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Ex15 - Advanced Turning

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89 views30 pages

Ex15 - Advanced Turning

Uploaded by

devos.g9
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We take content rights seriously. If you suspect this is your content, claim it here.
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Advanced Turning

Exercise 15
Introduction
DEFINITION
 A Steep turn is a change of direction at a bank angle of at least
45° whilst maintaining balance and altitude.

WHY IT IS BEING TAUGHT


 To teach the student to turn the aircraft at high turning rates
as well as provided valuable practice in the co-ordination of
the controls and developing confidence in the handling of the
aircraft at sustained high g-loading.
Recap
Further effect of the Ailerons:
Control Axis Primary effect Secondary effect Further effect
Elevator Lateral Pitch n/a Speed/RPM
Rudder Normal Yaw Roll Spiral Dive
Aileron Longitudinal Roll Yaw Spiral Dive

Use of rudder for balance:


Recap
Turning
Forces in a turn
Power curves during a turn
Load factor during a turn
Forces in a turn
 A body forced to travel in a curved path has a natural tendency to travel
in a straight line, to keep the object on a curved path a force must
continually be applied forcing the body towards the center of the turn.
This force is called the CENTRIPETAL FORCE.
Forces in a turn
In a turning aircraft, the banking action tilts the lift force
and produces a sideways component, the centripetal force.
Power curve during a turn
Load factor during a turn
 The load factor/apparent weight is the ratio of the lift force produced
by the wings compared to the weight force of the aircraft.
 Load Factor (n) = 1 s OR Lift
Cos(Ө) Weight

L=4W 4

Load L=3W 3
Factor
(n)
L=2W 2

L=1W 1
10 20 30 40 50 60 70 80

Bank angle
Turning
Radius of turn
Rate of turn
Turn radius:
 The area it take you to execute a turn.
Turn Radius
Turning at the same speed, but different bank angle:

r= V² .
36.94 Tan (Ө)
Turn Radius
Turning at the same bank angle but different speed:

r= V² .
36.94 Tan (Ө)
Turn Radius
Turning the same radius at different airspeeds:
Rate of turn
 Turn rate means the amount of degrees per second, of a turn.
 Rule of thumb for rate 1 turn:
 Take 10% of your airspeed (kts) and add 7.
 Take 10% of your airspeed (mph) and add 5.
Effects on turning
Weight
Balance – movement of the CG
Density Altitude
Effect of weight
Due to an increase of weight an increase of power will
be required to overcome the increased drag. Weight
will not affect rate of turn but will affect the minimum
radius of turn.
Movement of the CG

Forward CG will make the aircraft nose heavy and
therefore it will be harder to maintain altitude in a
turn.


Aft CG will cause the aircraft to pitch toward the
canopy and therefore you would require less back
pressure maintain a specific altitude.
Effect of density altitude
Climbing turns
You will have a higher nose attitude than in level turns.
Descending turns
You will have a lower nose attitude than in level turns.
Unusual Attitudes
Steep climbing turn with low speed:
Climb performance will be reduced
Slipstream and torque effect will be most pronounced
Close to stall speed and critical angle of attack will be
reached easier.
Steep descending turn with high speed:
Descending performance will be reduced
Might go into a spiral dive
High rate of descent
Factors affecting bank angle
Slipstream:
In climbing turn:
Yaw aircraft towards left wingtip
In descending turn:
Yaw aircraft towards right wingtip
Factors affecting bank angle
Torque:
In climbing turn:
Rolls aircraft towards the left
In descending turn:
A weaker forces trying to roll the aircraft towards the left
Maximum Rate of Turn
It is reached at the point where altitude can not be
maintained due to:
Pa is the same as the Pr
The maximum structural load factor might be exceeded
as stated in the POH
At the maximum rate of turn, the aircrafts radius will
become very small.
Stalling during a turn

As we enter a turn, our vertical component decreases and
therefore we need to increase our AoA by pulling back on
the control column.

In S&L we stall at 60mph

At 30deg we will stall at 64

At 45deg we will stall at 71

At 60deg we will stall at 85

This is due to the load factor increasing in a turn.


LF =
On the ASI
Speed decreases and stall speed increases therefore
flying closer to the stall.
Spin during a steep turn
During a steep turn, because of the amount of back
pressure applied to maintain a constant altitude, the
risk of stalling is increase due to the high AoA.
If the aircraft stalls, because the inner wing has a
higher AoA compared to the outer wing, it will stall
first and cause the aircraft to autorotate and spin.
How to do a steep turn (45-60°)
Entering a steep turn:
 HASSELLL checks
 Coordinated turn either left of right
 After passing through 30deg AoB – apply full throttle setting.
Maintaining a steep turn:
 Maintain constant back pressure with control column central (ailerons
neutral)
 Keep good lookout
Rolling out of a steep turn:
Start the roll out on hdg of half your bank angle
 Turn in opposite direction to the turn
 When passing through 30 deg AoB, lower throttle setting to cruise
setting and release back pressure slightly
Airmanship & Common Errors
Airmanship:
Always keep a good lookout
HASSELLL checks

Common Errors:
Not returning throttle to cruise when passing 30deg
AoB
Too much/not enough back pressure
Not maintaining altitude
Rolling out to late

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