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Steep Turns
Steep Turns
Knowledge of Elements
• Turning performance limits–Power of the engine
–load factor limits
–aerodynamic characteristics
• Overbanking Tendency
Knowledge of Elements
• Static Stability–shallow turn - plane tries to
return to wings level
–medium turn - plane remains in medium bank
Knowledge of Elements–Steep turn - tries to steepen bank
• Why overbanking occurs–difference in speed of inside and
outside wing
–outside wing develops more lift
Knowledge of Elements–with a medium bank the force created
balances the force of the inherent lateral stability
–with a steep bank the lift differential overbalances the lateral stability and counteractive pressure on the ailerons is needed
Knowledge of Elements• Effects of Torque
–in left turn there is a tendency to develop a slight skid. You may need to add right rudder
–in a right turn the is a tendency to slip. You may need to add right rudder
Knowledge of Elements
• To maintain a constant airspeed, power must be added–As back pressure is applied to
maintain lift, induced drag increases so power must be added
Select an Altitude• No lower than 1,500 feet AGL
• +100/-100 so use 1,600
• Use an altitude that is easy to read
• Ensure both you and examiner know your starting altitude
Reference Point
• Select a prominent landmark to use as a reference point
Select an Entry Airspeed• Do clearing turns to ensure the
area is clear of other traffic
• Establish an entry airspeed not to exceed VA
• Remember that VA changes with gross weight
Select an Entry Airspeed
• Load factor at 50o is ~1.5 and increase to 2 at 60o
Enter Steep Turn
• Heading toward reference point roll into a coordinated turn with an angle of bank of 50o +5/-5
• As the turn begins, add back pressure to increase the angle of attack
Enter Steep Turn
• As you go through 30o, add power if necessary to maintain entry altitude and airspeed
Enter Steep Turn• Trim to relieve excess control
pressure
• Begin rollout one half the angle of bank 20-25 degrees before your reference point
• Look and clear before all turns.
Division of Attention
• Do not stare at any one object
• Maintain orientation as well as altitude requires an awareness of the relative position of the nose, the horizon, the wings and the amount of turn
Division of Attention• Use visual and instrument
references to hold altitude and remain oriented–Keep attitude indicator at 50o
• Roll into a turn in the opposite direction
Division of Attention –Keep VSI at or near 0 fpm
–Check heading and altitude
–Scan for outside traffic
• Maintain control of your aircraft
–To recover from an excessive nose-low attitude reduce the angle of bank
–Add back elevator pressure to raise the nose
–Reestablish the desire angle of bank
Division of Attention
• Attempting to raise the nose without decreasing the angle of bank can lead to a descending spiral and overstress of the airplane
Division of Attention
• If altitude increases, increase the angle of bank with coordinated use of aileron and rudder
Roll Out +10/-10
• Roll wings level when on the entry heading
• Lead the roll out using one half the angle of bank
Maintain Altitude +100
• Maintain entry altitude and airspeed throughout the entire maneuver
• During rollout release the back pressure or if using trim apply
Maintain Altitude +100
• forward pressure to lower the nose, reduce the power to maintain the entry altitude and airspeed
• Trim the airplane
Common Errors
• Improper pitch, bank, and power coordination during entry and rollout
• Uncoordinated use of the flight controls
Common Errors
• Inappropriate control applications
• Improper technique in correcting altitude deviations
• Loss or orientation
Common Errors
• Excessive deviation from desired heading during rollout
(Refer to figure 4.) What is the stall speed of an airplane under a load factor of 2 G's if the unaccelerated stall speed is 60 knots?A. 66 knots.B. 74 knots.C. 84 knots.
(Refer to figure 4.) What is the stall speed of an airplane under a load factor of 2 G's if the unaccelerated stall speed is 60 knots?C. 84 knots.
(Refer to figure 4.) What increase in load factor would take place if the angle of bank were increased from 60° to 80°?A. 3 G's.B. 3.5 G's.C. 4 G's.
(Refer to figure 4.) What increase in load factor would take place if the angle of bank were increased from 60° to 80°?C. 4 G's.
As the angle of bank is increased, the vertical component of lift
A. decreases and the horizontal component of lift increases.B. decreases and the horizontal component of lift remains constant.C. increases and the horizontal component of lift decreases.
As the angle of bank is increased, the vertical component of liftA. decreases and the horizontal component of lift increases.
To increase the rate of turn and at the same time decrease the radius, a pilot should
A. increase the bank and increase airspeed.B. increase the bank and decrease airspeed.C. maintain the bank and decrease airspeed.
To increase the rate of turn and at the same time decrease the radius, a pilot shouldB. increase the bank and decrease airspeed.
Which is correct with respect to rate and radius of turn for an airplane flown in a coordinated turn at a constant altitude?
A. To maintain a steady rate of turn, the angle of bank must be increased as the airspeed is decreased.B. The faster the true airspeed, the faster the rate and larger the radius of turn regardless of the angle of bank.
C. For a specific angle of bank and airspeed, the rate and radius of turn will not vary.
Which is correct with respect to rate and radius of turn for an airplane flown in a coordinated turn at a constant altitude?C. For a specific angle of bank and airspeed, the rate and radius of turn will not vary.
Why is it necessary to increase back elevator pressure to maintain altitude during a turn? To compensate for the
A. rudder deflection and slight opposite aileron throughout the turn.B. loss of the horizontal component of lift and the increase in centrifugal force.C. loss of the vertical component of lift.
Why is it necessary to increase back elevator pressure to maintain altitude during a turn? To compensate for theC. loss of the vertical component of lift.
To maintain altitude during a turn, the angle of attack must be increased to compensate for the decrease in theA. horizontal component of lift.B. forces opposing the resultant component of drag.C. vertical component of lift.
To maintain altitude during a turn, the angle of attack must be increased to compensate for the decrease in theC. vertical component of lift.
The ratio between the total airload imposed on the wing and the gross weight of an aircraft in flight is known as
A. load factor and has no relation with stall speed.B. aspect load and directly affects stall speed.C. load factor and directly affects stall speed.
The ratio between the total airload imposed on the wing and the gross weight of an aircraft in flight is known asC. load factor and directly affects stall speed.
Load factor is the lift generated by the wings of an aircraft at any given timeA. multiplied by the total weight of the aircraft.B. divided by the basic empty weight of the aircraft.C. divided by the total weight of the aircraft.
Load factor is the lift generated by the wings of an aircraft at any given timeC. divided by the total weight of the aircraft.
For a given angle of bank, in any airplane, the load factor imposed in a coordinated constant-altitude turnA. is constant and the stall speed decreases.B. varies with the rate of turn.C. is constant and the stall speed increases.
For a given angle of bank, in any airplane, the load factor imposed in a coordinated constant-altitude turnC. is constant and the stall speed increases.
Airplane wing loading during a level coordinated turn in smooth air depends upon theA. true airspeed.B. rate of turn.C. angle of bank.
Airplane wing loading during a level coordinated turn in smooth air depends upon theC. angle of bank.
If an aircraft with a gross weight of 2,000 pounds was subjected to a 60° constant-altitude bank, the total load would beA. 4,000 pounds.B. 12,000 pounds.C. 3,000 pounds.
If an aircraft with a gross weight of 2,000 pounds was subjected to a 60° constant-altitude bank, the total load would beA. 4,000 pounds.
While maintaining a constant angle of bank and altitude in a coordinated turn, an increase in airspeed will
A. increase the rate of turn resulting in no change in load factor.B. decrease the rate of turn resulting in no change in load factor.C. decrease the rate of turn resulting in a decreased load factor.
While maintaining a constant angle of bank and altitude in a coordinated turn, an increase in airspeed willB. decrease the rate of turn resulting in no change in load factor.
While holding the angle of bank constant, if the rate of turn is varied the load factor would
A. remain constant regardless of air density and the resultant lift vector.B. vary depending upon the resultant lift vector.C. vary depending upon speed and air density provided the resultant lift vector varies proportionately.
While holding the angle of bank constant, if the rate of turn is varied the load factor wouldA. remain constant regardless of air density and the resultant lift vector.
If the airspeed is increased from 90 knots to 135 knots during a level 60° banked turn, the load factor willA. remain the same but the radius of turn will increase.B. increase as well as the stall speed.C. decrease and the stall speed will increase.
If the airspeed is increased from 90 knots to 135 knots during a level 60° banked turn, the load factor willA. remain the same but the radius of turn will increase.
Baggage weighing 90 pounds is placed in a normal category airplane's baggage compartment which is placarded at 100 pounds. If this airplane is subjected to a positive load factor of 3.5 G's, the total load of the baggage would be
A. 350 pounds and would not be excessive.B. 315 pounds and would not be excessive.C. 315 pounds and would be excessive.
Baggage weighing 90 pounds is placed in a normal category airplane's baggage compartment which is placarded at 100 pounds. If this airplane is subjected to a positive load factor of 3.5 G's, the total load of the baggage would beB. 315 pounds and would not be excessive.
(Refer to figure 2.) Select the correct statement regarding stall speeds.
A. Power-off stalls occur at higher airspeeds with the gear and flaps down.B. In a 60° bank the airplane stalls at a lower airspeed with the gear up.C. Power-on stalls occur at lower airspeeds in shallower banks.
(Refer to figure 2.) Select the correct statement regarding stall speeds.C. Power-on stalls occur at lower airspeeds in shallower banks.
(Refer to figure 2.) Select the correct statement regarding stall speeds. The airplane will stall
A. 10 knots higher in a 45° bank, power-on stall, than in a wings-level stall.B. 10 knots higher in a power-on, 60° bank, with gear and flaps up, than with gear and flaps down.
C. 25 knots lower in a power-off, flaps-up, 60° bank, than in a power-off, flaps-down, wings-level configuration.
(Refer to figure 2.) Select the correct statement regarding stall speeds. The airplane will stallB. 10 knots higher in a power-on, 60° bank, with gear and flaps up, than with gear and flaps down.
Which is true regarding the use of flaps during level turns?A. The raising of flaps increases the stall speed.B. The lowering of flaps increases the stall speed.C. Raising flaps will require added forward pressure on the yoke or stick.
Which is true regarding the use of flaps during level turns?A. The raising of flaps increases the stall speed.
