AERODYNAMIC FORCES IN FLIGHT MANEUVERS

Turns Climbs Descents

Still remember the Traffic Pattern?

Upwind Crosswind Downwind (1000ft) Base - Final

VFR flying
Where we are and our DESINATION

- Clear of cloud - In sight of the ground and sea - Have other aeroplane in sight - Avoid collision with other planes or terrain - Not at night Summary YOU TAKE CARE OF YOUR SEPARATION

Visual Flying Rules

Clear of Cloud

VFR Weather Minima

1. General Visibility 5 km and cloud ceiling of not less than 1500ft. In Uncontrolled airspace remain clear of cloud and in sight of surface under 3000ft. Not at night!

Weather Minima

How can I not collide with others?

General Flight Rules

A/C CONVERGING FROM THE RIGHT

TRAFFIC AT THE RIGHT HAS THE RIGHT OF WAY

CONVERGING

TRAFFIC AT THE RIGHT HAS THE RIGHT OF WAY

General Flight Rules

A/C APPROACH HEAD-ON

EVERYONE TURNS RIGHT!

General Flight Rules

A/C OVERTAKING

OVERTAKE FROM THE RIGHT

RIGHT OF WAY

Our Airspace
Zones and UCARAs Controlled and Uncontrolled airspace

Our Airspace

Place to Note
Zone Under control Harbour Green Island Fan Lau Cheung Chau Ma Wan Toll Plaza

Place to Note
Zone Under control (conc. ) Lei Yue Mun Waglan Zone Tuen Mun Zone Pak Mong Shum Shek

Place to Note
UCARA Not Under control Port Shelter Tolo New Town SKARA Border

Route 1
Straight Out departure SSKFANCCC GRIHBRJoin Kaitak Circuit : Downwind runway 13

Route 2
Right Crosswind departureHBRGRI Ma Wan Corridor 1000ft maxTPZ PAK () - Join CLK Circuit : Final Runway 25L

Sek Kong Airfield

Ex- RAF Sek Kong Camp HKAC can fly during weekend

Entry Points
Gaps () - : Kadoorie Gap (, ) - : Fire Station Gap (, )

Entry Points
Gaps () - : Kam Tin Gap - : Pagoda - : Mai Po (, GFS Only)

Sek Kong Procedure

Not a normal traffic pattern 800ft in height Very short crosswind leg and base leg.

Approach procedure
Dual pattern First in 2000ft. Identify all traffic in the bowl then descend to 800 ft and join Downwind

Route 3
Straight Out departureLYM WAG PSH TOL NEW TOWNKDG Kadoorie Gap SKARA

Still have any questions?

Thank you

 In a bank it would be apparent that lift is not act directly opposite to the weightit now acts in the direction of the bank. When the airplane banks, lift acts inward toward the center of the turn, as well as upward, meaning the force of lift is divided into two components. Why? An airplane, like any moving object, requires a sideward force to make it turn. In a normal turn, this force is supplied by banking the airplane so that lift is exerted inward as well as upward. The force of lift during a turn is separated into two components at right angles to each other. One component, which acts vertically and opposite to the weight (gravity), is called the vertical component of lift. The other, which acts horizontally toward the center of the turn, is called the horizontal component of lift, or centripetal force.

Aerodynamic Forces: Turns In turns, two forces (lift and weight) would be apparent

Aerodynamic Forces: Turns

Aerodynamic Forces: Turns Lift during the bank is divided into two components: one
vertical and the other horizontal. This division reduces the amount of lift which is opposing gravity and supporting the airplanes weight. Consequently, the airplane loses altitude unless additional lift is created. This is done by increasing the angle of attack until the vertical component of lift is again equal to the weight. Since the vertical component of lift decreases as the bank angle increases, the angle of attack must be progressively increased to produce sufficient vertical lift to support the airplanes weight. Horizontal component of lift is proportional to the angle of bankit increases or decreases respectively as the angle of bank increases or decreases. As the angle of bank is increased the horizontal component of lift increases, thereby increasing the rate of turn.

Aerodynamic Forces: Turns To provide a vertical component of lift sufficient to hold

altitude in a level turn, an increase in the angle of attack is required. Since the drag of the airfoil is directly proportional to its angle of attack, induced drag will increase as the lift is increased. This, in turn, causes a loss of airspeed in proportion to the angle of bank; a small angle of bank results in a small reduction in airspeed and a large angle of bank results in a large reduction in airspeed. Additional thrust (power) must be applied to pre-vent a reduction in airspeed in level turns; the required amount of additional thrust is proportional to the angle of bank. To compensate for added lift, the angle of attack must be decreased, or the angle of bank increased, if a constant altitude is to be maintained. An increase in airspeed results in an increase of the turn radius Standard Rate Turn

 During the transition from straight-and-level flight to a climb, a change in lift occurs when back elevator pressure is first applied. Raising the airplanes nose increases the angle of attack and momentarily increases the lift. Lift at this moment is now greater than weight and starts the airplane climbing. After the flightpath is stabilized on the upward incline, the angle of attack and lift again revert to level flight values.

Aerodynamic Forces: Climbs

Aerodynamic Forces: Climbs

 If the climb is entered with no change in power setting, the airspeed gradually diminishes because the thrust required to maintain a given airspeed in level flight is insufficient to maintain the same airspeed in a climb. When the flightpath is inclined upward, a component of the airplanes weight acts in the same direction as the total drag of the airplane, thereby increasing the total effective drag. Consequently, the total drag is greater than the power, and the airspeed decreases. The reduction in airspeed gradually results in a corresponding decrease in drag until the total drag (including the component of weight acting in the same direction) equals the thrust.

Aerodynamic Forces: Climbs

Aerodynamic Forces: Climbs

 Since in a climb the airplanes weight is not only acting downward but rearward along with drag, additional power is required to maintain the same airspeed as in level flight. The amount of power depends on the angle of climb. When the climb is established so steep that there is insufficient power available, a slower speed results. It will be then the amount of reserve power or excess power determines the climb performance of the airplane.

Aerodynamic Forces: Climbs

Aerodynamic Forces: Descents

When forward pressure is applied to the elevator control to start descending, or the airplanes nose is allowed to pitch down, the angle of attack is decreased and, as a result, the lift of the airfoil is reduced. This reduction in total lift and angle of attack is momentary and occurs during the time the flightpath changes downward. The change to a downward flightpath is due to the lift momentarily becoming less than the weight of the airplane as the angle of attack is reduced. This imbalance between lift and weight causes the airplane to follow a descending flightpath. From the time the descent is started until it is stabilized, the airspeed will gradually increase. This is due to a component of weight now acting forward along the flightpath, similar to the manner it acted rearward in a climb. The overall effect is that of increased power or thrust, which in turn causes the increase in airspeed associated with descending at the same power as used in level flight.

Aerodynamic Forces: Descents

The four fundamentals of flight are "Straight and Level", "Level Turns", "Straight Climbs and Climbing Turns", and "Straight Descents and Descending Descents" The four fundamentals of flight are required to maneuver the aircraft in all phases of normal and emergency flight.

Four Fundamentals of Flight

 AXIS OF FLIGHT A.) Lateral Pitch / Elevator B.) Longitudinal Bank / Ailerons C.) Vertical Yaw / Rudder

Four Fundamentals of Flight

References: Both flight instruments and Outside visual Use Pitch, Bank and Power Primary and Secondary Instruments If heading deviates, set Bank with Horizon and AI Verify coordination with TC Bank angle no greater than standard rate: 3 degrees/second
If Altitude deviates: Set pitch with Horizon and AI Small changes (100') Pitch ONLY Large changes (>100') Pitch AND Power Coordination of Controls: Always keep ball of TC centered Trim Technique Trim to relieve control pressure already held. NOT to control yoke movement.

Straight and Level

Purpose: Change A/C direction References: Both flight instruments and Outside visual Banking Types: a) Shallow: Stability acts to level wings b) Medium: A/C tends to hold bank angle c) Steep: Overbanking tendency Purpose of bank: Change vertical lift to horizontal lift during which: (1) Vertical lift opposite gravity (2) Horizontal lift parallel to earth surface (3) Resultant vector perpendicular to wings Requires greater AOA to counter loss of lift Adverse Yaw 1. Caused by lowered aileron on raised wing (more drag) 2. Use of rudder to control

Turns

Straight Climbs
References: Both flight instruments and Outside visual Controls used: Elevator, Rudder, and Power Considerations: a) As airspeed reduces power must be increased. b) Climbs require excess thrust (AOA requires excess power) Left Turning tendencies: a) Torque b) Asymmetrical thrust (P-Factor) c) Spiral slip stream (slow airspeed) d) Gyroscopic precession (right tendency) e) Counter Left turning tendencies with rudder f) Keep Ball Centered on inclinometer Trim: After established, set trim.

Straight Descents References: Both flight instruments and Outside

visual Controls used: Elevator, Rudder, and Power Considerations: a) As airspeed increases power must be reduced. b) Little or no Power Must be second nature as Landings are prime example. Attention required for landing. Keep Ball Centered on inclinometer Flaps may be used to increase drag and lift allowing slower flight and steeper descent Trim: After established, set trim

Essential Questions
What are the four fundamentals? Describe forces acting in turns? Describe climbs/descents? Describe procedure for each of the four fundamentals.