight and flight envelope
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where: VCLMAX = Calibrated airspeed obtained when the load factorcorrected lift coefficient is first a maximum during the maneuver prescribed in paragraph (c) of this section. In addition, when the maneuver is limited by a device that abruptly pushes the nose down at a selected angle of attack (e.g., a stick pusher), VCLMAX may not be less than the speed existing at the instant the device operates;
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LT = effective tail arm, distance from 25% MAC of the wing to 25 % MAC of the tail (ft) CGFWD = CG position at forward limit (fraction of MAC) CGTEST = test CG position (fraction of MAC)
The equation presented on the previous slide can also be used for other applications where CL is defined at constant for a given CG position
CL - curve CL at buffet onset
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at stall warning must not be deliberately exceeded by the pilot Most aircraft do not have adequate natural buffeting
Stall warning is provided by a stick shaker for stick shaker actuation is programmed in the SPS
Normal all-engine operating speeds must provide a minimum margin of 40 degree bank (1.305 g) prior to stall warning Regulations related to stall warning are presented on the next slides
Turning flight and flight envelope
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Buffeting can occur at relatively low speed but relatively high - referred to as low speed buffet
Buffeting can also occur at high speed but relatively low referred to as high speed buffet
Operationally, a maneuvering margin of at least 0.3 g is desired prior to buffet onset during all phases of flight
Not a requirement except for JAA Turning flight and flight envelope
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(b) Each part of the airplane must be demonstrated in flight to be free from excessive vibration under any appropriate speed and power conditions up to VDF/MDF. The maximum speeds shown must be used in establishing the operating limitations of the airplane in accordance with 25.1505. (c) Except as provided in paragraph (d) of this section, there may be no buffeting condition, in normal flight, including configuration changes during cruise, severe enough to interfere with the control of the airplane, to cause excessive fatigue to the crew, or to cause structural damage. Stall warning buffeting within these limits is allowable.
(d) There may be no perceptible buffeting condition in the cruise configuration in straight flight at any speed up to VMO/MMO, except that stall warning buffeting is allowable. Turning flight and flight envelope
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The graph showing W NZ / versus M is shown on the next page and provides a convenient way to determine margin to low speed and high speed buffet onset knowing load factor, weight and altitude
Coffin corner refers to the flight condition at the top of the normalized load factor versus M graph a condition where no speed margin is available to low speed and high speed buffet onset The graph showing W NZ / versus M is used as the basis for AFM data expansion
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Mach
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1 lb = 0.4356 kg
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Climb ceiling varies with weight, deviation from ISA, engine bleed extraction and climb speed schedule
Turning flight and flight envelope
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A limitation defined by the aircraft manufacturer and specified in the Airplane Flight Manual (AFM) A fixed value independent of other parameters such as weight, temperature,
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The maximum speed that can be achieved in level flight with maximum cruise thrust (MCR) on all engines Varies as a function of weight, altitude, deviation from ISA and engine bleed extraction
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An AFM limitation may not be exceeded by the pilot during normal operation
Typically varies from 180 KIAS for most extended landing flap position to 230 KIAS for least extended take-off flap position
Not a hard limit but operation below VMD (including effect of turn) is normally avoided because of increased pilot workload
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