AERODYNAMICS

AERODYNAMICS
Bernoulli's Principal
Lift & Lift Equation
Stall & Stall
Characteristics
Factors Affecting
Performance
Climbing Performance
Gliding Performance


Turning
Performance
Takeoff & Landing
Performance
Stability
V
g
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 cross-
sectional 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 cross-
sectional area of a tube is reduced, the
velocity of the airflow through the tube
must--


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
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--

The atmospheric pressure of the air
through which an airplane is flying.

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--


The pressure of a fluid resulting
from its motion.

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 is-

The 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:

The point along the chord line on an
airfoil through which all aerodynamic
forces are considered to act.
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:

Shape of the airfoil & angle of attack
LIFT

L= C
L
1/2p S V
2

L ~ Lift force
C
L
~ 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= C
D
1/2p S V
2

D ~ Drag force
C
D
~ 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 that is produced by non-lifting
portions of the airframe. There are 3
components of parasitic drag:

Form D.rag

Skin Friction Drag.

Interference Drag.
DRAG
FORM DRAG--

The portion of drag that is generated because of
the shape of the airplane.
Generated in the turbulent areas of airflow
where slipstream does not conform to aircraft
shape.
Varies directly with the airspeed.
DRAG
SKIN-FRICTION DRAG--

The boundary layer air creates stagnant layer of
air molecules.
Drag is created when the slipstream comes in
contact with this stagnant flow.
Varies directly with the airspeed.


DRAG
INTERFERENCE DRAG--

Created by the collision of airstreams.
Causes eddy currents, restrictions, and
turbulence to smooth flow.
Varies directly with the airspeed.
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

STALL & STALL
CHARACTERISTICS
A stall occurs when:
a. The airplane enters the region of reverse
command.
b. The airplane is flown above CL max.
c. The airfoil is flown at an angle of attack
greater than that for maximum lift.
d. None of the above.
STALL & STALL
CHARACTERISTICS
A stall occurs when:

The airfoil is flown at an angle of
attack greater than that for
maximum lift.


STALL & STALL
CHARACTERISTICS
An aerodynamic stall occurs when an
increase in the angle of attack results in a
loss of lift and is due to:
a. low airspeed
b. density altitude
c. seperation of boundary-layer air.
STALL & STALL
CHARACTERISTICS
An aerodynamic stall occurs when an
increase in the angle of attack results in a
loss of lift and is due to:

Separation of Boundary Layer Air

STALL & STALL
CHARACTERISTICS
When the boundary layer separates, turbulence
occurs between the boundary layer and the surface
of the wing. This results in--

a. an increase in dynamic pressure above the wing.
b. an increase in the static pressure above the wing.
c. Neither a or b
STALL & STALL
CHARACTERISTICS
When the boundary layer separates, tubulence
occurs between the boundary layer and the surface
of the wing. This results in--

An increase in the static pressure above the wing
STALL & STALL
CHARACTERISTICS
Increasing the AOA beyond the boundary-layer
separation point will result in--
a. a further increase in lift.
b. the boundary-layer separation point moving
forward on the airfoil.
c. a decreased top surface area of the wing available
to produce lift.
d. b and c
STALL & STALL
CHARACTERISTICS
Increasing the AOA beyond the boundary-layer
separation point will result in--

The boundary-layer separation point
moving forward leaving a smaller wing
surface area available to develop lift.

STALL & STALL
CHARACTERISTICS
Designing the wing to stall from the
wingtips progressively inboard toward the
root section is a desirable airplane design
characteristic.

a. True
b. False
STALL & STALL
CHARACTERISTICS
Three reasons why airplane wings are
designed to stall root first:
Impending stall warning over elevator

Lessens severity by preventing sudden stall

Allows better lateral control
STALL & STALL
CHARACTERISTICS
Define Geometric Twist--
a. A method used to counteract torque.
b. That stupid lemon they always ruin your
Corona with.
c. The twist of an airfoil having different
geometric angles of attack at different
spanwise locations.
STALL & STALL
CHARACTERISTICS
GEOMETRI C TWI ST
The twist of an airfoil having different
geometric angles of attack at different
spanwise locations.
Root has greater angle of incidence than tip
Root operates at an aerodynamically lower
of attack.
STALL & STALL
CHARACTERISTICS
Aerodynamic Twist is accomplished by--
a. Varying the angle of incidence along the wing.
b. The addition of leading-edge slots.
c. Designing different values of CL maximum along
the span of the wing.
d. Adding full top rudder during the execution of an
aileron roll.

STALL & STALL
CHARACTERISTICS
Aerodynamic Twist is accomplished by--

Designing different values of CL maximum
along the span of the wing.



STALL & STALL
CHARACTERISTICS

WITH 100% ACCURACY,
STATE THE PURPOSE OF THE
STALL STRIP
STALL & STALL
CHARACTERISTICS
The stalling speed of an airplane is
affected by its weight.

a. True
b. False
STALL & STALL
CHARACTERISTICS
The stalling speed of an airplane is affected by
its weight.

a. True
b. False



STALL & STALL
CHARACTERISTICS
THE STALL-SPEED EQUATION

V
s
= 2W
C
L
p S


STALL & STALL
CHARACTERISTICS

Altitude does not affect the stall speed of an
aircraft.
a.True
b.False
STALL & STALL
CHARACTERISTICS

Altitude does not affect the stall speed of an
aircraft.
a.True
b.False
STALL & STALL
CHARACTERISTICS
THE STALL-SPEED EQUATION

V
s
= 2W
C
L
p S


STALL & STALL
CHARACTERISTICS
As flaps are lowered, C
L
MAXIMUM
_____________.

a. Decreases
b. Increases
c. Becomes Cmax
STALL & STALL
CHARACTERISTICS
As flaps are lowered, CL MAXIMUM
_____________.

a. Decreases
b. I ncreases
c. Becomes Cm
STALL & STALL
CHARACTERISTICS
THE STALL-SPEED EQUATION

V
s
= 2W
C
L
p S





STALL & STALL
CHARACTERISTICS
Load Factor is the lift the aircraft is required
to develop, divided by the weight of the
aircraft (n = L/W). An increase in load
factor will result in an increase in stall
speed.

a. True
b. False
STALL & STALL
CHARACTERISTICS

TRUE

V
s
= 2nW
C
lmax
p S


STALL & STALL
CHARACTERISTICS

If stalling speed is directly
proportional to the the square root
of the load factor then . . . .
STALL & STALL
CHARACTERISTICS

What is Vs for a C-12 in a 60 degree bank?

Accelerated Stall Speed = V
s
n
STALL & STALL
CHARACTERISTICS
The airplane can fly slower with more thrust
applied.

a. True
b. False
STALL & STALL
CHARACTERISTICS
TRUE

V
s
= 2(nW - T sin a )
C
lmax
p S
STALL & STALL
CHARACTERISTICS
THINGS TO REMEMBER ABOUT THRUST
The angle between thrust vector & RW is the AOA
The thrust vector is considered to act along chord
There is a vertical component of thrust that acts
parallel to lift and is expressed as T sin a.
L + T sin a - nW = 0
The vertical component of thrust reduces stall
speed

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 (T
A
) decreases with increase in altitude.
Thrust required (T
R
) remains same at all altitudes.
sin y must decrease to compensate for decreasing T
A


ABSOLUTE CEILING
T
A
= T
R
and sin y = 0




PERFORMANCE FACTORS

FACTORS AFFECTING ANGLE OF CLIMB
(WEIGHT)

An increase results in an increase of T
R
.
An increase results in decrease of excess T
A
.
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)
HP
A
decreases with increase in altitude.
HP
R
remains relatively constant.
ROC decreases with increase in altitude.

ABSOLUTE CEILING
HP
A
= HP
R
& ROC = 0 FEET

PERFORMANCE FACTORS
FACTORS AFFECTING RATE OF CLIMB
(WEIGHT)

Increase in weight results in increase in HP
R
.
Increase in weight results in decrease in excess HP
A
.


PERFORMANCE FACTORS
FACTORS AFFECTING GLIDES

An airplane will descend when--

a. Weight exceeds lift.
b. Lift exceeds thrust.
c. Thrust exceeds drag.
d. All of the above.

PERFORMANCE FACTORS
FACTORS AFFECTING GLIDES
An airplane will descend when--

a. Weight exceeds lift.
b. Lift exceeds thrust.
c. Thrust exceeds drag.
d. All of the above.


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 C
lmas
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 C
lmas
b. At its minimum glide angle.
c. At its maximum glide angle.
d. None of the above.

PERFORMANCE FACTORS
FACTORS AFFECTING GLIDES
Minimum glide angle corresponds to the
same angle that will produce--
a. C
lmax
b. V
ref

c. L/D
max

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.




Horizontal
Component
of Lift
Vertical
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

AERODYNAMIC LIMIT OF PERFORMANCE

STRUCTURAL LIMIT OF PERFORMANCE

POWER LIMIT OF PERFORMANCE
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
T
R
cannot overcome induced drag
PERFORMANCE FACTORS

Banking an aircraft into a level turn does
not change the amount of lift.

Division of lift reduces amount of lift to
overcome weight.

Increasing AOA increases total lift and until
vertical component equals weight again.
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:

1.4% @ 1 wingspan

23.5% @ 1/4 wingspan

47.6% @ 1/10 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

For a given altitude and RPM, the
thrust from a propeller-driven
airplane decreases as velocity
increases during the takeoff roll.

PERFORMANCE FACTORS
TAKEOFF & LANDING

Takeoff distance is directly proportional
to takeoff velocity squared.

Takeoff velocity is a function of stalling
speed.

Takeoff speed is 1.2 x V
so

Flaps 40%
Improve L/D ratio
Increase C
Lmax

Decrease V
s

Decrease V
lof

Decrease Takeoff Distance
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 that comprised acceleration during
takeoff are reversed for landings.

Deceleration forces are reversed.

Primary concern is dissipation of kinetic
energy.
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

NO WINDS

NO FLAPS

NO BRAKES

NO REVERSE

HYDROPLANING

HIGH WEIGHT


DECREASE LANDING

HEADWIND

FULL FLAPS

FULL BRAKING

FULL REVERSE

DRY RUNWAY

LOW WEIGHT

STABILITY
THREE TYPES OF STABILITY

Positive Static Stability

Negative Static Stability

Neutral Static 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?

DI HEDRAL

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


A spin is a stall that is aggravated with
a turning & yawing condition.

SPIN
ONE WING STALLS
YAW BEGINS
ROLL BEGINS
SPIN
SPIN
RECOVERY
POWER
OFF
FULL
RUDDER
FORWARD
YOKE
AILERONS
NEUTRAL
RECOVERY

AERODYNAMICS