Unit 1 Flashcards
1
Q
Landing gear
A
supports airplane during landing & on ground
2
Q
Fuselage
A
common attachment point for major structural units of airplane
3
Q
Wings
A
airfoils attached to fuselage → main lifting surface
4
Q
Engine
A
generates force that provides power to rotate propeller
displace air in opposite direction
5
Q
Powerplant
A
engine & propeller (provides thrust to move)
6
Q
Composite construction
A
materials never dissolve or merge together (more resistant)
7
Q
3 primary axes of rotation
A
pitch, roll, yaw
8
Q
Pitch is controlled by what?
A
Pitch = lateral
controlled by elevator
9
Q
Roll is controlled by what?
A
Roll = longitudinal
Controlled by ailerons
10
Q
Yaw is controlled by what?
A
Yaw = vertical
Controlled by rutter
11
Q
Attitude
A
rotation about 3 primary axes
12
Q
Primary flight controls
A
ailerons, elevator, rudder
13
Q
Does flight control effectiveness increase or decrease with speed?
A
INCREASE b/c more air flow over surface of control device
14
Q
Aileron
A
control roll
15
Q
Empennage
A
tail section
consists of: stabilizers, rudder, elevator
16
Q
Elevator
A
Changes pitch attitude about lateral axis
(located on fixed horizontal stabilizer)
17
Q
Horizontal stabilizer
A
provides longitudinal (pitch) stability
18
Q
Vertical stabilizer
A
provides directional stability
19
Q
Stabilator
A
1 piece horizontal stabilizer & elevator
changes AOA
20
Q
Canard
A
small horizontal wing located at the front of some planes (creates lift)
21
Q
Rudder
A
used to control yaw
attached to vertical stabilizer (controlled by rudder pedals)
22
Q
Secondary flight controls
A
flaps, spoilers, trim systems, leading edge devices
23
Q
Wing flaps
A
increase lift & drag
24
Q
What are the benefits of wing flaps?
A
- Slower landing speed
- Shorter takeoff/landing
- Steeper angle descent
25
What are the benefits of spoilers and flaps?
increase rate of descent without increasing speed
26
Spoilers
high drag devices that disrupt smooth airflow over the wings
27
Trim systems
small airfoils attached to trailing edge of primary control surfaces
28
Trim tabs
neutralize control pressure
29
Antiverso tab
makes yoke less sensitive
| (tab deflected into slipstream)
30
Basic forces
Lift, weight, thurst, drag
act on the airplane during all maneuvers
31
**Bernoulli’s Principle**
high speed = low pressure
(wing camber design, lower pressure top above wing → generates lift)
32
**Newton’s 3rd Law of Motion**
for every action there is an equal and opposite reaction
33
Lift
(upward force)
produced by airfoil → acts perpendicular flight path
34
Weight
force caused by gravity
accelerates mass of airplane toward the Earth
35
Thrust
propeller acting as an airfoil
(|| longitudinal axis)
36
Drag
disruption of airflow by wing, fuselage
37
**Induced drag**
undesirable but inevitable by-product of lift
Pressure on lower surface wing \> upper surface
38
**Parasite drag**
resistance of the air as airplane passes through it
39
Relationship between basic fores in steady, unaccelerated flight?
lift = weight
thrust = drag
40
airfoils
any surface designed to obtain desired reaction force when in motion
41
camber
curvature of airfoil from leading edge to trailing edge
42
**Angle of attack** (AOA)
angle between wing chord line & relative wind
42
**Angle of attack** (AOA)
angle between wing chord line & relative wind
43
Critical angle of attack
AOA that wing stalls (constant no matter weight, airspeed)
44
Angle of incidence
angle wing is attached to fuselage
45
**Attitude**
relationship of airplane to horizon (ie. pitch and bank angle)
46
**Center of gravity** (CG)
point where airplane would balance
47
Center of lift/pressure
point along chord line where are aerodynamic forces are concentrated
48
**Dihedral angle**
angle wings slanted upward
49
**Relative wind**
for airplane in flight flows || opposite direction of flight
(flight path determined direction not horizon)
50
Stall
loss of lift & increase drag
occurs when AOA \> critical AOA
51
Sweepback
angle wings slanted rearward
52
**Washout**
wing design
angle incidence wingtip \> root
53
Wing platform
shape/form wing (viewed from above)
54
Wingspan
max distance from wingtip to wingtip
55
As airspeed decreases, AOA ? causing induced drag ? parasite drag ?
Decrease airspeed = increase AOA
Causing increase induced drag, decrease parasite drag
56
What does changing power do?
varies relationship of thrust to drag
(allowing airplane change airspeed altitude)
57
What does changing AOA do?
varies lift & drag
58
Why doesn't altitude affect stall speed?
airspeed indicator directectly related to air density
59
Relationship between flaps & stall speed?
flaps increase lift, thus **decrease** stall speed
60
Relationship between load factor & stall speed?
*Stall speed proportional square root of load factor*
61
Other factors that influence stall speed
weight, snow, turbulence, spins
62
How to recover from a stall?
* move elevator control forward
* apply max power (increase airspeed)
(goal = decrease AOA)
63
**Spin**
aggravated stall results in autorotation (corkscrew down path)
64
Spin recovery
PARE
* **P**ower to idle
* **A**ileron to neutral
* **R**udder opposite of rotation
* **E**levator input forward of neutral
65
**Ground effect**
interference of ground surface with airflow around plane
66
Relationship between ground effect & AOA?
How should ground effect be taken into account during takeoffs/landings?
required smaller AOA to produce same lift coeff.
Aircraft may become airborne with insufficient speed → it will fall back down to runway
67
What makes an airplane turn?
Horizontal component of lift makes planes turn
(counteracts centrifugal force)
68
Inertia
moving objects continue straight in same direction
69
Adverse Yaw
lowered aileron produced more lift than raised aileron
70
How to counteract adverse yaw?
apply RUDDER pressure
71
What do stable planes do?
return to original position after being disturbed
(easier to fly)
72
static stability
_initial_ tendency of airplane after equilibrium is distrubed
73
dynamic stability
_overall_ tendency of airplane after equilibrium is distrubed
74
What is the most desirable combination of stability?
positive static stability & positive dynamic stability
75
What determines longitudinal stability?
location CG with respect to CL
(closer CG is to CL = less stable)
76
**Lateral stability**
stabilize rolling effect when one wing gets lower than other
77
**Controllability**
aircraft’s ability to respond to pilot input
78
**Maneuverability**
ability to be operated easily & withstand stress
79
**Torque effect**
left turning tendency
80
How to correct **torque effect**?
right rudder pressure
81
When is torque effect the greatest?
low airspeed
high AOA
high power
(ie. takeoff)
82
What causes torque effect?
Torque reaction, corkscrew, gyroscopic action, p-factor
83
Load factor
Additional weight carried by wings due to plane’s weight + centrifugal force
84
Load factor equation
Load factor = total load / total weight
85
How does load factor effect stall speed, AOA, and bank angle?
Higher load factor =
higher stall speed, higher AOA, higher bank angle
85
How does load factor effect stall speed, AOA, and bank angle?
Higher load factor =
higher stall speed, higher AOA, higher bank angle
86
Relationship btw stall speed and load factor?
*Stall speed increases proportionally to square root of load factor*
87
**Design maneuvering speed** (VA)
max speed at which max load can be imposed without structural damage
(Approx 1.7x stall speed)
88
**V-G diagram**
graphic representation of operating limitations
89
VNE
never exceed speed
(structural damage)
90
Does the **AOA** at which an airplane wing stalls depend on **gross weight**?
no! AOA stall remains the same regardless of gross weight
91
The amount of excess load that can be imposed on the wing of an airplane depends upon the \_\_\_
speed of the airplane
92
An airplane has been loaded in such a manner that the **CG is located aft of the aft CG limit**. One undesirable flight characteristic a pilot might experience with this airplane would be
difficulty in recovering from stalled condition
93
An airplane loaded with the **Center of Gravity (CG) rear of the aft CG** limit could
increase the likelihood of inadvertent overstress.
94
An aircraft leaving ground effect during takeoff will
experience an increase in induced drag and a decrease in performance.
95
The left turning tendency of an airplane caused by P-factor is the result of the
propeller blade descending on the right, producing more thrust than the ascending blade on the left.
96
What causes an airplane (except a T-tail) to pitch nosedown when power is reduced and controls are not adjusted?
The downwash on the elevators from the propeller slipstream is reduced and elevator effectiveness is reduced.
