9415412
Description
Flashcards by Matt Barnes, updated more than 1 year ago
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Created by Matt Barnes
almost 7 years ago
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| P | Power + Attitude |
| Wing loading = | Lift / m^2 |
| In headwind, max range is achieved when | speed higher than min drag speed |
| In tailwind, max range is achieved when | speed lower than min drag speed |
| Flying for best range in no wind | fly at best glide config (aka best lift/drag speed) - fly at min drag speed (aka lowest fuel flow) - at most efficient AoA (4 deg) |
| flying for best range weight increased | fly at speed for min drag fly at same angle of attack |
| Height for best range | full throttle height at best lift/drag ratio speed |
| Height and speed for max endurance | fly as low as possible rpm (power) as low as possible (in any wind or weight) |
| Which is larger? Maximum Range speed or Maximum Endurance speed |
Maximum Range Speed
Image:
Range (image/png)
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| what do flaps do | increase coefficient of lift increase drag |
| slats can increase coefficient of lift by | 60%, however have no effect on lift coefficient until high angles of attack are reached |
| what do slats do | prevent: - flow reversal - serparation - stall |
| the gap between the slat and the wing is called a | slot |
| slat graph for coefficient of lift |
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Slat (image/png)
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| flaps graph for coefficient of lift |
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Flap (image/png)
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| difference between flaps and slats | slats allow max AoA to be increased flaps increase Coefficient of lift at all AoA |
| Retractable slats are deployed | during approach and landing, as detected by increased AoA |
| Wing fences | help prevent span wise flow allow for slower approach speeds |
| wing fence diagram |
Image:
Wing Fence (image/png)
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| What does a vortex generator aim to do (scientifically) | delay flow reversal and seperation |
| How do vortext generators do this | they lift stagnating air away from the surface and replace with with higher speed airflow from above they reenergize the boundary layer |
| Benefits of vortex generators | low lift off speed lower stall speed improved controlability |
| Air aircraft of a certain weight is flown at 150kt IAS at 1000ft. If the same AC was flown at 150kt ISA at 20,000ft, the angle of attack req to maintain level flight would be | the same |
| devises such as slats, slotted flaps and vortex generators act to modify the behavior of the | boundary layer |
| compared with nil wind conditions, a headwind component during cruise will | a reduction in max range but no change in max endurance |
| to achieve max range when a head or tail wind exists, the correct speed to use is | higher than best lift/drag ratio speed in headwind, and lower in tailwind |
| for two AC, identifical in every aspect f apart for gross weight, to achieve max range in nil conditions | the heavy aircraft should fly faster than the light one |
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A6 (image/png)
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faster than speed S if a headwind exists |
| Refer to qn 6. To use the least amount of fuel in a given distance for nil wind conditions, the ac must be flow | at speed S for any weight |
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A8 (image/png)
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slower than speed S in any wind condition |
| ignoring all other considerations, the theoretical heigh to fly a piston engine ac to achieve max range is | at full throttle height |
| for an ac at a particular gross weight to maintain level flight at a particular height and IAS, a particular power setting is reqd. If gross weight is increased.... | a larger angle of attack and more power would be required |
| When flap is lowered on an aircraft in flight, | lift and drag both increase |
| An ac is in straight and level flight at constant power. As weight reduces with fuel burn-off, level flight may be maintained by | increasing indicated air speed and lowering the nose |
| Considering an aircraft maintaining straight and level flight at the speed which produces maximum endurance. If level flight is to be maintained, | more power will be required if speed is reduced |
| In the lift equation, S represents | max plan area of the wing |
| In the lift equation, p represents | the mass of a unit volume of air |
| The term 1/2pV^2 in the lift equation is most closely associated with | indicated airspeed |
| You are required to hold over an aerodrome to wait for fog to clear. To ensure the max possible holiding time available, you should fly | as low as possible and min power |
| stall strips | Wedges attached to the front of the leading edge. They are used to promote stall at the wing root first. |
| Ruddervators | both control surfaces move left or right in response to rudder both move inwards or outwards in response to elevator reduces weight and drag |
| In a climb > < | Thrust > Drag Lift < Weight The higher the angle of climb, the higher the magnitude of difference between the values |
| Diagram of > < in climb |
Image:
Drag (image/png)
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| Max rate of climb is achieved with | max surplus power |
| Diagram for max rate of climb |
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Max Rate (image/png)
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| As heigh increases, the power required for level flight at any particular speed | increases |
| As weight increases, drag | increases, due to higher AoA required |
| As weight increases, power required | increases |
| Effect of wind on rate of climb | none |
| Ground effect is found to a height | equivalent to one wingspan down to the ground |
| a conventional aircraft entereing ground effect on landing | will experience a nose down pitch and increase in longitudinal stablility |
| Static vent error due to ground effect during landing | will cause the IAS and Altimeter to decrease |
| Ground effect and drag | Vortexes are prevented Induced Drag is decreased Drag is decreased (by up to 40%) |
| Static vent error due to ground effect during Take Offf | IAS and Altimeter will over read |
| Drag due to ground effect during take off | the drag will all of a sudden increase when leaving it |
| Ground effect during take off wwith aircraft behavior | nose-up pitch and decrease in longitudinal stability |
| In decent > < | Lift<Weight Drag>Thrust |
| In still air, gliding distance depends on..... | lift:drag ratio thus, angle of attack |
| Best lift:drag ratio is found at | 4 degrees AoA |
| If weight is increased, what happens to glide range | Glide range is unchanged, but we must fly at a faster speed |
| Optimize glide range in headwind | fly faster than best lift/drag ratio speed |
| Optimize glide range in tailwind | fly slower than best lift/drag ratio speed |
| Effect of weight of AC in headwing when gliding | the heavier the AC, the further it will glide This is because heavier AC glide at faster speed As the slower, lighter AC spends more time in the air, it is pushed back further |
| What is a sudden tailwind on approach called? | An undershoot windshear A layer of air which acts as a sudden tailwind will cause a loss of lift and result in undershoot |
| What is a sudden headwind on approach called? | An overshoot windshear A layer of air which acts as a sudden headwind will cause an increase of lift and result in overshoot |
| Undershoot shear is commonly found | downwind from a hill, where the wind speed has been blocked by the prescence of a hill |
| Sudden changes in wind speed and direction are commonly found in the vicinity of | TS Fast moving cold fronts |
| Force acting towards the centre of a turn | centripetal |
| Centripetal force eqn | F = m*v^2/r = (W/g)(v^2/r) |
| Angle of Bank required for Turn radius vs Weight | Weight has no effect. The required angle of Bank is constant for all weights. |
| Need equations for the following |
Image:
Bank (image/png)
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| Need equation for if you double v, at the same bank.... | you will quadruple the radius of turn |
| Need equation for if you half v, at the same bank.... | you will turn at 1/4 the original radius |
| Bank angle vs Stalling speed | higher the bank angle higher the stalling speed |
| Load Factors theoretical description | A good indication of the amount of energy being extracted from the airstream it is the ratio of lift/weight tells us how hard the wing is working |
| Load factor mathematical eqn | 1/cos(bank angle) |
| Stalling speed vs Load factor | Stalling speed = Original Stalling Speed * (Load factor)^0.5 It increases with the square root of the load factor |
| The max load factor an AC can take is called | limit load factor is set by manufacturer |
| In a turn, very small increases in speed have | very large increases on radius radius = v^s v x 2 = r x 4 |
| Load factor vs speed | speed has no effect on load factor only bank angle |
| When it comes to turning performacne, you must | "slow down to hurry up" to increase rate of turn, you must slow down.... |
| Angle of bank reqd for Rate 1 Turn | TAS/10 + 7 |
| The only factors that affect turning performance are | speed (TAS!) and bank which give radius and rot |
| Effect of height on turning | radius increases if height increases, since TAS increases for the same IAS rate of turn decreases if height increases, since TAS increases for same IAS |
| Effect of wind in turn | when in headwind, less bank is reqd when in tailwind, more bank is reqd (its all about the time in the air per distance on ground) |
| Wind originating from the centre of turn, what is the effect | Especially at low level, where ground features are visable As AC turns from downwind to upwind, the pilot will experience illusion of skidding Pilit will want to increase bank. Not necessary! |
| Wind originating from the outside of the turn, what is the effect | As AC turns from upwind to downwind, pilot will experience slipping in turn |
| CLimbing and descending turns | get from FTA |
| As the angle of bank increases towarads 90 degress there is more ____ and less____ | more pitching less yawing |
| Go over Bob Tait stuff when understand FTA climbing and descending turns | Do it. |
| Minimum Radius of Turn depends on | (stall speed)^2 / bank angle use 45 deg as bank angle |
| Va | Manouvering speed maximum deflection speed not marked in a steep turn, Va would change Elevator is most crucial |
| change Va with weight | Va decreases when light AC Va increases with heavy AC |
| Vno is where | the top arc of the green |
| Vb | turb penetration speed in turb, fly just below Vb |
| Vfe is where | top of white arc |
| V that are not marked | Vb Va Vle |
| Max angle of climb is achieved at | max surplus thrust |
| Max rate of climb is achieved at | max surplus power |
| Effect of weight on angle and rate of climb | increased weight reduces both angle and rate of climb |
| effect of density on climb | reduced density reduces rate and angle of climb |
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| defintiion of stall | the condition where increase in AoA results in less lift |
| When you get ground rush and pull up quickly and stall, this is called | high-speed stall dynamic stalll induced stall |
| Change in weight vs stall speed and stall angle | same stall angle different stall speed |
| Increase in power vs Stall speed | As power increases Stall IAS decreases (The prop acts to increase lift due to its downwards motion) |
| Flaps vs stall speed | Flaps increase Coeffcicient of lift A lower IAS req to produce lift Therefore lower stall speed |
| CoF posn vs stall speed | Stalling IAS decreases as CoG moves aft |
| Ideally, stall should begin near | the wing root and process towards the wing tip |
| FTA changing the wing AoA across the wing to controll stall | Do it. |
| Spinning rotation | the dowards wing has more drag work it out from there |
| Balance ball in a spin IAS in a spin | balance ball will deflect away from the direction of the spin IAS will be low and almost unchanging |
| Spiral Dive IAS | rapidly increasing |
| Spin Recovery | Nose down to unstall wings Opposite rudder |
| Stability, by definition | the property which causes an AC to return to its original position after it has been disturbed (Without any control input from pilot) |
| Static Stability | If after original displacement, forces cause the object to move back to original position, it has positive static stability. |
| Dynamic Stability | FTA |
| Stability in pitch is.... aka | Longitudinal Stability |
| Longitudinal Dihedral | Tailplane has lesser Angle of Incidence than Wing Angle of Incidence |
| Stability in Roll aka | Lateral Stability |
| Keel surface below CoG | Reduce Lateral Stability |
| Keel Surface above CoG | increase lateral stability |
| Lateral Stability and Sweepback | lower wing has less drag moved foward gets more airflow, gets more drag |
| Stability in Yaw aka | Directional Stability |
| Directional Stability, Destablizing moments | are caused by surfaces ahead of the CoG |
| Directional Stability Stabilizing moments are caused by | surfaces aft of CoG |
| Which is weaker? Lateral stability or Directional Stability | Lateral |
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| Spin Summary | Wings stalled IAS low and constant Loads on airframe are modest |
| Spin Recovery | Power off Opposite Rudder Forward stick to unstall wings |
| Spiral Dive Summary | Wing are unstalled IAS high and rapidly increasing Loads on AC are dangerously high |
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