السلام عليكم ورحمه،،، عندي تسليه بسيطه وهادفه وان شاء الله يعجبكم ...
مثلا انا بسأل سؤال والثاني يجاوب واذا كان جوابه صحيح يضع سؤال جديد وهكذا...
بشرط أن لاتخرج الأسئله عن مجالات الطيران عموما ..
وياريت لو يكون المشاركين فقط من الذين لديهم أجوبه حتى إن لم يكن متأكد وذلك حتى لاتكثر الصفحات بجمل لاتحمل فائده ..
ملاحظه هامه : يجب الإجابه على السؤال الأخير فقط ولن يتم التصحيح لأي عضو جاوب على سؤال قديم ..
JUST FOR HELPING YOU TO SOLVE THE PROBLEM WITCH GIVEN BY OUR FRIEND RADIAL:
QFE is "Q-Field Elevation" /--as opposed to QNH: Q--Normal Height;/ QNE--- Q, Normal Elevation .
If your altimeter is on QNH, you are in altitude... If your altimeter is on QNE (1013.2/29.92). you are in level... You good little boys know the above. If you use QFE, your altimeter is in height...! xxx That is the way you speak to ATC, either level, altitude or height. Do not confuse the three when doing checklists/SOPs in the flight deck. xxx Altimeter transitions therefore become - Transition altitude (climbing), when changing from QHH to QNE... Transition level (descending), changing from QNE to QNH (or QFE like in Russia)... Transition height (climbing), changing from QFE to QNE (as you do in Russia)... xxx Units used - Russians use hPA on their international airports. Domestic sometimes use mm/Hg. 29.92 in/Hg = 1013.2 mB (or hPa) = 760 mm/Hg. Inches and millimeters are length units while hPA/mB is a pressure unit. No need to review feet and meters... I guess everyone knows them
propeller : هي مروحه الطائرات المعروفه وتكون horizontally
rotor : أو الدوار .. كما في الهيليكوبتر ..
fan : ولست متأكد المراوح أو الشفرات اللي بداخل المحركات الجت (( إقتبستها من المحركات الـ turbofan ))
المشاركة الأصلية كتبت بواسطة mena عفوا صاحب الموضوع تعب في احضار الروابط هذه فيرجى منك الرد على موضوعه لترى الروابط تقديرا له ولترى الروابط رٌد باستخدام الوضع المتطور للردفقط
شكرأ اخى radialعلى هذه المسابقه الجميله والفريده من نوعها اسمح لى ب ان اشارك معكم من السوال القادم
يا مينا عايز تشارك ملح ساكت النظام بتاع المسابقة معروف لازم اليسال يجاوب أول هاهاها
I think that due to lift component (( the air which attack on the downside of fuselage )) and make yaw for the A\C
so with roll we have lift component so its consider as secondary effect
I hope to be right
Im waiting the correction to but my question if I write
التوقيع
AIRBUS A340 - 600
QATAR AIR WAYS
I LOVE IT FOR EVER
If the aircraft is displaced in yaw, it will initially continue in the original direction of flight due to its inertia, and therefore side slip. This side slip will cause the lateral stability characteristics of the aircraft's wing, such as dihedral, sweep back, or high-wing, to increase lift on the forward wing and decrease lift on trailing wing.
This causes a rolling moment that will tend to raise the forward wing, resulting in the aircraft rolling to wards the trailing wing and away from the side slip.
Another point to note is that as the aircraft is actually yawing, the outer wing will move faster and produce more lift than the inner wing, giving a tendency to roll to wards the inner wing. The aircraft inherent directional stability (from the fin) will tend weathercock or yaw the aircraft in the direction of the side slip.
The side slip is very important, with lateral stability characteristics (dihedral) tending to raise the forward wing in a side slip and directional stability characteristics (large fin) tending to weathercock or yaw the aircraft in the direction of side slip and raise the outer wing in the yawing turn (which is the trailing wing).
س : لو كنت طاير وصادفت سحب ( cumulonimbus ( cb
ماهو الإجراءات الصحيح لعبور مثل هذا النوع الخطر من السحب ..إذا إفترضنا أنها تغطي عدة أميال في الأفق ولا يمكن تجاوزها بل لا بد من التحليق فوقها ..
أتمنى إن السؤال يكون واضح ومفهوم ..
وفي إنتظار الجواب , وياريت نشوف نشاط أكبر من قبل بقية الأعضاء ..
مع التحيه .. Radial
التوقيع
AIRBUS A340 - 600
QATAR AIR WAYS
I LOVE IT FOR EVER
Flight into or over a Cb is highly dangerous. The only sensible defense against the hazards associated with a Cb is therefore to avoid flying into one in the first place.
Planning. Predicting an individual Cb cell is difficult but it is possible to predict the conditions which will trigger formation of a Cb. Forecasters are therefore able to advise flight crews and controllers of the likely timing, location, direction of movement, and height of cells and whether or not they may be embedded. Airport authorities can plan aircraft movements to take into account the disruption to operations caused by storms, and approach controllers can consider how they will manage en-route, departing, and arriving traffic when storms are in the vicinity. Flight crews can alter their routings to avoid forecast Cb activity or decide to carry extra contingency fuel in case they have to re-route in flight to avoid the storms or burn additional fuel because of the potential use of aircraft de/anti icing systems.
Awareness. An awareness of the conditions which lead to the formation of a Cb, recognition of a developing and mature Cb, and awareness of the signs which indicate the proximity of a Cb will help controllers and flight crews to plan operations to avoid the associated hazards.
Weather Radar. In addition to visual recognition, عفوا صاحب الموضوع تعب في احضار الروابط هذه فيرجى منك الرد على موضوعه لترى الروابط تقديرا له ولترى الروابط رٌد باستخدام الوضع المتطور للردفقط is a particularly valuable aid to avoiding Cb clouds. Airborne weather radar enables the flight crew to identify the areas of the storm cloud which hold the largest water droplets, which indicate the areas with strongest updrafts. The area of the cloud with the most severe turbulence is where the updrafts adjoin the downdrafts; it is therefore the edge of the areas of cloud with the largest water droplets that the pilot must avoid flying through. It should be remembered that a large cloud will absorb a great deal of the radar pulse which may therefore not penetrate all of the way through the storm. This can give a false impression that there are no Cb cells beyond the cell immediately ahead of the aircraft.
In flight avoidance. In certain circumstances, navigating through a line of Cb cells may be the only option open to a pilot, either because his destination is beyond the line of cells or because he is unable to climb over them. In such circumstances, the aircraft may have to diverge from track by many, perhaps hundreds of miles, in order to find a gap in the wall of Cb clouds. The aircraft captain will need to judge the least hazardous track to follow through line of cells, something which will absorb the whole crew’s attention. The عفوا صاحب الموضوع تعب في احضار الروابط هذه فيرجى منك الرد على موضوعه لترى الروابط تقديرا له ولترى الروابط رٌد باستخدام الوضع المتطور للردفقط is invaluable in this situation.
If the Cb cell is situated over the destination aerodrome, then the pilot would be well advised to hold off or divert rather than attempt a landing.
If you decide to fly over , it must be 5000 ft over the top of CB
thanks , captain for your answer , it is really true but you talk about the overtaken procedure of cb cloud and not what is the procedure to flying over the cb cloud which i asked about it ..
you said also in your the last paragraph ..
اقتباس:
If you decide to fly over , it must be 5000 ft over the top of CB
that is not exactly correct . let me but my answer about this question
سأجيب على السؤال بالعربيه لتعميم الفائده ..
للتحليق فوق سحب الـ cb يجب علينا معرفة إرتفاع قمة السحابه (( top of clude )) وسرعة الرياح فوق قمة السحابه (( wind speed over the top )) طيب :-
نفرض أننا نطير على إرتفاع 14000 قدم وقمة السحابه إرتفاعها 13000 قدم مع 20 عقده من ذلك المستوى ..
لكل 10 عقده نضيف 1000 قدم لكي نبتعد عن تأثير السحابه ..
وهنا فوق السحابه عندنا سرعة الرياح 20 عقده إذا سنضيف 2000 قدم فوق على مستوى طيراننا ..
يعني 14000 قدم + 2000 قدم = 16000 قدم وهو الإرتفاع الأمن لتفادي مخاطر السحابه ..
ملاحظه :- لو سرعة الرياح 6عقده نضيف ارتفاع 1000 قدم وليس 600 قدم ..
مثال أخر :- لو سرعة الرياح 18 عقده نضيف 2000 قدم وليس 1800 قدم ..
أتمنى أن تكون الإجابه واضحه وأي إستفسار أنا حاضر ..
وشكر للكابتن نضال على المشاركه القيمه ...
كابتن nidal السؤال عندك ..
مع التحيه ..
التوقيع
AIRBUS A340 - 600
QATAR AIR WAYS
I LOVE IT FOR EVER
أنت غير مسجل في منتدى علوم الطيران السوداني . للتسجيل الرجاء اضغط هنـا 
مسابقة سؤال وجواب (( طيراني )) 
if I write 
, السؤال مره عليه 24 ساعه وإلى الأن لم يتم الرد عليه.؟
