BASIC REMOTE PILOT COURSE

UAV-DRONE FASI 2021

By SHARKY

Aerodynamics
Forces Acting ©on an Airplane
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The Pilot’s Manual – Ground School
 Figure 1-1. Drag counteracted by thrust.

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Figure 1-2. The airplane is supported by the ground, and in the air by lift.

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Figure 1-3. The four main forces are in equilibrium during unaccelerated flight.

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Figure 1-4. Weight acts downward through the center of gravity (CG).

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 Figure 1-5. Airfoil shape.

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 Figure 1-6. Left aileron.

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 Figure 1-7. Vertical stabilizer and rudder.

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 Figure 1-8. Wing flaps.

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 Figure 1-9. Laminar flow.

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 Figure 1-10. Turbulent flow.

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 Figure 1-11. Total reaction.

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 Figure 1-12. Pressure around an airfoil.

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Figure 1-13. Dynamic pressure increases with airspeed.

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Figure 1-14. Dynamic pressure is greater in dense air.

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Figure 1-15. Airflow can lift a flat plate (but not efficiently).

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Figure 1-16. Examples of various airfoil shapes.

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Figure 1-17. A cambered airfoil with internal structure.

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Figure 1-18. More camber, more lift, less drag.

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 Figure 1-19. Mean camber line.

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 Figure 1-20. Camber.

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 Figure 1-21. Chord line.

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 Figure 1-22. The production of lift and drag.

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Figure 1-23. The aerodynamic force acts through a point on the wing called the center of pressure.

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Figure 1-24. Relative airflow (measured relative to the ―free-stream‖ airflow).

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Figure 1-25. Same angle of attack, but different pitch attitudes.

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Figure 1-26. Same pitch attitude, but different angles of attack.

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Figure 1-27. The angle-of-incidence is fixed during design and construction.

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Figure 1-28. Coefficient of lift versus angle of attack;
each angle of attack produces a particular CL value.

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Figure 1-29. A cambered and a symmetrical airfoil.

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Figure 1-30. Lift curve for a symmetrical airfoil.

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Figure 1-31. The size of the aerodynamic force and
the CP position change at various angles of attack.

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Figure 1-32. The elevator keeps the attitude constant.

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Figure 1-33. Contamination on the wings can seriously affect the lifting characteristics.

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Figure 1-34. Low drag requires only low thrust to counteract it.

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 Figure 1-35. Skin friction and form drag.

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Figure 1-36. A stalled wing increases form drag substantially.

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Figure 1-37. Streamlining, especially behind the shape, greatly reduces form drag.

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Figure 1-38. Streamlining reduces form drag.

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Figure 1-39. Ice accretion on the airframe will increase drag.

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Figure 1-40. Parasite drag increases with airspeed.

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Figure 1-41. Induced drag increases as angle of attack increases.

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Figure 1-42. The production of lift creates wingtip vortices and induced drag.

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Figure 1-43. Induced drag is greatest at low speeds and high angles of attack.

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 Figure 1-44. High aspect ratio.

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The Pilot’s Manual – Ground School
 Figure 1-45. Total drag versus airspeed.

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 Figure 1-46. Aspect ratio.

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The Pilot’s Manual – Ground School
 Figure 1-47. Minimum drag speed.

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The Pilot’s Manual – Ground School
Figure 1-48. Coefficient of drag versus angle of attack.

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Figure 1-49. Design features that minimize induced drag.

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 Figure 1-50. CL versus angle of attack.

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 Figure 1-51. CD versus angle of attack.

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Figure 1-52. Lift/drag ratio versus angle of attack.

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Figure 1-53. Same lift at a different cost in total drag.

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Figure 1-54. Lift/drag ratio versus angle of attack.

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The Pilot’s Manual – Ground School
Figure 1-55. Typical flap installation—a Cessna wing-flap system.

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Figure 1-56. Same airspeed: increased camber and/or wing flaps give higher lift.

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The Pilot’s Manual – Ground School
Figure 1-57. Flaps lower the stall speed (and nose attitude).

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The Pilot’s Manual – Ground School
 Figure 1-58. Effect of flaps on lift/drag ratio.

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The Pilot’s Manual – Ground School
 Figure 1-59. Lowering the flaps can cause the airplane to
balloon unless you simultaneously adjust the pitch attitude.

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The Pilot’s Manual – Ground School
Figure 1-60. Extending the flaps may cause the nose to pitch.

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The Pilot’s Manual – Ground School
 Figure 1-61. A Fowler flap.

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 Figure 1-62. Slats and slots delay the stall.

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Figure 1-71. An offset fin helps counteract propeller-slipstream effect.

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The Pilot’s Manual – Ground School
Figure 1-72. The down-going propeller blade produces more thrust
when the airplane is in a nose-high attitude, causing P-factor.

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The Pilot’s Manual – Ground School
Figure 11-2. Consider fuel quantity and balance.

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Figure 11-10. The datum can be at any convenient point on the longitudinal axis.

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Figure 11-11. Final balance is provided by the horizontal stabilizer.

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The Pilot’s Manual – Ground School
 Figure 11-15. The loaded airplane.

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 Figure 11-16. Flow chart of CG calculation.

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The Pilot’s Manual – Ground School
 THANK YOU

BASIC REMOTE PILOT COURSE

UAV FASI 2020

By SHARKY

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The Pilot’s Manual – Ground School