Bearhawk Patrol > Performance Numbers > Flashcards

Performance Numbers Flashcards

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1
Q

IMSAFE

A

Illness
Medication
Stress
Alcohol 8hrs
Fatigue
Eat

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2
Q

Never fly with Gusts (only gusts themselves) over ___
or any winds over ___ kts

A

10kts Gusts (so 8G19kts is a no go…)
Any wind over 22kts
Tt’s a half-million dollar plane

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3
Q

Temp dew point at least ___ deg split.

A

2 deg or stay on the ground
(except local flights in stable airmass)

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4
Q

Crosswind limits on BH:
Grass
Cement

A

Grass: 15kts
Cement: 10kts

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5
Q

Cross-Country ‘planning stage’ finds 35kts headwind…

A

Just don’t Takeoff, why…
As it could end being more like 50kts and not worth it.
Read a book/ Exercise/ wait/ Go on a Pass commercial

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6
Q

Never fly when winds from any direction on ground are more than ___ kts.

A

22kts at Destination, issue is ground handling, you can lose it and tip over on ground hitting prop as you turn away from a strong quartering tailwind to Park!

~25kts for steady on takeoff from CAA2

Could Land+Park into wind along Twy, don’t taxi in until later on when winds die down after Sunset.

For my entire retirement 22kts at departure or destination is a NO-FLY day, unless off-field in an Emergency!

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7
Q

Left of Right crosswind of 10kts with P-Factor is a killer?

A

LEFT crosswind
Even worse if you ‘lift’ the Tail aggresively

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8
Q

Wake Turbulence considerations…

A

Pause 4min on a timer
Takeoff before, then fly steeper or turn away from his airborne flight path.

Land after them (discplace my threshold) and fly a steeper than 3deg path

Avoid being downwind of hovering Helicopters

Helicopters idling on the ground are not a problem (but speak up on radio my intentions).

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9
Q

I should Lean mixture for t/o above what Density Altitude?

A

4000’

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10
Q

Set Top with iphone measure app, level, get inclinometer, put phone in Landscape mode…then move up to Top of Tree, how to finish triangulation of tree height?

A

-Then Pace distance to tree in steps…
(gives 2 inputs need for Trigonomety math!)
-Tan angle=Opposite/Adjacent [TOA]
-So Isolate for opposite

Tan angle*Adjacent (paces)= Opp (paces)

(Other simple ROT: move to find 45 angle, as tan-45 is equal to 1…implies #paces in feet to reach tree = Height of tree directly)

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11
Q

Density Alt rot with temperature only?

Pressure altitude + ?

A

100 * (OAT minus ISA temp)

Example:
40deg C oat - 15deg isa= 35 *100=3500’ DA

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12
Q

Vr window…only relevant in gusty winds or strong crosswinds, the rest of the time I don’t rotate the aircraft, I just pop the flaps at 40kts!

Varies with weight only b/c it’s an ias…

A

When done too early (premature) it will increase drag.
<40kts

What done too late (wasted ground run)?
>60kts with Tail still high pinning a/c down

Vr implies a positive pilot input, near 50kt!

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13
Q

Normal vs Utility categories is linked to?

A

g certification difference

Higher G for Utility category

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14
Q

At 33% overgross an aircraft won’t climb!
(Note: illegal by FAA to operate over POH weight and voids insurance)

A

False, but any ‘downdraft’ will take my BH down at 2650 pounds. When operating at 45% overgross you won’t climb at all
(i.e. 2900lbs it won’t climb)
——————-
Limit Ops to 17.5% Overgross= 2350lbs
With light winds or headwinds
No Obstacles as climb angle is reduced
Harder surface
Much Longer Tora

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15
Q

Standard Atmosphere:
psi vs. inch
Deg F

A

14.7 pounds of air per sq inch (psi)
or 29.92 inches (~MP)

59deg F or 15deg C

29.92 inHg (Inches of Mercury): measures the height of a liquid column. In a traditional mercury barometer, the weight of the atmosphere pushes down on a pool of mercury, forcing it up a vacuum-sealed tube. At std sea-level psi, the atmosphere is heavy enough to support a column of mercury 29.92 inches tall

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16
Q

My ISA Tora at Mtow 2350 for BH patrol is?

A

750’
Sea Level, 15deg C or 60deg F
Mtow 2350 (overgross)
No Obstacles on Departure end
Zero Wind, Zero Slope
Compacted Surface

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17
Q

My Hard Rtow limit, used on an exceptional basis…

assuming a >90min flight that would burn 60lbs gaz

A

2400lbs or 20% overgross
Plan for 2350’ mostly

Immediate Airborne G tolerance in Turbulence would be reduce from 4 to 3.5g

-Bigger Problem is Gear Loads, not the wing
-Immediate RTB must use less Rod on landing, smooth touchdown on a longer Runway, avoid all sideloads and high Rod.

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18
Q

Factors affecting T/O performance?

A

Obstacles on Departure end
Rwy Slope
Surface conditions
(Soggy, Mud, Dry or Tall grass, soft sand)
and 3-below that can vary on the day…
Wind
DA (Density Altitude)
Weight

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19
Q

A Tailwind that is 10% of Vr will increase Tora by?

A

21%

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20
Q

My Roc at Sea Level ?

A

Light 1500fpm
20% over-gross at Sea level= 400fpm (similar to a Drifter when solo)
(Change is 140fpm less per 100lbs heavier)
(But even less ROC once set 25/25, as your now only at 75% power -40HP)

~25% over-gross at 9000’ Density= 100fpm; that’s my Ceiling.
At planning stage, any terrain I plan to cross should be 5000’ Lower than my 100fpm climb ceiling height.

Service ceiling defined as 100’ per/min Climb changes with Density Altitude (i.e. temp) & a/c Gross weight (@68kts hi-CHT’s!)

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21
Q

Pulling F3 vs. F1 takeoff makes a difference of ___ kts at Liftoff.

A

4kts slower Liftoff

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22
Q

My actual liftoff ias does ‘not’ change with DA, but it does change with?

A

Current a/c Weight

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23
Q

A 5kt Tailwind will increases takeoff roll by?

A

25% longer,
Every 2kts tail adds 10% Tora
About 300’ more at 2350lbs

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24
Q

Ground Effect…exists where? How long do I want to fly in it?

A

Only exists between 2 feet & 25feet Agl
-At 4’ gives 48% reduction induced drag, but @17’ only get an 8% reduction in drag.
-Pause there for 6-long seconds…then x-check if achieved Vx.
-Just Fly Higher (like 5’) if turbulent Gusty winds or over cement!

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25
Vx increases or decreases with alt?
Increases about half a kts per 1000' DA | Decrease with less weight
26
A 10% Gross Weight Reduction is= 220lbs of Cargo taken off 125L fuel (from Total 265)= Go with 140L Offload 1 pax Will derease Tora by what %? improve ROC by?
Will Decrease= Tora by 30% of distance Increase or Help= Roc by 10% from 500 to 550fpm Worst case can dump fuel on beach!
27
Soft-Field Takeoff procedure...
Never stop taxi Use Ground effect at 2'-3'
28
Short Field Takeoff procedure... vs. Leave luggage or people behind or Delay til better Temp/Winds
Try to put Full power during line up (try to make such a turn 'into' wind) Pop Flap-3 at 40kts Let it Lift-off tail low (high aoa) Push to remain in Ground effect as retract flaps slowly
29
Vx= and at 2350lbs? Vy= At what DA does Vx=Vy?
64 Vx used for 2350lbs on my BH Will decrease with a/c weight (1kts per 100lbs ) 75 Vy Decreases with altitude Vx = Vy above 12,000' DA @68kts
30
Affects of High Density Altitudes in the Summer...as it affects prop and wing!
Longer Tora; Less Roc Likely stronger wind affects after takeoff Obstacles harder to clear (must orbit) For Landing= Use the Same Vref, it's the right speed More Landing distance required due to higher G/S (might not look comfy)
31
Winds on Climbout will...
Back 30deg on compass (minus) Winds will Increase (Northern Hemisphere free-flow wind) ``` On descent... they Veer (clockwise) + Decrease ```
32
Tora increased % estimates for= Upslope Long Grass Mud or Snow Soft field
10% more per degree Upslope 25% more for Long Grass 50% more in Mud or Deep Snow 75% more on a Soft-field
33
Your Losing Daylight as you fly East or West?
East (as sunrises in the East) Each deg of longitude is 4min later in day. 15deg Longitude is 1-hour later (time zones, Dynon is 'not' longitude aware).
35
Cruise climb setting procedure >500-1000' agl...
Retard throttle towards 25inch MP then set blue RPM at 2500
36
Tora increases with Square of Weight changes, so 20% overgross= than 2000lbs
45% longer distance
37
When concerned about Tora, I can?
Wait for Temperature to drop Wait for better Headwinds Decrease current weight (dump fuel or pax) Pace out exact 50% dist and Mark it (70/50)
38
Should Aircraft climb rate be double the Rwy slope? | True of False?
True Must compare apples to apples with ROC in DA converted to Climb gradient in %
41
Vy decrease by __ kt per 1000' DA
0.5kt Or 1kt less Vy per 2000' DA I rarely fly Vy as I am usually at reduce 25/25 power or engine would overheat.
43
Roc Decreases __ % per 1000' of DA!
6% Due HP reduction of 3.5% per 1000' of Density Altitude
44
Vx increase ___ % per 1000' DA
0.5% from 64kts (unless real light ~3kt less) ~similar to decrease of Vy from 75kts
45
Consideration for Climbing through a 'cold' layer of Cloud... [Typically cannot see through 400' layer]
-It must be less than 800' thick and topped below 5000'; as well, have radio contact with preceding aircraft that verified these facts as a Pirep. Never want to spend more than 60secs in icing...ever! -Accellerate at Max power to 110kts just under layer, then zoom up (10deg) to 85kts to minimize exposure to icing (5deg).
46
____ % more Tora for every 1000' DA?
10
47
How does decreased Weight affect on Vy? How about weight affect on Vx?
Decreases 1kt per 100lbs less weight Vx goes down at 0.5kts per 100lbs as the two merge at 10,000'!
48
Lose __ MP inches per 1000'
1
49
Vg (surrogate ~L/D max) [Vg considers drag of Prop + Abw based on empirical data] Still air Glide ratio of= Prop moving vs. Prop stopped (Coarse vs. Fine discussion; windmilling Trailblazer is like a Barn Door EO!)
Vg= 68kts (Remains constant with Density altitude, but changes with weight) Glide Ratios= 7: 1 with prop Moving & Abw zero wind 8: 1 if stopped prop Stopped (>4k glide) Feathering would be Max pitch (Coarse) on propeller=more streamlined (Blue knob out) try that early, but default without oil in CSP is 'Fine' pitch.
50
True of False...if I can takeoff, then I can always come back and Land ...
False Spot landings are hard to nail on speed! | But not the opposite, could land then not be able to Takeoff!
51
When ROC performance at 25/25 & 88kts results in <200fpm climb consider? -Diameter of turn...1nm which allows only +300 from each side of the Bowl! -Once above 5000' DA need 1.5nm Bowl due to increase TAS.
Orbits to clear terrain ahead, keep turns <15deg aob so you keep climbing, measure 1nm diameter hole needed. 2min in turn (rate 1) with 2min going straight, repeat, incorporating 8min orbits into my Fuel calculations at flight planning stage, 3 orbits at 200 Roc, costs extra 12litres, to gain ~3000' of extra altitude... *Cannot fly slower (CHT cooling) or increase AOB b/c you won't climb which is the entire point or orbiting on departure.
52
At 8000' DA % HP __ MP
70% HP 22mp | 21inches
53
Normal Cruise power settings, depends on headwind, if >10kts head=Bowsers
ROP Bowser 20/24 faster, Hotter, higher FF Lop Dirk 21.5/21.5 24L/hr
54
Why we do 25/25 Cruise Climb?
Cooler engine #1 reason! Better vis Decrease Long-term fatigue Cylinder head
55
I should simply leave throttle wide-open once cruising above ___ altitude?
5000' Retard 1/4 inch to close the Enrichment Circuit that engages at the very end of the throttle travel. To get maximum fuel economy, pull back slightly from the "stop" to disengage this circuit while still maintaining near-maximum manifold pressure. (Set 2300 RPM) | But lean properly...
56
Max Range with Engine Running?
Vg (~L/D max) (due Propeller/Engine efficiency) 85 kts via 19mp/ 2000Rpm LOP (22L)
56
Kts to Mph
Just add 10% and then half again (as it's 15% higher)
56
1/60 rule 20kts crosswind at 120kts cruise 30kts across at 90kts cruise...
10deg of drift = Max drift Wind/speed in nm per min 20deg of Drift...
56
10,000' Density Altitude gives __ % increase in takeoff run?
100% | Lean accurately at the beginning of the roll (as part of it!)
56
At a High Density altitude, your nose is Pointing 6 Deg Nose up but flightpath is...as shown by Flight path vector...
Only going 1deg above Horizon line which can be below the Ridgeline ahead of me as Horizon could be obscured by Terrain. Maintain Vy and start orbiting, never slow it down below Vy (assumes enough cooling) -Easing stick back is a mistake -Need lateral space to orbit, always Turn into wind 1st.
57
Cruising at 10,000' the engine has __ % less horsepower?
40% Meaning only 100Hp left of my 165hp (7:1 compression titan X-360)
58
Minimum Fuel Fuel consumption Rule of thumb...
15L ~36min (30L in-tank as 15L un-usable) (Air Regs: 30min Vfr, 60min Ifr) 1 litre every 2min is 30l/hr: conservative
59
Max Endurance | i.e. Min Fuel Burn...this is NOT about Range
65kts 18/18 This is always my Ditching Target Speed, allows better preparations and radio work for Rescue coordination.
60
How Far away from CB should I fly?
15nm, end of story Gust Front and/or Downburst can end your flying days (Dark with lightning) (They can have Random tracks) (They can build Fast) (They can move at 45kts)
60
Vapp Vne
50kts 2000lbs then add 1/2 Gust 145kts if below 10k
61
Va
78kts Decrease to 72kts when aircraft is lighter
64
Aircraft designed for How many G at my overgross tow?
4g at 2350lbs vs. 4.4g utility at 2000lbs So takeoff overgross is mostly a Tora, Roc vs. Density altitude issue (Avoid Tailwinds on Hot days, no excess Performance when overgross)
65
Up to 3 inches oversquare is ok, but likes to run RPM higher than MP...like having a bike in high gear but going uphill | Consider 6 inches
26inches/23rpm 25inches/22rpm 24inches/21rpm Seems to like 2" oversquare more
66
Never fly X-cty in less than ___ ceiling ___ vis
3000'agl 5sm Local can do less to change oil in circuit (1500'agl and 3sm or 6km) Why bother, this is not what is fun, flying in shitty vis!
67
Frictional affects of wind are gone above what altitude agl?
2000agl
68
Normal category G-load limits? and utility?
+3.8 and minus 1.52g With Flaps +2.0 and 0G Utility limits are +4.4g and -1.76g
69
Glide speed depends on ? Varies from 5:1 to over 11: 1 when I choose Head vs. Tail wind Glide
-Fly a bit faster in headwinds, ~1/3 of Headwind component in headwind glide distance becomes 1 mile per 1000' -Tailwind, subtract 2kts on Vb per 10kts of tailwind component, in a tailwaind glide distance becomes 1.5 miles per 1000' [Fly a bit slower if Lighter]
70
Doubling the cruising altitude increases Forced landings options by?
Four
71
HASEL
Height (3500'agl for Stalls) Area (no cities & airspace issues) Secure/Stow (items inside cockpit) Engine (All green, Carb heat On) Lookout (clearing turns x2)
72
When should I slow down to 'Stop the Prop' competely?
-Engine failure >4000' above the ground, -Slow to 50kts briefly -Put throttle Idle so compression helps stop it from turning. [Improves glide by 20%]
73
EO below 4000'agl; where do I put 'throttle lever'?
Full Forward gives less compression, better 'windmill' performance as I am not going to 'Stop the Prop'.
74
What should be my Orbiting Terrain Seperation allowance (lateral space needed) when using 15deg aob @8000 DA?
8000' DA, you add 2% per 1000' for Tas, so zero wind G/S at Vy will be close to 85kts, 13-15deg aob gives a Rate 1 turn, so takes one min and 2570' or a 1/2 mile radius; take this distance x2 for diameter of my required Min Orbit Terrain lateral seperation= I need 1NM clear of obstacles (turn into wind) Radius Turn: Velocity squared in kts / 11.26*Tangent of your Bank Angle
75
Canyon Turn (Dirk's goto Canyon turn, Traffic avoidance, Steep turn Airex)
Pull straight up to 70kts + full power then 50deg Aob, bar II to horizon, Feel 1.6 G-load & Keep speed >65kts Diameter= 1200' or 1/4sm or 0.2 Nm (Radius of turn is 605', need 2 x Radius for 180deg turn back) 180deg Turn completion in 12 seconds... {45 deg= 1.4g, 1500' , 74kts stall, 15 secs} [55 deg= 1.7g, 1000', 82kts stall, 11 secs]
79
10% less weight is __ % less Glide speed?
5% in zero wind conditions i.e. 220pds less weight is 3kts less Vg
80
Dead reckoning with wing's level gives what error rate per hour ?
5-10nm off track! 100kts =5% With no GPS it is wise to Offset my ploted track by 20deg to best side about 45min prior to arrival and you'll hit your reference marker for sure: Lake, Railroad, Coastline, Hwy. This allows certainty of which direction to turn once arrive there.
81
Never enter a Canyon less than ____ feet wide.
1500' (lenght of a Rwy) 500m This is different than an orbiting shuttle climb manoeuvre, this is a Max performance Canyon turn.
82
Relationship of stall speed and G-Load
Stall increases with Square root of the load factor (G-load) So at 2g the stall speed is 1.41 or 41% higher 60deg aob is 2g, Flap extended G-limit is 2G.
83
Fly on Downwind or Upwind side of a narrow Canyon?
Downwind side, so you can turn into rising air and into wind! Do the opposite in a nice wide canyon.
84
Oil Min-Max psi? Sweet spot is considered?
25-100 psi 85psi Normal range: 60-95 BH: ~75-95
86
Descent Procedure..
Carb Heat on, 15 inches MP 140kts unless turbulent ...then slow to Va 78kts! 150fpm Trying to keep engine semi-warm
88
Mountain flying (>5000'msl Terrain) should only be done with Winds at summit less than ___
15kts at planning stage, upto 20kts once airborne, but not Fun!
89
Max power for a Physiological reason (bleeding out), running out of daylight, beating a storm...
100deg ROP Egt at 25/25 Burn a lot more fuel & more Parasite drag, but will reach 125kts (150mph)
90
As seen from Cockpit the propeller will be turning?
Clockwise
91
Face the wind, left arm at 30deg (left from straigth ahead) and right arm at 120deg (like broken shoulder) then...
Left points at High pressure area! Bad weather to right and behind me...
92
Touchdown point is xx feet from Aimpoint
40' further, I use 1 wingspan as my estimat Never land short touchdown zone
93
Maximum time at 2700rpm and high MP?
4min Must respect CHT 435, take immediate action to reduce power
94
10% extra ias on landing will increase Land Distance by:
20%
94
How long do I maintain Gust additives to my Vref?
1/2 the Gust all the way until the Flare
96
What is abo IMC 180deg turn at Rate-1 when cruising at 100kts
15deg aob for 1min (use a clock) 180deg hdg change Don't need ias or hdg, just an ai. Tas/10+half the previous answ= aob rate-1
97
5kts fast on touch down means?
10% more speed than you need 20% more Landing distance Required than usual, be wary...
98
Never fly at a Groundspeed less than 30kts...
True, possible DPS, my own airbus 'mini-groundspeed' that I control, increase my Vref a few kts Exception is a truly steady wind without local low-level obstacles or weather system.
99
My aoa protection settings...
1.10 Stall on approach, will hear it beep but not be constant on Stalled approach with intercom on!
100
Hydroplaning...
Anytime landing above 25kts on puddles... Land Firmly Flaps up immediately (wow) Consider taxiway landing if there is a strong crosswind or divert. 9x Sqrt Tire Psi At 6psi would be >22kts, assuming cement At 10psi would be >28kts
101
GPS Approach Minimum for me...
600'agl ceiling and 1.5 sm (2km) OR actual minimums +200 +1/2sm (+1km) Divert to better weather or land in a field somewhere, never fly to minimums... Must be no reported icing in cloud Aircraft no certified, can get audit by FAA.
102
1 climbing Orbit...
6 Litres 8min 15 deg aob Assumes 200 Roc Need 1nm x 2nm oval
103
Clock method of Crosswind calculation
20deg is 1/3 30deg is 50% 45 deg is 3/4 60deg is 90% 70-110 deg is 100%
104
Uphill vs Downhill
Land uphill Takeoff Downhill Or wait...until winds and temperatures improve my outcome
105
50deg aob Load? Stall?
1.56g | 25% increase in stall speed
106
10kts headwind will reduce landing distance by?
27% 15kts is a 39% reduction in LDA
107
60kts Covers __ Feet per second 90kts g/s clean
100 feet covered per Sec 150 feet covered per Sec
108
Reduce Vref by __ kts per 100lbs lighter a/c?
2kts per 100lbs Calculate Vref at 2000lbs as baseline
109
Aft cofg will increase or decrease stall speed?
Decrease a little.
110
Factors that have a Squared Effects...
-Excess spd on touch squares crash Ek. -Braking needed squares with increased g/s -Parasite drag increases with spd squared, so from 60-120kts means 4x the drag. -Turn radius acts to square of ias. -Lift production is squared as a function increasing my ias. -Centrepital forces > with square of speed, thus making ground loop more likely. -Prop thrust generated increases with square of RPM change (~2400-2700 is huge)
111
2-part 'Go-Around' procedure
1/2 power, Right Rudder Push to keep it flying level (Alt & Bank) Retract 1 notch flap Re-trim Set Full power, and More Rudder Retract rest of Flaps Climb at Vx Re-Trim
112
Each Knot fast over Vref will be how many extra feet of Land Distance?
100' more Land distance!
112
How does a 50' obstacle on Takeoff or Landing affect Performance Numbers?
It will double Tora and/or Landing distance values
112
Anytime touchdown >50% down a runway I should?
Just Go-Around
112
Each degree of downslope adds?
10% more Landing distance Required
112
Vso on approach varies with...
Varies with Flap setting Power setting (~5kts) More A/C weight Fwd CofG Current ROD ~40-45kts Range
112
As weight decreases what happens to Va?
It also decreases
112
What kind of landing do you make in tree tops?
Vapp touchdown, don't stall just like an major International airport 3 deg in, no flare...
113
How many G's can body absorb in compression?
5G Falling and stalling
114
How many lateral G's can body absorb
45G Frontal impact
115
What happens to trauma I endure if I hit a wall at 90kts instead of 45kts?
4 times the Newtons, or Quadruple the destructive energy inflicted on me!
116
What affects my climb gradient? How to calculate?
My a/c climb gradient on the day varies with Density Altitude, Weight, and Winds Head vs. Tailwind! Rise/Run... (clb 8000' alt / [17*6080feet]) * 100= 7.9% Gradient in zero wind
117
Why is a Tailwind called the Evil multiplier?
Standard charts show that a tailwind has roughly 'Five times' the negative performance effect that an equivalent headwind has as a positive effect! (Due to grounspeed acting to the Square in liftoff equation)
118
If engine CHT is still hot after setting 25/25, what should I do?
Lower the nose to cruise at 95kts instead, already reduced power by 25%...just needs more airflow...worried...go 24/24!
119
When do we fly Vy? as it is based on keeping Full power...
Never, for two reasons... 1. Because I am no longer at full power after clearing immediate obstacles at Vx, usually have set power 25/25. 2. Because engine will overheat 2min after you start flying Vy...
120
At what altitude in isa conditions does my 25/25 power setting approximate 100% of available power?
Above 4000' as my T/O Mp of 29 reduces to 25 at 4000', just have throttle full forward... So if climbing out 25/25, should set full forward Throttle (MP) once above 4000' also adds some cooling!
121
Why should you set Wide Open Throttle (WOT) everytime your above 4000' DA and still want to climb?
Many pilots mistakenly try to "force" 25" by constantly nudging the throttle forward as they climb. It is much more efficient to simply push it to the stop at 4,000' and let the manifold pressure naturally decay with altitude, as the engine is physically incapable of exceeding safe pressure limits at those heights.
122
If I can land, then I can always takeoff?
Yes in 90% of cases! Exceptions: -High Density altitude >5000' -Tall obstacles on Departure end -Really soft Terr helps braking but hinders my subsequent takeoff run!
123
What should I do if I see 435 Cht on climbout? Try to keep CHT under 420 on most days!
Put nose down to accelerate +10kts and set power to 24/24 instead of what I had.
124
Between what speeds is the fuel flow 'bucket' identical on BH patrol? [Reason: you've reached efficiency floor of Lycoming (it's ability to convert fuel into work is the limiting factor); combine that with different AOA drag for each speed evens things out]
From 65-85kts You burn 24L/hr, but at 85 kts, you cover 20 nautical miles more every hour, making it the superior speed for almost every mission except for loitering over a specific spot, tighter turns for 7s.
125
Why is it important to pull straight-up until 70kts for Canyon turn?
You'll already be slower in most cases as your climbing in mountains; BUT reason to slow down is all about physics + turn diameter as linked to how fast we are to the square, speed makes exponential diff! [Tgt: PA Bar II to horizon, 65kts, 1.6g pull]
126
What performance factors are affected by the square root?
Hydroplaning Stall speed increase relative to G load The distance you can see to the horizon in nautical miles is approximately the square root of your altitude (10k its 100nm away)
127
Explain relationship of ROD and stall speed?
In a steady-state descent, your stall speed is actually slightly lower than in level flight. A "higher speed" stall only happens if you aggressively pull to arrest that sink rate (accelerated stall)
Bearhawk Patrol
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