Aerodynamics

Thrust, Drag, Lift Weight

Lateral, Logitudinal, Vertical

Angle of attack in regards to the wing orientation compared to relative wind.

Low-speed, cruising, high-speed

Parasite and induced

form drag, interference drag and skin friction

Aircraft shape and airflow around it

Where airstreams meet on an airplane. Wings and fuselage. Mostly at perpendicular angles.

Resistance from the air moving over the airplanes surface.

Layer of air molecules moving across an airplanes surface that is going the same speed as air not contacting the airplane.

Shape of the wing, viscosity of the air, compressibility of the air.

The drag created in order to generate lift.

Air traveling faster on top of the wing has lower pressure and faster air has higher pressure - creating lift.

Circular air disturbances created by the wings.

As airspeed decreases, AOA must increase to generate lift. Drag is increased as a result.

Center of Gravity. Critical for proper aircraft balance.

Pressure, temperature and humidity

Warm moist air or cool dry air? Why?

Airstreams that flow from the wings of airplanes. Heavy, slow and clean generate the most wake.

Don't fly through another airplanes path. Rotate before and land after a preceding airplane. Keep 1000' (+)(-) Alt

3 minutes

Ground effect happens when an airplane is close to the ground (wing span) and adds lift to the wings.

Increased AOA to maintain lift. Induced drag increases which requires more thrust. Decreased stability - nose up tendency. Reduced static pressure and increase in indicated airspeed.

Roll around the longitudinal axis is by ailerons. Pitch around the lateral axis is by elevators. Yaw around the vertical axis is by the rudder.

An aircrafts tendency to rotate around its CG.

The inherent design qualities that help reduce impacts to the airplanes equilibrium and help bring the airplane back to it original flight path.

The tendency of an airplane to move back to equilibrium or its initial response when disturbed.

Positive, Neutral and Negative

Initial tendency of the airplane to return to equilibrium or original condition after being disturbed.

Initial tendency of the airplane to remain in the new condition after being distrubed.

Initial tendency of the airplane to continue further away from equilibrium or orginial condition after being disturbed.

Aircrafts response over time after being distrubed, not immediately following the disturbance.

Positive, Neutral and Negative

Over time the change in the airplane's displacement decreases in severity and returns towards equilibrium.

Once disturbed, the airplane's displacement does not increase or decrease in severity. It continues the new condition.

Over time, the disturbance on the airplane increases and becomes more severe.

Maneuverability and Controllability

If an airplane is stable longitudinally, it will not climb or dive around the lateral axis.

Location of the wing to the CG, location of the horizontal tail surfaces to the CG and area or size of the tail surfaces.

Airplane rolling around the longitudinal axis.

Dihedral, Swepback, Keel effect and Weight distribution.

The angle of each wing above the lateral line of the airplane.

Wings that flow backwards from the airplane. This wing shape increases the lifting area when the airplane is maneuvered. The right wing facing the relative wind when the airplane is yawed to the left has more leading edge contacting the air. This gives that wing more lift.

The fuselage of the airplane acts as a weather vane stearing it into the wind.

The fuselage acts as a pendulum, righting the wings level.

Tendency of an airplane to resist yawing from wind gust. The vertical surface resists changes to the equilibrium.

This is when the nose of the plane yaws and pitches at the same time making a figure 8. Usually these oscillations die out quickly due to airplane design.

When the airplanes static directional stability is stronger compared to the dihedral for maintaining equilibrium. This keeps the nose pointing into the relative wind.

Loss of horizon reference, unable to control the airplane by instruments or both.

While in a turn, lift operates both upwards and into the turn.

Vertical and horizontal

Outside of the turn

Because as the angle of bank increases, lift is lost and the nose will sink.

It means the horizontal trust is stronger than the centrifugal force and the airplane is drifting into the turn. It is corrected by decreasing the bank, increasing the ROT or rate of turn or both.

The horizontal lift is weaker than the centrifugal force and the airplane drifts to the outside of the turn. To correct, increase the bank and decrease the ROT.

Airplane drag plus a percentage of weight, depending on the angle. Weight is acting a down force and contributing to drag.

The maximum altitude at which the thrust no longer overcomes the weigh and drag of an airplane.

False on both. Momentum will keep the airplane moving on the current path for a few moments and the AOA to relative wind will be reduced causing a temporary reduction in lift.

False, stalls can happen at any speed or AOA. Because air traveling over the wings can be interrupted at any flight condition due to mechanical or weather factors.

Because by keeping the middle and outer sections of the wing still flying it allows the ailerons to function and provide control over the airplane.

This allows for an earlier stall at the roots to warn the pilot and maintain control of the plane via the ailerons.

It allows the pilot to counter act the stall by using the elevators to push the nose down and decreasing the AOA. If the CG is too far back, the pilot would have difficulty counter acting the excessive force with the elevators and may not exit the stall.

True, the AOA determines how much air will travel over the airfoil, which will determine how much lift is generated. Only excessive thrust can overcome the stall if AOA is not reduced.

16 to 20 depending on design

Low speed, high speed and turns

Flying in clouds could create ice to form on the wings.

It increase the weight and changes the lifting surface so much so that lift is decreased.

Yes, since ice or snow will change the profile of a wing and add weight, stalls can be more likely.

They are water drops with a temperature at or below 32 degrees and freeze instantly when contacted by an airplane. They can form ice and impact the airplane's instruments.

An imaginary line from the leading edge to the trailer edge.

The blade angle

Pitch is not blade angle

Because a fixed pitch propeller is most efficient only at a particular airspeed and revolutions.

Because it is shaped like a wing and it produces lift or thrust as it rotates into its relative wind.

80 percent.

Thrust horsepower (actual thrust created to move the airplane) compared to brake horsepower (rated power of the engine).

50 to 87 percent.

The difference between geometric pitch and the effective pitch.

Geometric pitch is the theoretical distance a propeller should advance in one revolution and effective pitch is the actual distance.

It allows for a more consistent propeller AOA in cruising flight.

1.Torque from the engine and propeller. 2. Corkscrew effect from slipstream. 3. Gyroscopic action of the propeller. 4. Asymmetric loading of the propeller (p factor)

It creates a left turn tendency.

The airplane being rolled along the longitudinal axis from the rotating propeller. This is countered in modern airplanes by off-setting the engine.

The propeller turns one direction but the twisting affect on the airplane goes the opposite direction.

1. Size and horsepower of the engine. 2. Propeller size and RPM 3. Size of the airplane. 4. Ground conditions

By applying right rudder.

The propeller creates a wash of air or slipstream around the airplane and that air makes contact with the rudder. That gives the airplane a tendency to roll to the right. This is somewhat counteracted by the torque effect that wants to turn the airplane to the left.

The propeller acts as a gyroscope as it rotates. When any gyroscope is disturbed, the resulting effect is seen or felt 90 degrees away from the point of disturbance in the same direction. The impact of a plane is when force is applied to takeoff, that disturbance happens at the point where the propeller first changes its AOA with the relative wind or the 12 o'clock position. The resulting force is felt 90 degrees later or the 3 o'clock position.

The is when the downward blade has more lift than the upward blade creating more lift on the right. This extra lift pushes the nose to the left.

It is the ratio of maximum load an airplane can handle compared to its gross weight. It is normally expressed in "G". A load factor of 3 is three times as heavy as the plane.

It is possible for a pilot to apply too much load to the airplane's structure and excessive load can cause stalls at normally safe flight speeds.

Highest load factors an airplane can be expected to withstand in normal operations.

The factor of safety. This is the designed strength to take additional load.

By the amount of G the airplane can take without failing. There will be a placard in the plane that indicates that category.

Normal, Utility and Aerobatic

Normal = 3.8 to -1.52 Utility = 4.4 to -1.76 Aerobatic = 6.0 to -3.00

centrifugal and gravity

60 degrees

1. Increasing the load factor during a turn can stall the airplane. 2. When intentionally stalling an airplane above its design maneuvering speed, a significant load factor is applied.

Centrifugal and gravity

Avoid steep turns or spirals beyond the airplanes specifications.

Design maneuvering speed

Stalls from steep turns and structural failures during violent maneuvers beyond the airplanes capability.

True

That amount of force bends the airplane's structure.

This is the load or force applied to the airplane where its structure will fail.

1.69

Weight affects the airplane's performance and structure, and the location of this weight CG (center of gravity) impacts the airplane's stability and recovery from stalls.

Because the force exerted on the tail by the wing/fuselage airstream could be different. A zero trim could alter the tail's impact on the airplane's attitude.

Because the weight being in front of the vertical center line can cause a nose down or nose up condition. That makes it more difficult to recover from a stall or spin.

The airplane stalls at a higher airspeed, the elevator control surfaces are higher and more elevator back pressure is required to maintain attitude.

Cruise speed is higher and airplane is less stable.

Mach 1.0 or airspeed at the speed of sound for a particular altitude and air conditions.

When an airplane gets 5 to 10 percent above Mach and the control surfaces become less effective.

Vmo is knots calibrated airspeed (KCAS), Mmo is mach number. Maximum operating limit speed is Vmo/Mmo

It increases because the air density is lower at higher altitudes and airspeed must increase to maintain lift by passing more air over the wings.

Laminar and turbulent
Laminar is smooth air that flows over most of the front of the wing and turbulent air occurs as the air separates from the wing.

They delay or prevent the boundary layer air separation from the wing.

High altitudes, heavy weights and G loading.