Professional Documents
Culture Documents
Aerodynamics
Aerodynamics
AERODYNAMICS
Bernoulli's Principal
Lift & Lift Equation
Stall & Stall
Characteristics
Factors Affecting
Performance
Climbing Performance
Gliding Performance
Turning
Performance
Takeoff & Landing
Performance
Stability
Vg Diagram
Torque & P Factor
Spins
BERNOULLIS PRINCIPAL
Bernoullis principal is best described using
which effect?
a. Coriolis effect.
b. Venturi effect.
c. Neither a nor b
BERNOULLIS PRINCIPAL
Bernoullis principal is best described using
which effect?
VENTURI EFFECT
BERNOULLIS PRINCIPAL
Concerning the Venturi effect, as the crosssectional area of a tube is reduced, the
velocity of the airflow through the tube
must-a. Decrease
b. Increase
c. Remain the same
BERNOULLIS PRINCIPAL
Concerning the Venturi effect, as the crosssectional area of a tube is reduced, the
velocity of the airflow through the tube
must--
BEROUNILLIS PRINCIPAL
As the velocity of the air moving through a
venturi increases-a. Static pressure decreases
b. Static pressure increses
c. Static pressure is difficult to measure and
therefore an increase or decrease is considiered
neglible.
BEROUNILLIS PRINCIPAL
As the velocity of the air moving through a
venturi increases--
BEROUNILLIS PRINCIPAL
Static pressure is defined as-a. Compressed air containing positively
charged ions.
b. The atmospheric pressure of the air through
which an airplane is flying.
c. The pressure of a fluid resulting from its
motion.
BEROUNILLIS PRINCIPAL
Static pressure is defined as--
BEROUNILLIS PRINCIPAL
Dynamic pressure is defined as-a. Compressed air containing positively charged
ions.
b. The atmospheric pressure of the air through
which the airplane is moving.
c. The pressure of a fluid resulting from its
motion.
d. None of the above.
BEROUNILLIS PRINCIPAL
Dynamic pressure is defined as--
LIFT
Relative wind is-a. The air in motion that is equal and opposite the
flight path velocity of the airfoil.
b. The angle measured between the resultant
relative wind and the chord.
c. The angle between the airfoil chord line and
the longitudinal axis of the airplane.
d. None of the above.
LIFT
Relative wind isThe air in motion that is equal to and
opposite the flight-path velocity of the
airfoil.
LIFT
Angle of Attack is the angle measured
between the resultant relative wind and
the chord
a. True
b. False
LIFT
Angle of Attack is the angle measured
between the resultant relative wind and
the chord
a. True
b. False
LIFT
Center of Pressure is defined as:
a. The point along the mean camber line
where all aerodynamic forces are
considered to act.
b. The point along the chord line of an airfoil
through which lift is considered to act.
c. The point along the chord line on an airfoil
through which all aerodynamic forces are
considered to act.
LIFT
Center of Pressure is defined as:
LIFT
Aerodynamic center is the point along the
chord line of an airfoil through which all
aerodynamic forces are considered to act.
a. True
b. False
LIFT
Aerodynamic center is the point along the
chord line of an airfoil through which all
aerodynamic forces are considered to act.
a. True
b. False
LIFT
Lift is defined as-a. the component of the total aerodynamic
force that acts at right angles to drag.
b. the component of the total aerodynamic
force that acts at right angles to the RRW.
c. Neither a nor b are true.
LIFT
LIFT
The component of the total aerodynamic
force that acts at right angles to the
resultant relative wind
LIFT
The two factors that most affect the
coefficient of lift and the coefficient of drag
are:
a. weight & balance
b. thrust & air density
c. shape of the airfoil & angle of attack
LIFT
The two factors that most affect the
coefficient of lift and the coefficient of drag
are:
LIFT
L= CL 1/2p S V2
L ~ Lift force
CL ~ Coefficient of lift
p(rho) ~ density of the air in slugs
S ~ total wing area in square feet
V ~ airspeed (in feet per second)
DRAG
D= CD 1/2p S V2
D ~ Drag force
CD ~ Coefficient of lift
p(rho) ~ density of the air in slugs
S ~ total wing area in square feet
V ~ airspeed (in feet per second)
DRAG
TWO TYPES OF DRAG:
PARASITE
INDUCED
DRAG
PARASITIC DRAG
Drag
DRAG
DRAG
DRAG
DRAG
INDUCED DRAG
Drag created as a result of the production of
lift.
Induced drag creates wingtip vortices and
vertical velocities.
Varies inversely with the airspeed.
DRAG
Total drag is that component of the total
aerodynamic force parallel to the
___________ that tends to retard the motion of
the aircraft.
a. chord line
b. center of pressure
c. relative wind
d. none of the above
DRAG
Total drag is that component of the total
aerodynamic force parallel to the
RELATIVE WIND that tends to retard
the motion of the aircraft.
DRAG
An airfoil with a higher lift to drag ratio is
more efficient than an airfoil with a lower
lift to drag ratio.
a. True
b. False
DRAG
An airfoil with a higher lift to drag ratio is
more efficient than an airfoil with a lower
lift to drag ratio.
a. True
b. False
2W
CL p S
2W
CL p S
2W
CL p S
2nW
Clmax p S
2(nW - T sin a )
Clmax p S
PERFORMANCE FACTORS
Identify the factor that most affects an
aircrafts ability to climb.
a. Drag
b. Lift
c. Excess Power
d. Thrust
PERFORMANCE FACTORS
Identify the factor that most affects an
aircrafts ability to climb.
EXCESS POWER
PERFORMANCE FACTORS
During climb, lift operates perpendicular to:
a. drag.
b. the flight path.
c. weight
d. thrust
PERFORMANCE FACTORS
During climb, lift operates perpendicular to:
a. drag.
b. the flight path.
c. weight
d. thrust
PERFORMANCE FACTORS
During climb with the flight path inclined,
lift is acting partially rearward resulting in
an increase in-a. parasite drag
b. profile drag
c. induced drag
PERFORMANCE FACTORS
During climb with the flight path inclined,
lift is acting partially rearward resulting in
an increase in-a. parasite drag
b. profile drag
c. induced drag
PERFORMANCE FACTORS
Weight always acts perpendicular to the earths
surface. With this in mind, which statement is
correct during climb?
a. Thrust must overcome drag and gravity.
b. Weight is not perpendicular to the RW.
c. Weight acts perpendicular to thrust
d. Both a & b
e. Both b & c
PERFORMANCE FACTORS
Weight always acts perpendicular to the earths
surface. With this in mind, which statement is
correct during climb?
a. Thrust must overcome drag and gravity.
b. Weight is not perpendicular to the RW.
c. Weight acts perpendicular to thrust
d. Both a & b
e. Both b & c
PERFORMANCE FACTORS
POWER REQUIRED FOR CLIMB
T = D + W sin y
T ~ Thrust
D ~ Drag
W ~ Weight
sin y ~ angle of climb
PERFORMANCE FACTORS
Best angle of climb speed (Vx) listed in the operators
manual-a. provides the best obstacle clearance performance.
b. is a safe best angle of climb speed.
c. is greater than the true best angle of climb speed.
d. a & b
e. b & c
PERFORMANCE FACTORS
Best angle of climb speed (Vx) listed in the operators
manual-a. provides the best obstacle clearance performance.
b. is a safe best angle of climb speed.
c. is greater than the true best angle of climb speed.
d. a & b
e. b & c
PERFORMANCE FACTORS
FACTORS AFFECTING ANGLE OF CLIMB
ALTITUDE
WEIGHT
WIND
PERFORMANCE FACTORS
FACTORS AFFECTING ANGLE OF CLIMB
(ALTITUDE)
Thrust available (TA) decreases with increase in altitude.
Thrust required (TR) remains same at all altitudes.
sin y must decrease to compensate for decreasing TA
ABSOLUTE CEILING
TA = TR and sin y = 0
PERFORMANCE FACTORS
FACTORS AFFECTING ANGLE OF CLIMB
(WEIGHT)
An increase results in an increase of TR.
An increase results in decrease of excess TA.
An increase results in shallower angle of climb.
PERFORMANCE FACTORS
FACTORS AFFECTING ANGLE OF CLIMB
(WIND)
Affects the angle the aircraft climbs over the ground.
Affects the horizontal distance covered across ground.
PERFORMANCE FACTORS
FACTORS AFFECTING RATE OF CLIMB
ALTITUDE
WEIGHT
PERFORMANCE FACTORS
FACTORS AFFECTING RATE OF CLIMB
(ALTITUDE)
HPA decreases with increase in altitude.
HPR remains relatively constant.
ROC decreases with increase in altitude.
ABSOLUTE CEILING
HPA = HPR & ROC = 0 FEET
PERFORMANCE FACTORS
FACTORS AFFECTING RATE OF CLIMB
(WEIGHT)
Increase in weight results in increase in HPR.
Increase in weight results in decrease in excess HPA.
PERFORMANCE FACTORS
FACTORS AFFECTING GLIDES
An airplane will descend when-a.
b.
c.
d.
PERFORMANCE FACTORS
FACTORS AFFECTING GLIDES
An airplane will descend when--
PERFORMANCE FACTORS
FACTORS AFFECTING GLIDES
What affect does weight have on the maximum-glide
distance?
a. Increase in weight shortens gliding distance.
b. Increase in weight lengthens gliding distance
c. Weight has no affect on gliding distance.
PERFORMANCE FACTORS
FACTORS AFFECTING GLIDES
PERFORMANCE FACTORS
FACTORS AFFECTING GLIDES
Maximum gliding distance is attained-a. At Clmas
b. At its minimum glide angle.
c. At its maximum glide angle.
d. None of the above.
PERFORMANCE FACTORS
FACTORS AFFECTING GLIDES
Maximum gliding distance is attained-a. At Clmas
PERFORMANCE FACTORS
FACTORS AFFECTING GLIDES
Minimum glide angle corresponds to the same
angle that will produce-a. Clmax
b. Vref
c. L/Dmax
d. All of the above
PERFORMANCE FACTORS
PERFORMANCE FACTORS
TURNING FORCES
The force(s) that turns the aircraft is-a. Centrifugal force.
b. Centripetal force.
c. The lift force.
d. All of the above.
PERFORMANCE FACTORS
TURNING FORCES
The force(s) that turns the aircraft is-a. Centrifugal force.
b. Centripetal force.
c. The lift force.
d. All of the above.
PERFORMANCE FACTORS
TURNING FORCES
The apparent increase in weight during a turn
is caused by which force(s)?
a. Centripetal
b. Lift
c. Centrifugal
PERFORMANCE FACTORS
TURNING FORCES
The apparent increase in weight during a turn
is caused by which force(s)?
a. Centripetal
b. Lift
c. Centrifugal
PERFORMANCE FACTORS
TURNING FORCES
During the turn, lift is divided into two
components that act at right angles to each
other.
Vertical
Component
of Lift
Horizontal
Component
of Lift
PERFORMANCE FACTORS
TURNING FORCES
The force opposing the vertical
component is __________, and the force
opposing the horizontal component is
_________.
a. drag, thrust
b. centripetal, centrifugal
c. centrifugal, centripetal
d. weight, centrifugal
PERFORMANCE FACTORS
TURNING FORCES
The force opposing the vertical
component is weight, and the force
opposing the horizontal component is
centrifugal.
PERFORMANCE FACTORS
Three Factors That Limit Radius of Turn
PERFORMANCE FACTORS
Three Factors That Limit Radius of Turn
AERODYNAMIC
Occurs when airplane turns at its stall velocity
STRUCTURAL
Occurs when aircraft turns at its max load limit
POWER
TR cannot overcome induced drag
PERFORMANCE FACTORS
PERFORMANCE FACTORS
TAKEOFF & LANDING
When close to runway the airplane
experiences ground effect. This
phenomenon-a. is a cushion of air.
b. is cancelled out with approach flaps.
c. reduces induced drag.
d. a & c
PERFORMANCE FACTORS
TAKEOFF & LANDING
When close to runway the airplane
experiences ground effect. This
phenomenon-a. is a cushion of air.
b. is cancelled out with approach flaps.
c. reduces induced drag.
d. a & c
PERFORMANCE FACTORS
Ground Effect Reduces Induced Drag:
Drag
1.4% @ 1 wingspan
PERFORMANCE FACTORS
TAKEOFF & LANDING
During takeoff roll the aircraft must
overcome the sum of the horizontal forces in
order to accelerate. These forces are:
a. Drag
b. Friction
c. Propeller slippage
d. All of the above
e. a & b
PERFORMANCE FACTORS
TAKEOFF & LANDING
During takeoff roll the aircraft must
overcome the sum of the horizontal forces
in order to accelerate. These forces are:
DRAG
&
FRICTION
PERFORMANCE FACTORS
TAKEOFF & LANDING
For a given altitude and RPM, the thrust
from a propeller-driven airplane
___________ as velocity increases during
the takeoff roll.
a. remains unchanged
b. decreases
c. increases
PERFORMANCE FACTORS
TAKEOFF & LANDING
PERFORMANCE FACTORS
TAKEOFF & LANDING
Flaps 40%
40%
Flaps
ImproveL/D
L/Dratio
ratio
Improve
IncreaseCCLmax
Increase
Lmax
DecreaseVVss
Decrease
DecreaseVVloflof
Decrease
DecreaseTakeoff
TakeoffDistance
Distance
Decrease
PERFORMANCE FACTORS
1. An increase in Density Altitude results in an
increase in takeoff distance.
2. This increase is due to the additional IAS
required to develop the same amount of lift
required at a lower Density Altitude.
a. 1 & 2 are correct.
b. neither 1 nor 2 are correct.
c. only 1 is correct
d. only 2 is correct
PERFORMANCE FACTORS
1. An increase in Density Altitude results in
an increase in takeoff distance.
2. This increase is due to the additional IAS
required to develop the same amount of lift
required at a lower Density Altitude.
a. 1 & 2 are correct.
b. neither 1 nor 2 are correct.
c. only 1 is correct
d. only 2 is correct
PERFORMANCE FACTORS
TAKEOFF & LANDING
Forces
Deceleration
Primary
PERFORMANCE FACTORS
TAKEOFF & LANDING
Residual thrust of the propellers must be
overcome during landing. This is overcome
with:
a. Flaps
b. Speed brakes
c. Reverse thrust
d. Braking
PERFORMANCE FACTORS
TAKEOFF & LANDING
Residual thrust of the propellers must be
overcome during landing. This is overcome
with:
REVERSE THRUST
PERFORMANCE FACTORS
TAKEOFF & LANDING
Aerodynamic braking creates a net
deceleration force by:
a. Adding more flat-plate drag surface area
to the slipstream.
b. Increasing induced drag.
c. Shifting weight of airplane to the tires
and thereby increasing rolling friction.
PERFORMANCE FACTORS
TAKEOFF & LANDING
Aerodynamic braking creates a net deceleration
force by:
a. Adding more flat-plate drag surface area to
the slipstream.
b. Increasing induced drag.
c. Shifting weight of airplane to the tires and
thereby increasing rolling friction.
PERFORMANCE FACTORS
TAKEOFF & LANDING
The net deceleration force of aerodynamic
braking is most effective-a. During the last half of the landing roll.
b. During the first half of the landing roll.
c. Throughout the entire landing roll.
PERFORMANCE FACTORS
TAKEOFF & LANDING
The net deceleration force of aerodynamic
braking is most effective-a. During the last half of the landing roll.
b. During the first half of the landing
roll.
c. Throughout the entire landing roll.
PERFORMANCE FACTORS
TAKEOFF & LANDING
The net deceleration force of wheel braking
is most effective-a. During the last half of the landing roll.
b. During the first half of the landing roll.
c. Throughout the entire landing roll.
PERFORMANCE FACTORS
TAKEOFF & LANDING
The net deceleration force of wheel braking
is most effective-a. During the last half of the landing
roll.
b. During the first half of the landing roll.
c. Throughout the entire landing roll.
PERFORMANCE FACTORS
TAKEOFF & LANDING
Which deceleration force is the most
effective during landing?
a. Aerodynamic braking
b. Wheel braking (friction)
c. Reverse thrust
PERFORMANCE FACTORS
TAKEOFF & LANDING
Which deceleration force is the most
effective during landing?
PERFORMANCE FACTORS
TAKEOFF & LANDING
The speed at which hydroplaning occurs is
dependent upon:
a. Flap setting
b. Aircraft weight
c. Water depth
d. Tire pressure
e. Tread design
PERFORMANCE FACTORS
TAKEOFF & LANDING
The speed at which hydroplaning occurs is
dependent upon:
a. Flap setting
b. Aircraft weight
c. Water depth
d. Tire pressure
e. Tread design
PERFORMANCE FACTORS
TAKEOFF & LANDING
HYDROPLANING SPEED
TP (9)
INCREASE LANDING
DECREASE LANDING
NO WINDS
HEADWIND
NO FLAPS
FULL FLAPS
FULL BRAKING
FULL REVERSE
DRY RUNWAY
LOW WEIGHT
NO BRAKES
NO REVERSE
HYDROPLANING
HIGH WEIGHT
STABILITY
THREE TYPES OF STABILITY
STABILITY
An object possesses _______ _______
_______ if it tends to return to its
equilibrium position after it has been
moved.
a. positive dynamic stability
b. positive static stability
c. desirable static stability
STABILITY
POSITITVE STATIC STABILITY
An object possesses positive static stability
if it tends to return to its equilibrium
position after it has been moved.
STABILITY
If an object that has been displaced tends to return to
its equilibrium position through a series of
diminishing oscillations, it is said to have-a. Negative static and negative dynamic stability.
b. Neutral static and neutral dynamic stability.
c. Positive static and positive dynamic stability.
STABILITY
If an object that has been displaced tends to return to
its equilibrium position through a series of
diminishing oscillations, it is said to have-a. Negative static and negative dynamic stability.
b. Neutral static and neutral dynamic stability.
c. Positive static and positive dynamic stability.
STABILITY
The overall static stability of the aircraft
along the longitudinal axis depends on
the position of the Center of Gravity
( CG) in relation to the Aerodynamic
Center (AC).
STABILITY
In order for positive static and dynamic
stability to exist along the longitudinal axis,
which of the following statements is true?
a. The AC must be ahead of the CG
b. The AC must be behind of the CG
c. The AC and CG must always be the same
STABILITY
In order for positive static and dynamic
stability to exist along the longitudinal axis,
which of the following statements is true?
a. The AC must be ahead of the CG
b. The AC must be behind of the CG
c. The AC and CG must always be the same
STABILITY
Which of the following methods is
employed to improve stability about the
longitudinal axis?
a. Symmetrical horizontal stabilizer
b. Differential Ailerons
c. Dihedral
STABILITY
Which of the following methods is
employed to improve stability about the
longitudinal axis?
DIHEDRAL
TORQUE
Torque is the rotation of the aircraft in a
direction opposite the rotation of the
propellers. It is best described by:
a. Newtons first law of motion.
b. The coriolis effect
c. Newtons third law of motion.
TORQUE
Torque is the rotation of the aircraft in a
direction opposite the rotation of the
propellers. It is best described by:
a. Newtons first law of motion.
b. The coriolis effect
c. Newtons third law of motion.
P FACTOR
P Factor is most noticeable-a. during takeoff roll.
b. during long flights with a inoperative
relief tube.
c. during high angles of attack and high
power settings.
P FACTOR
P Factor is most noticeable-a. during takeoff roll.
b. during long flights with a inoperative
relief tube.
c. during high angles of attack and high
power settings.
SLIPSTREAM ROTATION
Slipstream rotation is caused by the
spiraling airflow from the propellers.
a. True
b. False
SLIPSTREAM ROTATION
Slipstream rotation is caused by the
spiraling airflow from the propellers.
a. True
b. False
SLIPSTREAM ROTATION
The pilot must correct for slipstream
rotation by-a. Adding left aileron.
b. Reducing power on #1 engine
c. Adding the appropriate amount of rudder
to prevent the yaw.
SLIPSTREAM ROTATION
The pilot must correct for slipstream
rotation by-a. Adding left aileron.
b. Reducing power on #1 engine
c. Adding the appropriate amount of
rudder to prevent the yaw.
SPINS
SPIN
ONE WING STALLS
YAW BEGINS
ROLL BEGINS
SPIN
SPIN
RECOVERY
POWER
OFF
FULL
RUDDER
FORWARD
YOKE
AILERONS
NEUTRAL
RECOVERY
AERODYNAMICS
THE END