負荷因素 G-force (LOAD FACTOR) (G)
什麼是負荷因素?G-force. (LOAD FACTOR) (G)一般輕航機的負荷
- 1月 23 週三 200813:07
輕航機負荷因素 G-force (LOAD FACTOR) (G)
負荷因素 G-force (LOAD FACTOR) (G)
什麼是負荷因素?G-force. (LOAD FACTOR) (G)一般輕航機的負荷
- 1月 17 週四 200811:08
風對輕航機的影響
風對輕航機的影響~~
相信許多玩家都有很多對於"風"的經驗,尤其輕航機輕飄飄,飛起來像
隻鳥一樣輕鬆自在,風是如何造成的呢?空氣的流動,總是會自行尋找
低壓的地區移動,以地球來說,在北半球的高壓空氣會往低壓地區移動
- 1月 10 週四 200818:28
側風修正
側風修正
側風修正,這個大家耳熟能詳的名詞,我們來回顧一下國內的大部分輕航機場,有許多跑道的風向並不是常年固定與跑道平行的,有的時候風向的改變甚至於可達到90度的正側風,飛行員必須隨時準備應付這些風向的改變,正常的落地階段與側風落地階段是截然不同的程序,側風落地要考慮的因素會比較複雜些,所以在這裡是有必要來跟大家一起討論的,一起來教學相長,在側風落地與側風起飛階段會多了一點點的困難性,主要是在於除了要保持準確的操控飛機起飛或落地之外,同時也要兼顧做側風修正的程序。
- 12月 19 週三 200718:01
閒聊輕航機螺旋槳 Propeller
那天帶了組槳給阿谷,在路上我就一直在想這隻槳的設計.那麼我們今天就來聊聊螺旋槳的故事吧.Propeller 螺旋槳,他作用的原理是什麼?其實說穿了跟飛機機翼的結構有點像喔,螺旋槳產生的推力,是由本身槳葉的攻角設計與發動機輸出的R.P.M來共同創造,來拉動飛機,不曉得大家有沒有發現螺旋槳的槳葉攻角設計是成非線性的怪模樣,換句話說也就是從槳葉的根部一直到槳葉的尖端,在這距離中這每一單位的攻角都不一樣.?為什麼會這樣呢?讓我們來探討一下.
- 12月 18 週二 200710:16
起飛計畫
起飛計劃，針對輕航機來說似乎起飛計畫好像是太過嚴苛了一點,但是話又說回來它也是架航空器不是嗎?既然是航空器我們就必須尊敬它,雖然沒有圖表可以查詢也沒有太多的試飛文件參閱,但是事實上我們是可以自行製作的,為了你的安全著想。
記得前陣子幫位飛友測試全新的飛機，這位飛友也是航空本業出身,對於飛航安全具有非常正確的觀念,雖然環境使然在跑道上並沒有太多的參考mark,但是他卻知道要用旋轉警示燈來標示位置,測試他新飛機的起飛數據,好記錄下來做為以後的依據,這個觀念是相當好的,先天的環境不良並不代表我們就應該忽略飛行安全,全由感覺做為依據是不正確的,飛行過程中起飛是最危險的階段,加上輕航機的跑道頭幾乎都沒有很完善的緩衝區,歷年來有多架是直接砸毀在跑道頭的案例,如果您有做好完善的飛行計畫,這些傷害都是可以避免的,只要您有點時間,幫你的飛機測試一下起飛數據,記錄下來做為參考即可。
- 12月 17 週一 200714:33
輕航機的重心與升力中心相對關係
最近遇到一個飛友,我們一起討論飛機重心的相對關係,在聊天過程當中也發現很容易讓人誤解的地方,就是重心與升力中心的相對關係,很多人都誤認重心與升力中心位置是同一個地方,其實飛機重心(CG)與升力中心點(CL)是不一樣的,對於飛機的設計來說,都是盡可能努發展讓飛機的三軸穩定性與平衡性更高,尤其是針對飛機的X縱軸方面考量的因素最多,通常都是設計成不平衡性的設計概念,它的設計依據都是來自於以下的三個因素
- 12月 14 週五 200717:39
AIR TRAFFIC CONTROL
AIR TRAFFIC CONTROL SYSTEM COMMAND CENTER
The task of managing the flow of air traffic within the
NAS is assigned to the Air Traffic Control SystemCommand Center (ATCSCC).
- 12月 13 週四 200717:53
輕航機的地面效應
常常聽到人說地面效應~~地面效應,倒底什麼是地面效應呢?他跟我們在飛行的時候又有何關聯?簡單的說好了大家會比較容易了解 Ground Effect ..地面效應何時會發生,先看一下你飛機的機翼翼展長度,對~~就是這個長度把它想像成高度,對^ ^ 就是這個高度,當你飛機接近地面這個高度的時候就會發生地面效應,
- 12月 11 週二 200720:31
輕航機發生海豚跳BOUNCING DURING TOUCHDOWN
輕航機的飛友們,回想一下應該有見過BOUNCING DURING TOUCHDOWN(海豚跳)或是自己有親身體驗過呢?在FAA-H-8083-3A-4of7 中也有詳細的提到這種現象喔 ~讓我們來探討一下 When the airplane contacts the ground with a sharp impact as the result of an improper attitude or an excessive rate of sink.
- 12月 07 週五 200720:25
go-around procedure(輕航機)
噴射機的GO-AROUND PROCEDURE 很簡單,只因為推力大,推重比高達到1:1 油門MAX改變成爬升姿態,當有上升率的時候起落架收起,加速到FLAP速限前將FLAP收起就完成了,反觀輕航機要探討的問題就比較多了一些,因為螺旋槳飛機有P 效應及先天推力不足的先後程序問題產生,參閱FAA-H-8083-3a-4of7 內容提到(或是參閱圖片亦可),當你決定要重飛的時候首先你要做的是什麼?當然是加足馬力+帶桿,但是細分之下卻有學問可言,重飛前的姿態大部分是有俯角的,也就是他的推力線及向量是機鼻朝下的方向,加足了馬力那機鼻向下的向量是不是增強了,這個時間是非常短暫的,通常在沒有外界影響之下是可以同時+油門+建立爬升姿態這沒有問題,但是輕航機的推重比小,如果先後順序搞錯了那問題可就大了,如果太晚加油你先帶桿空速會驟減,又加上你急於重飛建立爬升姿態速度想必空速掉的更快,之後再來補上油門就有可能就會進入相反操作區了,嚴格說起應該是要做到重飛時油門MAX同時緩和的改變姿態(由俯角漸換成仰角), 以緩角度的爬升並建立增加你的空速,當你發現飛機有正上升率的時候並已爬升至安全高度再將你的FLAP收起一半(是一半)…收完一半的FLAP 再收起你的起落架..當這些程序做完之後才考慮收起全部的FLAP,記得因為輕航機是螺旋槳有P效應在加足馬力的時候也要同時用舵來修正不要偏離的跑道中心,因為你有可能會隨時會遇到發動機熄火~總言之輕航機的推力都不會太大,收FLAP的時機所造成的影響更是慎巨…這張圖片大家可以拿來參考一下 詳細的解釋跟理由都在原文說明中可以找到~~
CONFIGURATION
In cleaning up the airplane during the go-around, the pilot should be concerned first with flaps and secondly with the landing gear (if retractable).
When the decision is made to perform a go-around, takeoff power should be applied immediately and the pitch attitude changed so as to slow or stop the descent. After the descent has been stopped, the landing flaps may be partially retracted or placed in the takeoff position asrecommended by the manufacturer. Caution must be used, however, in retracting the flaps.
Depending on the airplane’s altitude and airspeed, it may be wise to retract the flaps intermittently in small increments to allow time for the airplane to accelerate progressively as they are being raised. Asudden and complete retraction of the flaps could cause a loss of lift resulting in the airplane settling into the ground. [Figure 8-14] Unless otherwise specified in the AFM/POH.
it is generally recommended that the flaps be retracted (at least partially) before retracting the landing gear—for two reasons. First, on most airplanes full flaps produce more drag than the landing gear; and second, in case the airplane should inadvertently touch down as the go-around is initiated, it is most desirable to have the landing gear in the down-and-locked position. After a positive rate of climb is established, the landing gear can be retracted. When takeoff power is applied, it will usually be necessary to hold considerable pressure on the controls to maintain straight flight and a safe climb attitude. Since the airplane has been trimmed for the approach (a low power and low airspeed condition), application of maximum allowable power will require considerable control pressure to maintain a climb pitch attitude.
The addition of power will tend to raise the airplane’s nose suddenly and veer to the left. Forward elevator pressure must be anticipated and applied to hold the nose in a safe climb attitude. Right rudder pressure must be increased to counteract torque and P-factor, and to keep the nose straight.
The airplane must be held in the proper flight attitude regardless of the amount of control pressure that is required. Trim should be used to relieve adverse control pressures and assist the pilot in maintaining a proper pitch attitude. On airplanes that produce high control pressures when using maximum power on go-arounds, pilots should use caution when reaching for the flap handle. Airplane control may become critical during this high workload phase.The landing gear should be retracted only after the initial or rough trim has been accomplished and when it is certain the airplane will remain airborne.
During the initial part of an extremely low go-around, the airplane may settle onto the runway and bounce. This situation is not particularly dangerous if the airplane is kept straight and a constant, safe pitch attitude is maintained.
The airplane will be approaching safe flying speed rapidly and the advanced power will cushion any secondary touchdown.
If the pitch attitude is increased excessively in an effort to keep the airplane from contacting the runway, it may cause the airplane to stall. This would be especially likely if no trim correction is made and the flaps remain fully extended. The pilot should not attempt to retract the landing gear until after a rough trim is accomplished and a positive rate of climb is established.
