AS 310 Exam 3 Prep

12 flashcards · Other · by Nicholas Enoul

1. -- Things that will be on the exam -- 1). Landing Distance Math equation (remember spoilers' effects on induced drag and lift) 2). Kinetic Energy Equation (airspeed at alt is going to be TAS, not EAS) 3). Multiple Choice Questions (20-30 questions) 4). Single Engine Climb Performance Chart 5). Define VMC under pt 143.139 (check Canvas page for that) 6). Explain and understand the 9 factors that affect VMC 7). Define what Critical Engine means 8). High/Low-speed Buffeting chart for Boeing aircra…

2. -- Explain how and why the following affect VMC -- 1). Max Available Takeoff Power 2). Propellor Windmilling 3). W/B and CG (heavy/light and aft/forward CG) 4). Landing Gear Down/Up 5). Flaps Down/Up 6). Bank Angle 7). Ground Effect 8). Trim (HINT, not on C172s) 9). Cowl Flaps Page 366 F.T.A REMEMBER: ASS LIFT AND ASS THRUST

   Max Available Takeoff Power How: As Max Pa Takeoff increases, VMC increases Why: The more power you have the more asymmetric thrust an aircraft will generate Propellor Windmilling How: If the inoperative engine's propellor windmills and is not feathered, VMC increases Why: As the propellor is still generating drag, this further worsens the aircraft's asymmetric thrust W/B and CG (heavy/light and aft/forward CG) How: As and aircraft gets lighter and/or its CG further aft, VMC goes up. Why: As we…

3. Define VMC

   Calibrated airspeed when critical engine suddenly fails While still keeping the aircraft in S.L flight and maintaining directional control Without exceeding 5 degrees of bank With the engine having a worse-case scenario failure.

4. Define Critical Engine

   The engine where, if it fails, would cause the greatest amount of asymmetric thrust to the aircraft Generates the greatest yawing moment.

5. Nick's Personal Question: Imagine you are flying an Antonov An-8 - a 2-engine transport. You are climbing then, suddenly, lose an engine. Would you lose 50% of ROC performance? Would this number be higher or lower? Why? Resource: p. 364-365 F.T.A. (Note: The image is just to show a cool plane, it has no bearing on the question/answer itself)

   No, it isn't a 50% loss of ROC performance, but rather, 80%. As far as I know, this is primarily due to drag from the increase in rudder deflection. There is likely a bit more to this, but I remember this being a major part of why the performance takes that ~80% hit.

6. F.T.A. Question: For a twin-engine airplane without counter-rotating propellers, which of the following is true regarding the critical engine? A). The right engine would be considered the critical engine B). The left engine would be considered the critical engine C). Either engine could be considered the critical engine D). Only single-engine aircraft have a critical engine

   B). The left engine would be considered the critical engine ---------------- Note: This is only true for most aircraft, as most multi's have props that turn in the same direction as our C172s, clockwise from the pilot's perspective. If the props were rotating counter-clockwise, then the critical engine would be the right one as, if it were to fail, the left engine's thrust-line would have a further moment-arm between it and the aircraft's CG. This is because of P-factor, and entirely depends on…

7. F.T.A. Question: TRUE or FALSE For a twin-engine propellor airplane, a loss of one engine results in a reduction of 50% performance available for maneuvering flight.

   FALSE

8. F.T.A. Question: After an engine failure in a light twin-engine, propellor-driven airplane, what is the maximum recommended bank angle into the working engine to maintain during coordinated flight with proper rudder input? A). 0° B). 3° C). 5° D). 10°

   C). 5°

9. F.T.A. Question: Which of the following is not stated in the chapter as a certifying condition for the calculation of an airplane's VMC? A). Flaps in takeoff position B). Landing gear extended C). Maximum available takeoff power D). Windmilling propeller

   B). Landing gear extended ------- Note: I think that the key point here is the certifying condition portion. Almost all of these (extending flaps, max power, and windmilling) increase VMC as it worsens asymmetrical thrust. However, landing gear helps lower VMC - so the FAA does not want to have it help VMC calculations.

10. Delta Pamphlet Question: What are some time variable operating costs?

    Crew Pay Maintenance Total Fuel used

11. Delta Pamphlet Question: Draw (or just imagine in your head) what the time variable chart looks like. (hint: fig 2)

    Notes: The reason why FL350 is on the higher portion is because it just takes longer to climb. Larger time = beeg cost. The faster you go, the cheaper it gets because you're wasting less time.

12. Delta Pamphlet Question: Draw (or just imagine in your head) what the fuel costs chart looks like. (hint: fig 3)

    Notes: The reason why FL 350 is on the lower rung is because we burn less fuel at a higher altitude. The turbine is much more efficient at that altitude than at FL 310.