Quote:
Originally Posted by Tervuren
Graduated banking, the side loads remains neutral. As velocity increases, the air craft floats up to steeper banking.
By tuning the steepest part of the banking to the take off speed of a fully loaded air craft on a humid low pressure hot day, there is no need for the aircraft to run several hundred feet with just the nose wheel off the ground. Once the take velocity of the air craft requires steering input to stay in the circle, the aircraft is already at or over take off speed.
The banking is providing a vertical load that is counter acting the lift of the aircraft, the vertical load exceeds 1G, and the wings are providing negative >1G perpendicular to the banking, but not in the vertical axis.
With take off velocity in hand, the pilot either exceeds the velocity the banking holds the air plane neutral, or steers slightly up the banking. Since the banking would gradually diminish past its highest banking, the air plane levels out, the vertical load reduces, the lift > load causes the air plane to fly as it levels.
|
So which aircraft do you optimize that banking for? Then, if you steer outside the banking, how wide is that skirt outside the banking because you are either still turning as bank decreases creating major side loads on the gear, or you are giving the passengers quite a ride as the aircraft transitions from going around in the bank to straight outside the bank.
On a bank that severe, I would not want to land on it.