曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

The duties should be assigned by the
PIC, but many let the P2 do the
approach and landing, so they can
keep an overview and monitor the
process. However, transitioning
from instruments to visual at a
critical point of the flight is not
necessarily a good idea when the
weather is really bad - handing over
to someone who has had their head
out of the cockpit at least a bit of the
time is a better choice, particularly as
there will be no-one on instruments
if you have to go back into the soup.
Letting one pilot do it all is best
when the break is relatively high.
Helicopter Instrument Flying
This is much the same as for fixed
wing, but there are a couple of
differences worth noting. Firstly,
thrust and lift come from the same
source, that is, the main rotors, so
you can have different attitudes than
expected when climbing, descending,
or in level flight, so you need to
learn particular power settings for
particular stages of flight to do it
correctly. These, of course, are
controlled by the collective and
displayed on the torquemeter. The
AI indicates fuselage and not disc attitude,
so does not always tell you what the
aircraft is actually doing – you could
be nose-up and still descending at 60
kts, so more cross-checking with
other instruments is required than
with a fixed wing aircraft. Put
another way, while it is still
important, the AI loses a little of its
distinction.
Also, the ability to fly at low speed,
say, below 60 kts, means that the
pitot-static instruments become less
reliable. You also get reduced
stability, which is why there is a
minimum IMC control speed (Vmini),
below which you shouldn’t go into
cloud, as well as minimum speeds
with an engine out, should you have
two to play with.
Having said all that, the attitude +
power = performance equation is still
valid.
Some Questions
1. You've just lost all your electrics,
and you are left with a map and the
E2B compass. Can they be relied on
to get you home?
2. Draw a diagram to show an
aircraft heading 050°, with 15° E
variation and a deviation of -4°.
3. Do RAS and TAS increase,
decrease or remain constant during a
climb at constant Mach number?
4. What do TAS and Mach number
do in a climb at constant RAS?
5. When is an artificial horizon likely
to give a slightly incorrect indication
of attitude under what conditions?
Some Answers
1. You can rely on the map, but the
compass will have been swung with
the electrics on, so all the local
magnetic fields will have changed
with them off. You can therefore
expect large deviation errors.
266 Canadian Professional Pilot Studies
2.
3. Temperature normally decreases
with altitude, so the local speed of
sound will do so as well. TAS must
decrease to keep it constant, so RAS
will do so as well.
4. TAS will increase with altitude,
but the local speed of sound will
decrease, so the Mach number will
increase as well (they will both
decrease in a descent).
5. During acceleration or
deceleration, or during a turn.
Electricity & Radio
Radio depends on the movement of
electric and magnetic waves, which
depend on the movement of
electricity, which ultimately depends
on the activities of electrons inside
an atom.
Atomic Theory
Electrons are negatively charged
particles spinning rapidly round a
nucleus of positive- and neutrally
charged ones, called protons and
neutrons, respectively, as shown below
(the neutrons keep the protons
together, since particles of a like
charge are repelled):
None of them are physical in nature,
but are actually electromagnetic
charges, or tiny whirlwinds of
electromagnetic force. A collection
of atoms is called a molecule, which is
the smallest part of any object that
retains the identity of it.
Put very simply, if you line up a
series of atoms (as in an electrical
cable) and add an electron to the
first one, it will repel those already
there until one is pushed out, which
joins the next atom, and so on down
the line until an electron falls off the
last one, giving you an electric
current. When the electron is pushed
in at first, there is a difference in
potential between that end of the
cable and the other end, creating a
potential difference (another name for
voltage). In other words, the flow of
electricity is like that of wind moving
　
中國航空網 www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：Canadian Professional Pilot Studies2(40)