1. Advanced Aerodynamics

2. Fundamental Flight Maneuvers
Straight and Level
Turns
Climbs
Descents

3. Four Aerodynamic Forces
Lift
Thrust
Drag
Weight
When are they in equilibrium?

4. Four Aerodynamic Forces
In steady-state or unaccelerated straight and level flight
What happens when you initiate a climb?

5. Four Aerodynamic Forces
Lift briefly exceeds weight.
Rearward component of the Lift adds to drag
Upward component of Thrust is called the Lift of Thrust

6. Four Aerodynamic Forces
Once the climb is established, the forces are again balanced

7. Lift
Which of Newton’s laws of motion are used to describe lift?

8. Lift
Second law of motion says that a force results whenever a mass is accelerated F = ma
Third law states for every action there is an equal and opposite reaction

9. Bernoulli’s Principle
As the velocity of a fluid increase, its internal pressure decreases
High pressure under the wing and lower pressure above the wing’s surface

10. Lift In what direction does lift act?
Perpendicular to the relative wind
Drag acts parallel to the flight path in the same direction as the relative wind

11. Lift
Angle of incidence
Angle of attack
Washout

12. Lift Equation L = CLV2r/2 S
If the angle of attack and other factors remain constant and airspeed is doubled lift will be four times greater

13. Controlling Lift
What are four ways commonly used to control lift?

14. Controlling Lift Increase airspeed Change the angle of attack
Change the shape of the airfoil
Change the total area of the wings

15. Angle of Attack
Directly controls the distribution of pressure acting on a wing. By changing the angle of attack, you can control the airplane’s lift, airspeed and drag.

16. Angle of Attack
Angle of attack at which a wing stalls remains constant regardless of weight, dynamic pressure, bank angle or pitch attitude.

17. Angle of Attack
When the angle of attack of a symmetrical airfoil is increased, the center of pressure will remain unaffected.

18. Angle of Attack
At high angle of attack, pressure increases below the wing, and the increase in lift is accompanied by an increase in induced drag.

19. Flaps
What are the four types of flaps found on general aviation aircraft?

20. Flaps
Plain
Split
Slotted
Fowler

22. Leading Edge Devices
Slot
Slats
Leading Edge Flaps

24. Drag
Induced drag is a by-product of lift and is greatly affected by changes of airspeed.

25. Wing Planform
Name several wing shapes and their advantages?

26. Wing Planform
Elliptical - Excellent load distribution for high-G maneuvering and low drag for high speeds
Rectangular - stall first at root, least expensive

27. Wing Planform
Tapered - Favorable stall characteristics with good load distribution, saves weight
Delta - supersonic flight

29. Wing Planform
How do you find the Aspect Ratio of an airplane?

30. Wing Planform Found by dividing the wingspan by the average cord.
What is a typical aspect ratio for typical training aircraft?
Gliders?

31. Wing Planform
Gliders - 20 to 30
Training Aircraft - 7 to 9

32. Wing Planform What is sweep?
A line connecting the 25% cord points of all the wing ribs which is not perpendicular to the longitudinal axis of the plane is said to be swept
The sweep can be forward but most are back

33. Wing Planform
What is a device that is used to block or diffuse wing tip vortices?

34. Wing Planform Winglets
Winglets can increase fuel efficiency at high speeds at altitudes by as much as 16 to 26%

36. Ground Effect
Where is ground effect found?

37. Ground Effect Within one wingspan of the ground
An airplane leaving ground effect will experience an increase in what kind of drag?

38. Ground Effect Induced Drag
Induced Drag is only about half of its usual value when the wing is at 10% of its span above the ground

39. Drag
What kind of drags rate of increase is proportional to the square of the airspeed?

40. Drag
What kind of drags rate of increase is proportional to the square of the airspeed?
Parasite Drag
What kinds of drag make up parasite Drag

41. Drag
Form Drag - based on the shape of the plane, how well streamlined and amount of frontal area.

42. Drag
Interference Drag - created when the airflow around one part of the airplane interacts with the airflow around another.
Skin Friction Drag - surface friction

43. Total Drag The sum of the induced drag and the parasite drag.
Total drag is lowest at the airspeed which produces the highest ratio of lift to drag L/Dmax

44. Total Drag
Best power-off glide range
Greatest Range

45. High Drag Devices
Spoilers
Speed Brakes

46. Spoilers
What are the advantages of using spoilers?

47. Spoilers Rapid descent without reducing power, engine stays warm
Maintain normal descent speed
Help slow to landing gear extension speed
Descent rapidly through icing
Stay at high altitudes longer

48. Thrust
Opposes drag. If greater than drag, the airplane is accelerating
A pound of Thrust must be available for each pound of drag.

49. Thrust
Power is the rate at which work is done. It takes less power to do the same amount of work at a slower rate.

50. Propeller Efficiency
High angle of attack at root, low angle of attack at tip
Elliptical planform
High Aspect ratio

51. Max Level Flight Speed
Intersection of the Power or Thrust required curve with the Power or Thrust available curve.

52. Load Factor
Ratio between the lift generated by the wings at any given time divided by the total weight of the airplane.

53. Load Factor
What is the relationship between a heavily loaded airplane and stall speed compared to a lightly loaded airplane?

54. Load Factor
A heavily loaded plane stalls at a higher speed than a lightly loaded airplane.
It needs a higher angle of attack to generate required lift at any given speed than when lightly loaded.

55. Calculating VA VA2 = VA W2 / W1
VA2 = Maneuvering speed ( at this weight)
Calculating VA

56. Calculating VA VA = Maneuvering speed at Maximum weight
W2 = Actual Airplane Weight
W1 = Maximum Weight

57. V-G Diagram Relates velocity to load factor
Applies to one airplane type
Valid for a specific weight, configuration and altitude

58. Aircraft Stability
Static Stability
Dynamic Stability

59. Aircraft Stability Longitudinal Stability
Stable in pitch or stable about the lateral axis
Motion of the plane controlled by the elevators

60. Aircraft Stability
Achieved by locating the center of gravity slightly ahead of the center of lift
Need a tail down force on the elevator

61. Aircraft Stability Lateral stability
Return to wings level following a roll deviation
Dihedral
Low wing aircraft have more
Sweep

62. Aircraft Stability
Sweep may be used when dihedral would be inappropriate such as in an aerobatic airplane that needs lateral stability while inverted

63. Aircraft Stability Directional Stability
Vertical tail and sides of the fuselage contribute forces which help to keep the longitudinal axis aligned with the relative wind.

64. Flight Maneuvers Straight and Level
To maintain altitude while airspeed is being reduced, the angle of attack must be increased

65. Flight Maneuvers Climbs
Transitioning to a climb, angle of attack increases and lift momentarily increases
Thrust acts along the flight path

66. Climb Performance Decreases with altitude Absolute Ceiling
Service Ceiling

67. Turns
What force turns an airplane?

68. Turns The horizontal component of lift. Load Factor and Turns
The relationship between angle of bank , load factor, and stall speed is the same for all airplanes

69. Turns
Rate and radius
Steeper bank reduces turn radius and increases the rate of turn, but produces higher load factors

70. Turns
A given airspeed and bank angle will produce a specific rate and radius of turn in any airplane
Adverse Yaw

71. Stalls Angle of attack Power-on stalls Power-off stalls
Accelerated stall

72. Stalls
Secondary stall
Cross-controlled stall
Elevator trim stall

73. Stalls
Total weight, load factor, and CG location affect stall speed

74. Spins Incipient spin Fully developed spin Spin recovery
What type of spin can result if the CG is too far aft and the rotation is around the CG?

75. Spins
Flat Spin
Spin Recovery

76. Spin Recovery Throttle to idle Neutralize the ailerons
Determine the direction or rotation
Apply full opposite rudder

77. Spin Recovery Apply forward elevator
As rotation stops, neutralize the rudder
Gradually apply aft elevator to return to level flight

78. One of the main functions of flaps during the approach and landing is to.

79. A. decrease lift, thus enabling a steeper-than- normal approach to be made.
B. decrease the angle of descent without increasing the airspeed.
C. provide the same amount of lift at a slower airspeed

80. One of the main functions of flaps during the approach and landing is to
C. provide the same amount of lift at a slower airspeed

81. Which is true regarding the use of flaps during level turns?

82. A. The raising of flaps increases the stall speed.
B. The lowering of flaps increases the stall speed.
C. Raising flaps will require added forward pressure on the yoke or stick.

83. Which is true regarding the use of flaps during level turns?
A. The raising of flaps increases the stall speed.

84. A rectangular wing, as compared to other wing planforms, has a tendency to stall first at the

85. A. center trailing edge, with the stall progression outward toward the wing root and tip.
B. wing root, with the stall progression toward the wing tip.
C. wingtip, with the stall progression toward the wing root.

86. A rectangular wing, as compared to other wing planforms, has a tendency to stall first at the
B. wing root, with the stall progression toward the wing tip.

87. By changing the angle of attack of a wing, the pilot can control the airplane's
A. lift, airspeed, and CG.
B. lift and airspeed, but not drag.
C. lift, airspeed, and drag.

88. By changing the angle of attack of a wing, the pilot can control the airplane's
C. lift, airspeed, and drag.

89. The angle of attack of a wing directly controls the
A. amount of airflow above and below the wing.
B. angle of incidence of the wing.
C. distribution of pressures acting on the wing.

90. The angle of attack of a wing directly controls the
C. distribution of pressures acting on the wing.

91. The angle of attack at which a wing stalls remains constant regardless of

92. A. dynamic pressure, but varies with weight, bank angle, and pitch attitude.
B. weight, dynamic pressure, bank angle, or pitch attitude.
C. weight and pitch attitude, but varies with dynamic pressure and bank angle.

93. The angle of attack at which a wing stalls remains constant regardless of
B. weight, dynamic pressure, bank angle, or pitch attitude.

94. The need to slow an aircraft below VA is brought about by the following weather phenomenon:

95. A. Turbulence which causes a decrease in stall speed.
B. High density altitude which increases the indicated stall speed.
C. Turbulence which causes an increase in stall speed.

96. The need to slow an aircraft below VA is brought about by the following weather phenomenon:
C. Turbulence which causes an increase in stall speed.

97. Stall speed is affected by
A. angle of attack, weight, and air density.
B. weight, load factor, and power.
C. load factor, angle of attack, and power.

98. Stall speed is affected by
B. weight, load factor, and power.

99. The stalling speed of an airplane is most affected by
A. variations in airplane loading.
B. variations in flight altitude.
C. changes in air density.

100. The stalling speed of an airplane is most affected by
A. variations in airplane loading.

101. An airplane will stall at the same

102. A. airspeed regardless of the attitude with relation to the horizon.
B. angle of attack and attitude with relation to the horizon.
C. angle of attack regardless of the attitude with relation to the horizon.

103. An airplane will stall at the same
C. angle of attack regardless of the attitude with relation to the horizon.

104. In a rapid recovery from a dive, the effects of load factor would cause the stall speed to
A. not vary.
B. increase.
C. decrease.

105. In a rapid recovery from a dive, the effects of load factor would cause the stall speed to
B. increase.

106. Recovery from a stall in any airplane becomes more difficult when its
A.elevator trim is adjusted nosedown.
B.center of gravity moves forward.
C.center of gravity moves aft

107. Recovery from a stall in any airplane becomes more difficult when its
C.center of gravity moves aft

108. (Refer to figure 2.) Select the correct statement regarding stall speeds.

109. A. Power-off stalls occur at higher airspeeds with the gear and flaps down.
B. In a 60° bank the airplane stalls at a lower airspeed with the gear up.
C. Power-on stalls occur at lower airspeeds in shallower banks.

110. (Refer to figure 2.) Select the correct statement regarding stall speeds.
C. Power-on stalls occur at lower airspeeds in shallower banks.

111. Refer to figure 2.) Select the correct statement regarding stall speeds. The airplane will stall

112. A. 10 knots higher in a 45° bank, power-on stall, than in a wings-level stall.
B knots higher in a power-on, 60° bank, with gear and flaps up, than with gear and flaps down.
C knots lower in a power-off, flaps-up, 60° bank, than in a power-off, flaps-down, wings-level configuration.

113. Refer to figure 2.) Select the correct statement regarding stall speeds. The airplane will stall
B knots higher in a power-on, 60° bank, with gear and flaps up, than with gear and flaps down.