Pitch/Power RelationshipAn examinat

Pitch/Power Relationship
An examination of Figure 2-7 illustrates the relationship between pitch and power while controlling flight path and airspeed. In order to maintain a constant lift, as airspeed is reduced, pitch must be increased. The pilot controls pitch through the elevators, which control the angle of attack. When back pressure is applied on the elevator control, the tail lowers and the nose rises, thus increasing the wing’s angle of attack and lift. Under most conditions the elevator is placing downward pressure on the tail. This pressure requires energy that is taken from aircraft performance (speed). Therefore, when the CG is closer to the aft portion of the aircraft the elevator downward forces are less. This results in less energy used for downward forces, in turn resulting in more energy applied to aircraft performance. Thrust is controlled by using the throttle to establish or maintain desired airspeeds. The most precise method of controlling flight path is to use pitch control while simultaneously using power (thrust) to control airspeed. In order to maintain a constant lift, a change in pitch requires a change in power, and vice versa. If the pilot wants the aircraft to accelerate while maintaining altitude, thrust must be increased to overcome drag. As the aircraft speeds up, lift is increased. To prevent gaining altitude, the pitch angle must be lowered to reduce the angle of attack and maintain altitude. To decelerate while maintaining altitude, thrust must be decreased to less than the value of drag. As the aircraft slows down, lift is reduced. To prevent losing altitude, the pitch angle must be increased in order to increase the angle of attack and maintain altitude.

Hasil (Bahasa Indonesia) 1:

Pitch/kekuatan hubunganAn examination of Figure 2-7 illustrates the relationship between pitch and power while controlling flight path and airspeed. In order to maintain a constant lift, as airspeed is reduced, pitch must be increased. The pilot controls pitch through the elevators, which control the angle of attack. When back pressure is applied on the elevator control, the tail lowers and the nose rises, thus increasing the wing’s angle of attack and lift. Under most conditions the elevator is placing downward pressure on the tail. This pressure requires energy that is taken from aircraft performance (speed). Therefore, when the CG is closer to the aft portion of the aircraft the elevator downward forces are less. This results in less energy used for downward forces, in turn resulting in more energy applied to aircraft performance. Thrust is controlled by using the throttle to establish or maintain desired airspeeds. The most precise method of controlling flight path is to use pitch control while simultaneously using power (thrust) to control airspeed. In order to maintain a constant lift, a change in pitch requires a change in power, and vice versa. If the pilot wants the aircraft to accelerate while maintaining altitude, thrust must be increased to overcome drag. As the aircraft speeds up, lift is increased. To prevent gaining altitude, the pitch angle must be lowered to reduce the angle of attack and maintain altitude. To decelerate while maintaining altitude, thrust must be decreased to less than the value of drag. As the aircraft slows down, lift is reduced. To prevent losing altitude, the pitch angle must be increased in order to increase the angle of attack and maintain altitude.

Hasil (Bahasa Indonesia) 2:

Lapangan / Daya Hubungan
Pemeriksaan Gambar 2-7 menggambarkan hubungan antara lapangan dan kekuasaan sambil mengontrol jalur penerbangan dan kecepatan udara. Dalam rangka mempertahankan angkat konstan, seperti kecepatan udara berkurang, lapangan harus ditingkatkan. Kontrol percontohan lapangan melalui elevator, yang mengontrol sudut serangan. Ketika tekanan kembali diterapkan pada kontrol lift, ekor menurunkan dan hidung meningkat, sehingga meningkatkan sudut sayap serangan dan angkat. Dalam kondisi yang paling lift adalah menempatkan tekanan ke bawah pada ekor. Tekanan ini membutuhkan energi yang diambil dari kinerja pesawat (kecepatan). Oleh karena itu, ketika CG lebih dekat ke bagian belakang pesawat lift pasukan ke bawah kurang. Hal ini menghasilkan lebih sedikit energi yang digunakan untuk pasukan ke bawah, pada gilirannya menghasilkan lebih banyak energi diterapkan untuk kinerja pesawat. Dorong dikendalikan dengan menggunakan throttle untuk membangun atau mempertahankan kecepatan yang diinginkan. Metode yang paling tepat untuk mengontrol jalur penerbangan adalah dengan menggunakan kontrol lapangan sambil menggunakan daya (thrust) untuk mengontrol kecepatan udara. Dalam rangka mempertahankan lift konstan, perubahan lapangan membutuhkan perubahan dalam kekuasaan, dan sebaliknya. Jika pilot ingin pesawat untuk mempercepat sambil mempertahankan ketinggian, dorong harus ditingkatkan untuk mengatasi hambatan. Sebagai kecepatan pesawat up, angkat meningkat. Untuk mencegah mendapatkan ketinggian, sudut lapangan harus diturunkan untuk mengurangi angle of attack dan mempertahankan ketinggian. Untuk mengurangi kecepatan sambil mempertahankan ketinggian, dorong harus menurun menjadi kurang dari nilai drag. Sebagai pesawat melambat, angkat berkurang. Untuk mencegah kehilangan ketinggian, sudut lapangan harus ditingkatkan dalam rangka meningkatkan sudut serangan dan mempertahankan ketinggian.