相关题目
In addition to the important factors of proper technique, many other variables affect the landing performance of an airplane. Any item which alters the landing speed or deceleration rate during the landing roll will affect the landing distance.The effect of gross weight on landing distance is one of the principal items determining the landing distance of an airplane. One effect of an increased gross weight is that the airplane will require a greater speed to support the airplane at the landing angle of attack and lift coefficient.The minimum landing distance will vary in direct proportion to the gross weight. For example, a 10 percent increase in gross weight at landing would cause:(1) a 5 percent increase in landing velocity.(2) a 10 percent increase in landing distance.The effect of wind on landing distance is large and deserves proper consideration when predicting landing distance. Since the airplane will land at a particular airspeed independent of the wind, the principal effect of wind on landing distance is due to the change in the ground speed at which the airplane touches down. The effect of wind on deceleration during the landing is identical to the effect on acceleration during the takeoff.A headwind which is 10 percent of the landing airspeed will reduce the landing distance approximately 19 percent but a tailwind which is 10 percent of the landing speed will increase the landing distance approximately 21 percent.The effect of pressure altitude and ambient temperature is to define density altitude and its effect on landing performance. An increase in density altitude will increase landing speed but will not alter the net retarding force. Since an increase in altitude does not alter deceleration, the effect of density altitude on landing distance would actually be due to the greater TAS (true airspeed).The minimum landing distance at 5000ft would be 16 percent greater than the minimum landing distance at sea level. The approximate increase in landing distance with altitude is approximately 3 and a half percent for each 1000ft of altitude. Proper accounting of density altitude is necessary to accurately predict landing distance.The effect of proper landing speed is important when runway lengths and landing distances are critical. The landing speeds specified in the airplane’s flight handbooks is generally the minimum safe speeds at which the airplane can be landed. Any attempt to land at below the specified speed may mean that the airplane may stall, be difficult to control, or develop high rates of descent. On the other hand, an excessive speed at landing may improve the controllability slightly, but will cause an undesirable increase in landing distance.1.A 40 percent increase in gross weight at landing would result in （ ） ．
The effect of pressure altitude and ambient temperature is to define primarily the density altitude and its effect on takeoff performance. While subsequent corrections are appropriate for the effect of temperature on certain items of power plant performance, density altitude defines specific effects on takeoff performance. An increase in density altitude can produce a two-fold effect on takeoff performance: (l) greater takeoff speed and (2) decreased thrust and reduced net accelerating force. If an airplane of given weight and configuration is operated at greater heights above standard sea level, the airplane will still require the same dynamic pressure to become airborne at the takeoff lift coefficient. Thus, the airplane at altitude will take off at the same indicated airspeed as at sea level, but because of the reduced air density, the true airspeed will be greater.The effect of density altitude on power plant thrust depends much on the type of power plant. An increase in altitude above standard sea level will bring an immediate decrease in power output for the unsupercharged reciprocating engine. However, an increase in altitude above standard sea level will not cause a decrease in power output for the supercharged reciprocating engine until the altitude exceeds the critical operating altitude. For those power plants which experience a decay in thrust with an increase in altitude, the effect on the net accelerating force and acceleration rate can be approximated by assuming a direct variation with density. Actually, this assumed variation would closely approximate the effect on airplanes with high thrust-to-weight ratios.Proper accounting of pressure altitude and temperature is mandatory for accurate prediction of takeoff roll distance.5.Which of the following statements is not true?
The effect of pressure altitude and ambient temperature is to define primarily the density altitude and its effect on takeoff performance. While subsequent corrections are appropriate for the effect of temperature on certain items of power plant performance, density altitude defines specific effects on takeoff performance. An increase in density altitude can produce a two-fold effect on takeoff performance: (l) greater takeoff speed and (2) decreased thrust and reduced net accelerating force. If an airplane of given weight and configuration is operated at greater heights above standard sea level, the airplane will still require the same dynamic pressure to become airborne at the takeoff lift coefficient. Thus, the airplane at altitude will take off at the same indicated airspeed as at sea level, but because of the reduced air density, the true airspeed will be greater.The effect of density altitude on power plant thrust depends much on the type of power plant. An increase in altitude above standard sea level will bring an immediate decrease in power output for the unsupercharged reciprocating engine. However, an increase in altitude above standard sea level will not cause a decrease in power output for the supercharged reciprocating engine until the altitude exceeds the critical operating altitude. For those power plants which experience a decay in thrust with an increase in altitude, the effect on the net accelerating force and acceleration rate can be approximated by assuming a direct variation with density. Actually, this assumed variation would closely approximate the effect on airplanes with high thrust-to-weight ratios.Proper accounting of pressure altitude and temperature is mandatory for accurate prediction of takeoff roll distance.4.Comparatively speaking, （ ） is the final determinants of the takeoff roll.
The effect of pressure altitude and ambient temperature is to define primarily the density altitude and its effect on takeoff performance. While subsequent corrections are appropriate for the effect of temperature on certain items of power plant performance, density altitude defines specific effects on takeoff performance. An increase in density altitude can produce a two-fold effect on takeoff performance: (l) greater takeoff speed and (2) decreased thrust and reduced net accelerating force. If an airplane of given weight and configuration is operated at greater heights above standard sea level, the airplane will still require the same dynamic pressure to become airborne at the takeoff lift coefficient. Thus, the airplane at altitude will take off at the same indicated airspeed as at sea level, but because of the reduced air density, the true airspeed will be greater.The effect of density altitude on power plant thrust depends much on the type of power plant. An increase in altitude above standard sea level will bring an immediate decrease in power output for the unsupercharged reciprocating engine. However, an increase in altitude above standard sea level will not cause a decrease in power output for the supercharged reciprocating engine until the altitude exceeds the critical operating altitude. For those power plants which experience a decay in thrust with an increase in altitude, the effect on the net accelerating force and acceleration rate can be approximated by assuming a direct variation with density. Actually, this assumed variation would closely approximate the effect on airplanes with high thrust-to-weight ratios.Proper accounting of pressure altitude and temperature is mandatory for accurate prediction of takeoff roll distance.3.The power output of unsupercharged reciprocating engine （ ） with increasing altitude.
The effect of pressure altitude and ambient temperature is to define primarily the density altitude and its effect on takeoff performance. While subsequent corrections are appropriate for the effect of temperature on certain items of power plant performance, density altitude defines specific effects on takeoff performance. An increase in density altitude can produce a two-fold effect on takeoff performance: (l) greater takeoff speed and (2) decreased thrust and reduced net accelerating force. If an airplane of given weight and configuration is operated at greater heights above standard sea level, the airplane will still require the same dynamic pressure to become airborne at the takeoff lift coefficient. Thus, the airplane at altitude will take off at the same indicated airspeed as at sea level, but because of the reduced air density, the true airspeed will be greater.The effect of density altitude on power plant thrust depends much on the type of power plant. An increase in altitude above standard sea level will bring an immediate decrease in power output for the unsupercharged reciprocating engine. However, an increase in altitude above standard sea level will not cause a decrease in power output for the supercharged reciprocating engine until the altitude exceeds the critical operating altitude. For those power plants which experience a decay in thrust with an increase in altitude, the effect on the net accelerating force and acceleration rate can be approximated by assuming a direct variation with density. Actually, this assumed variation would closely approximate the effect on airplanes with high thrust-to-weight ratios.Proper accounting of pressure altitude and temperature is mandatory for accurate prediction of takeoff roll distance.2.An airplane operating at altitude requires （ ） at sea level.
The effect of pressure altitude and ambient temperature is to define primarily the density altitude and its effect on takeoff performance. While subsequent corrections are appropriate for the effect of temperature on certain items of power plant performance, density altitude defines specific effects on takeoff performance. An increase in density altitude can produce a two-fold effect on takeoff performance: (l) greater takeoff speed and (2) decreased thrust and reduced net accelerating force. If an airplane of given weight and configuration is operated at greater heights above standard sea level, the airplane will still require the same dynamic pressure to become airborne at the takeoff lift coefficient. Thus, the airplane at altitude will take off at the same indicated airspeed as at sea level, but because of the reduced air density, the true airspeed will be greater.The effect of density altitude on power plant thrust depends much on the type of power plant. An increase in altitude above standard sea level will bring an immediate decrease in power output for the unsupercharged reciprocating engine. However, an increase in altitude above standard sea level will not cause a decrease in power output for the supercharged reciprocating engine until the altitude exceeds the critical operating altitude. For those power plants which experience a decay in thrust with an increase in altitude, the effect on the net accelerating force and acceleration rate can be approximated by assuming a direct variation with density. Actually, this assumed variation would closely approximate the effect on airplanes with high thrust-to-weight ratios.Proper accounting of pressure altitude and temperature is mandatory for accurate prediction of takeoff roll distance.1.An increase in density altitude can lead to （ ） ．
One day in March 1944, I was flying my Spitfire from Italy toward our base on Corsica. I was alone and it was late in the day. The sky was overcast and gray, as was the sea surface below, so my horizon was marginal. But I had no worries about my situation, and was not paying attention to the instruments. Suddenly, a change of air and engine noise told me something was wrong. I looked at my instruments and they showed my plane was in a diving turn. My reaction was, those instrument can’t be right!, but I knew immediately that they were right and that I had to rely on them to get out of the dive. I was at about 6000ft and had sufficient altitude to recover using the needle-ball-airspeed instrument and link-trainer time. For about a year and a half after graduation, I got much instrument and link-trainer time. I became fully competent in the needle-ball-airspeed technique, so I never used the artificial horizon, because its gyro would tumble if you made a steep turn. Incidentally, the Spitfire, instead of a ball to show skidding or slipping, had a second needle, pointing downward below the turn needle.I probably lost my horizon after flying into haze, or a region of uniform color and brightness. If I had flown into cloud I would have known that I had lost my horizon and had to go on instruments in order to stay oriented and in control. If I had been unable to fly on instruments I would have become disoriented, a condition called pilot vertigo, and I would have had to bail out or crash with the plane. But I didn’t suffer vertigo because I was not aware that I had lost my horizon, orientation, and control of the plane. It then wandered and went into a spiral dive producing the noises that alerted me.I recalled this experience in July 1999 when John F.Kennndy, Jr’s plane crashed. It was very clear to me, from the radar records of his plane’s behavior that the same thing happened to him.5.Why didn’t the pilot suffer vertigo?
One day in March 1944, I was flying my Spitfire from Italy toward our base on Corsica. I was alone and it was late in the day. The sky was overcast and gray, as was the sea surface below, so my horizon was marginal. But I had no worries about my situation, and was not paying attention to the instruments. Suddenly, a change of air and engine noise told me something was wrong. I looked at my instruments and they showed my plane was in a diving turn. My reaction was, those instrument can’t be right!, but I knew immediately that they were right and that I had to rely on them to get out of the dive. I was at about 6000ft and had sufficient altitude to recover using the needle-ball-airspeed instrument and link-trainer time. For about a year and a half after graduation, I got much instrument and link-trainer time. I became fully competent in the needle-ball-airspeed technique, so I never used the artificial horizon, because its gyro would tumble if you made a steep turn. Incidentally, the Spitfire, instead of a ball to show skidding or slipping, had a second needle, pointing downward below the turn needle.I probably lost my horizon after flying into haze, or a region of uniform color and brightness. If I had flown into cloud I would have known that I had lost my horizon and had to go on instruments in order to stay oriented and in control. If I had been unable to fly on instruments I would have become disoriented, a condition called pilot vertigo, and I would have had to bail out or crash with the plane. But I didn’t suffer vertigo because I was not aware that I had lost my horizon, orientation, and control of the plane. It then wandered and went into a spiral dive producing the noises that alerted me.I recalled this experience in July 1999 when John F.Kennndy, Jr’s plane crashed. It was very clear to me, from the radar records of his plane’s behavior that the same thing happened to him.4.Why didn’t the pilot ever use the artificial horizon when using the needle-ball-airspeed instrument technique?
One day in March 1944, I was flying my Spitfire from Italy toward our base on Corsica. I was alone and it was late in the day. The sky was overcast and gray, as was the sea surface below, so my horizon was marginal. But I had no worries about my situation, and was not paying attention to the instruments. Suddenly, a change of air and engine noise told me something was wrong. I looked at my instruments and they showed my plane was in a diving turn. My reaction was, those instrument can’t be right!, but I knew immediately that they were right and that I had to rely on them to get out of the dive. I was at about 6000ft and had sufficient altitude to recover using the needle-ball-airspeed instrument and link-trainer time. For about a year and a half after graduation, I got much instrument and link-trainer time. I became fully competent in the needle-ball-airspeed technique, so I never used the artificial horizon, because its gyro would tumble if you made a steep turn. Incidentally, the Spitfire, instead of a ball to show skidding or slipping, had a second needle, pointing downward below the turn needle.I probably lost my horizon after flying into haze, or a region of uniform color and brightness. If I had flown into cloud I would have known that I had lost my horizon and had to go on instruments in order to stay oriented and in control. If I had been unable to fly on instruments I would have become disoriented, a condition called pilot vertigo, and I would have had to bail out or crash with the plane. But I didn’t suffer vertigo because I was not aware that I had lost my horizon, orientation, and control of the plane. It then wandered and went into a spiral dive producing the noises that alerted me.I recalled this experience in July 1999 when John F.Kennndy, Jr’s plane crashed. It was very clear to me, from the radar records of his plane’s behavior that the same thing happened to him.3.What level was the pilot flying at when something wrong happened?
One day in March 1944, I was flying my Spitfire from Italy toward our base on Corsica. I was alone and it was late in the day. The sky was overcast and gray, as was the sea surface below, so my horizon was marginal. But I had no worries about my situation, and was not paying attention to the instruments. Suddenly, a change of air and engine noise told me something was wrong. I looked at my instruments and they showed my plane was in a diving turn. My reaction was, those instrument can’t be right!, but I knew immediately that they were right and that I had to rely on them to get out of the dive. I was at about 6000ft and had sufficient altitude to recover using the needle-ball-airspeed instrument and link-trainer time. For about a year and a half after graduation, I got much instrument and link-trainer time. I became fully competent in the needle-ball-airspeed technique, so I never used the artificial horizon, because its gyro would tumble if you made a steep turn. Incidentally, the Spitfire, instead of a ball to show skidding or slipping, had a second needle, pointing downward below the turn needle.I probably lost my horizon after flying into haze, or a region of uniform color and brightness. If I had flown into cloud I would have known that I had lost my horizon and had to go on instruments in order to stay oriented and in control. If I had been unable to fly on instruments I would have become disoriented, a condition called pilot vertigo, and I would have had to bail out or crash with the plane. But I didn’t suffer vertigo because I was not aware that I had lost my horizon, orientation, and control of the plane. It then wandered and went into a spiral dive producing the noises that alerted me.I recalled this experience in July 1999 when John F.Kennndy, Jr’s plane crashed. It was very clear to me, from the radar records of his plane’s behavior that the same thing happened to him.2.What had happened when the pilot first became aware that something was wrong?
