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20 Cards in this Set
- Front
- Back
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Define takeoff and landing speeds.
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The minimum airspeed for takeoff is approximately 20 percent above the power
off stall speed, while landing speed is about 30 percent higher. |
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State the factors affecting the takeoff and landing speeds.
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Factors affecting takeoff and landing speeds are the same factors that affect stall
speed: Weight (W), Density( |
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Describe the effects on true airspeed, indicated airspeed, and ground speed for
takeoff and landing due to variations in weight, density, high lift devices, and wind. |
Increase in weight will require an increase in IAS and TAS
• Indicated airspeed remains constant, regardless of density. TAS will increase with a decrease in density. • High lift devices decrease both IAS and TAS. Since TAS decreases, the ground speed during takeoff will decrease. • A headwind will decrease the takeoff distance by reducing ground speed associated with the takeoff velocity. Tailwind will increase takeoff groundspeed. |
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Describe the forces acting on an airplane during takeoff and landing.
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Rolling Friction (FR) accounts for the effects of friction between the landing gear
and the runway. • The coefficient of friction is dependant upon runway surface, runway condition, tire type and degree of brake application. • Net Accelerating Force o Thrust – Drag – Rolling Friction • Net Decelerating Force o Drag + Rolling Friction - Thrust |
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State the factors affecting takeoff and landing distance.
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Weight is the greatest factor in determining takeoff distance.
• 4-H Club: High, Hot, Heavy, and Humid. 2 or even 1 of these factors may cause longer takeoff and landing distances. • Using high lift devices, such as flaps or BLC, will decrease the takeoff distance. • A headwind will decrease the takeoff distance by reducing ground speed associated with the takeoff velocity. Tailwind will increase takeoff groundspeed. |
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Describe the effects on takeoff and landing distance due to variations in weight,
altitude, temperature, humidity, high lift devices, and wind. |
An increase in weight will increase landing distance.
• An increase in elevation, temperature, or humidity will increase landing distance since reduced density results in a higher landing velocity. • High lift devices decrease landing distance because they reduce ground speed. • A headwind reduces landing distance because it reduces ground speed. Tailwind increases landing distances since groundspeed increases. |
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Describe how crosswinds affect an airplane during takeoff and landing.
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Affect directional control during takeoff and landing
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Describe how runway alignment is maintained during a crosswind takeoff or
landing. |
The rudder is the primary means of maintaining directional control in order to
compensate for the crosswind during takeoff or landing. • Pilot must also place ailerons into the wind during a crosswind takeoff or landing to overcome the lateral stability that is trying to roll the airplane away from the sideslip relative wind (crosswind). |
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Define ground effect.
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Ground effect significantly reduces induced drag and increases effective lift when
the airplane is within one wingspan of the ground. |
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Describe the effects of ground effect on lift and drag.
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Entering ground effect (during landing) increases effective lift and decreases
induced drag by preventing the aft inclination of the lift vector. • As an airplane takes off and leaves ground effect, induced drag increases and lift decreases, which could cause an altitude loss, possibly resulting in an unintentional gear up landing. |
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State when the T-34C will be in ground effect.
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When the aircraft is one wingspan above the ground induced drag is reduced by
only 1.4%, at one fourth the wingspan, induced drag is reduced by 23.5%, and a maximum reduction of 60% occurs just prior to touchdown or after liftoff. |
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State the preferred method used to stop an airplane that is hydroplaning.
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Avoid use of frictional brakes, since their use may cause you to lose directional
control. • Beta settings should be used as much as possible to slow or stop the T-34. |
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State the cause of wingtip vortices.
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Production of lift causes wingtip vortices which are spiraling masses of air that
are formed at the wingtip when an airplane produces lift. |
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State how interference between airplanes in flight affects the aerodynamic forces
acting on each airplane. |
During formation flying and in-flight refueling, airplanes close to one another
produce a mutual interference especially when the trailing airplane is slightly aft and below the lead airplane • The lead airplane experiences an effect similar to ground effect because of a reduction in downwash and induced drag. • For the second airplane, this mutual interference of the flow pattern can instantaneously alter the direction of the relative wind that the airfoils are sensing • Flying through lead’s flight path will place you in his wake turbulence which could cause an over g or flameout. |
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State the airplane configuration when vortex strength is greatest.
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The greatest vortex strength occurs when the generating airplane is HEAVY,
SLOW, and CLEAN. |
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Identify the hazards of encountering another aircraft’s wake turbulence.
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Structural damage, over-g
• Vortices may instantly change the direction of the relative wind and cause one or both wings of the trailing airplane to stall, or disrupt airflow in the engine inlet inducing a compressor stall or flameout. • The most common hazard to another airplane is associated with the rolling moments that can exceed the roll control capability of the airplane. • It is more difficult for airplanes with short wingspans to counter the imposed roll. • The most significant factor affecting your ability to counteract the roll induced by the vortices is the relative wingspan between the 2 airplanes. |
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Identify the appropriate wake turbulence avoidance procedures.
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When landing behind a larger airplane, stay at or above the larger airplane’s final
approach path and land beyond its touchdown point. • Ensure that an interval of at least 2 minutes has elapsed before conducting a takeoff after a larger airplane has landed, or perform a midfield takeoff that begins beyond the larger aircraft’s touchdown point. • When a larger airplane is departing ahead of you, ensure your landing or takeoff rotation is complete prior to the larger airplane’s point of rotation. • Small airplanes should avoid operating within 3 rotor diameters of any hovering helicopter. |
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Define wind shear.
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Wind Shear
o Sudden change in wind direction and /or speed over a short distance in the atmosphere. |
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Identify the causes of wind shear.
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Wind shear is most often caused by jet streams, land or sea breezes, fronts,
inversions and thunderstorms |
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Identify the hazards associated with wind shear during takeoff and landing.
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Wind shears change airflow over the aircraft. The velocity of the relative wind
can be altered causing immediate changes in the IAS and/or AOA of the aircraft. • Wind Shear During Takeoff o A headwind shear increases IAS resulting in an increase in lift and therefore causes an initial increase in performance. o A decreasing wind shear will decrease performance which will require in an increase in AOA which would probably result in an approach to stall indication and possibly a stall. • Wind Shear During Landing o Tailwind to a headwind shear on approach to landing causes an increase in performance. This shear causes the aircraft to pitch up and rise above the glide path. The pilot counters this by reducing the power and lowering the nose. However, the pilot may over correct and descend below the glide path. Headwind to a decreasing headwind shear decreases IAS. This shear causes the aircraft to pitch down and descend below the glide path. The pilot counters this by adding power and raising the nose. o Headwind to a tailwind shear is the worst type of wind shear to encounter. If a strong decreasing performance wind shear is encountered at very low altitude, a pilot may have insufficient time and power to overcome the resulting loss of lift. The outcome will invariably be a crash short of the runway. |
