Aviation

Thrust, Weight, Drag, Lift

Bernoulli's Principle: As the velocity of a fluid (air) increases its internal pressure decreases
Newtons 3rd Law: For every action there is an equal and opposite reaction. Ex. air hitting the lower camber forcing air down pushing lift up

Every airplane has a maximum coefficient of lift.
Load factor: the ratio of the lift of an aircraft to its weight
Airplanes have structural limits
G= amount of gravitational pull felt

As you increase bank angle you increases stall speed. Separation of airflow exceeding the maximum coefficient of lift creates a stall

Because the propeller rotation is clockwise.
Need to give a little right rudder.

Spin is an aggravated stall which becomes a corkscrew
Wings are unequally stalled

-Put throttle into idle
-Controls should be put into neutral
-Raise flaps if they are down
-Step on full opposite rudder
-As rotation slows make sure yoke is forward to neutral
-Finally neutralize rudder
-Pull out of dive without over G'ing

Gyroscopic instruments: Attitude indicator, heading indicator, and turn coordinator

Precession can happen to the gyroscopic instruments causing inaccuracies due to friction
Get it spinning with air pressure or electronically. have to be level, unaccelerated, and smooth flight in order to reset

Altimeter- indicates your altitude. Set local altimeter setting everyday before you fly. Get information from static ports. Every 100 miles need to find another local altimeter reading.
Vertical Speed Indicator- Is an immediate indicator gets its information from static ports sensing pressure changes up or down.
Airspeed indicator- Pitot tube gets air and sends it to airspeed indicator. Also uses static ports. Only one where its gets from both. Indicates airspeed

Pitot static system uses instruments based on the principle of differential pressure

Slip occurs when there is not enough rudder. The rate of turn is too slow for the anle of bank. Ball moves to inside of turn. Can use on landings when there is a strong crosswind.
Skid occurs when there is too much rudder. Rate of turn is too great for angle of bank. Ball moves to outside of turn. No useful reason to use

If you dont have a fuel injection engine you have a carburetor. The problem with a barburetor is the potential for carburetor icing. This can occur when temperatures fall 50 degrees F (10 degrees C) and below.
To fix this problem should apply carburetor heat which immediately heats up the ice

A light blue color

Every turn is coordinated with proper amount of rudder to avoid slip or skid. Step on the ball until it is in the center.

To counteract aero-dynamic forces and stablize the aircraft at a particular altitude without the need for the operator to constantly apply a control force.
-Nose up trim and Nose down trim

-First you want to turn the yoke to the left. This will cause the right aileron to go down and the left aileron to go up. This will cause the plane to turn left. Airflow goes fast over the right aileron giving it more lift and causing banked turn.
-Give left rudder causing the tail to swing right due to the parsite drag. Will have adverse yaw to the right. Airflow faster over the right tail causing tail to swing to the right
-Ease back on the yoke to increase the angle of attack which increases drag. Need to maintain altitude. Alevator went up causing nose to go up, tail to go down.
-Increase thrust/power. Due to induced and parasite drag needed to maintain airspeed.

Help you to properly land your airplane at night. Tells you a good flight path.
VASI- red over white (pilots delight that what you want) Red over red (pilots dead, too low) white over white (too high)
PAPI-right red, left white

Green approaching, should make sure wheels land after
Red departing, should not go past

Blue

Look to see rotating beacon flash Green, White, White.
Normal beacons only flash Green, White.

No, required IFR certified & need to file an IFR flight plan & airplane needs to meet IFR restrictions

Class D (destinations) are airports with towers that surf up to 2,500' and need to establish radio communication
Class E (everyone) are for people who fly for fun and do not have a radio and or need to establish radio communication

Cannot go near clouds or fly in them
Need to be able to see clearly

When relative humidity is very high the engine power loss may be as high as 7%
hotter temperature & lower pressure aircraft is not going to perform as well. Generally the high the temp, more engine is going to struggle
As density altitude increases: engine output decreases, propeller efficiency decreases, and aerodynamic lift decreases