Maximum speeds in jet airplanes are expressed differently and always define the maximum operating speed of the airplane, which is comparable to the VNE of the piston airplane. These maximum speeds in a jet airplane are referred to as: VMO —maximum operating speed expressed in terms of knots. MMO —maximum operating speed expressed as a […]
The absence of a propeller affects the operation of jet-powered airplanes. Specific effects include the absence of lift from the propeller slipstream and the absence of propeller drag. Absence of Propeller Slipstream A propeller produces thrust by accelerating a large mass of air rearward. With wing-mounted engines, this air passes over a comparatively large percentage
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Jet Engine Basics A jet engine is a gas turbine with basic cycle of operation; that is, induction, compression, combustion, expansion, and exhaust. Air passes through the intake and enters the compressor section, which is made up of a series of fan blades or “stages.” The first stage, visible from the front of the engine,
The turbopropeller-powered airplane flies and handles just like any other airplane of comparable size and weight, since the aerodynamics are the same. The major differences between flying a turboprop and other non-turbine-powered airplanes are found in the handling of the airplane’s powerplant and its associated systems, which are unique to gas turbine engines. The turbopropellerpowered
Due to their design and structure, tailwheel airplanes (tailwheels) exhibit operational and handling characteristics different from those of tricycle-gear airplanes (nose-wheels). [Figure 1] A few aircraft, primarily antique and experimental, may have a tailskid instead of a tailwheel. The same principles discussed in this section usually apply to tailskid. In general, tailwheels are less forgiving
Slow Flight There is nothing unusual about maneuvering during slow flight in a multiengine airplane. Slow flight may be conducted in straight and-level flight, turns, climbs, or descents. It can also be conducted in the clean configuration, landing configuration, or at any other combination of landing gear and flaps. Slow flight in a multiengine airplane
There are two main considerations for OEI operations—performance and control. Multiengine pilots learn to operate the airplane for maximum rate of climb performance at the blue radial indicated airspeed by training to fly without sideslip. Pilots also learn to recognize and recover from loss of directional control associated with the red radial indicated airspeed by
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Low Altitude Engine Failure Scenarios In OEI flight at low altitudes and airspeeds such as the initial climb after takeoff, pilots should operate the airplane so as to guard against the three major accident factors: (1) loss of directional control, (2) loss of performance, and (3) loss of flying speed. All have equal potential to
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Go-Around When the decision to go-around is made, the throttles should be advanced to takeoff power. With adequate airspeed, the airplane should be placed in a climb pitch attitude. These actions, which are accomplished simultaneously, arrest the sink rate and place the airplane in the proper attitude for transition to a climb. The initial target
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Short-Field Takeoff and Climb The short-field takeoff and climb differs from the normal takeoff and climb in the airspeeds and initial climb profile. Some AFM/POHs give separate short-field takeoff procedures and performance charts that recommend specific flap settings and airspeeds. Other AFM/POHs do not provide separate short-field procedures. In the absence of such specific procedures,
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