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Weather (Voss) > Aero II > Flashcards

Aero II Flashcards

1
Q

DEFINE boundary layer

A

layer of airflow over a surface that demonstrates local airflow retardation due to viscosity

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2
Q

DESCRIBE different boundary layer flows

A

laminar flow: air moves smoothly along in streamlines, little friction, easily separated
turbulent flow: streamlines break up and flow is disorganized and irregular, higher friction drag, adheres to surface better, delays BLS

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3
Q

DESCRIBE BL separation

A

when airflow separates from the surface due to lack of KE, and airflow beyond is a turbulent wake of low pressure (sucks wing back = form drag)

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4
Q

DEFINE CL MAX AOA

A
  • stalling or critical angle of attack
  • maximum CL achieved
  • beyond this AOA, CL drops rapidly and plane stalls
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5
Q

DEFINE stall

A

condition of flight in which an increase in AOA decreases CL

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6
Q

EXPLAIN how stall occurs

A

airflow begins to separate from the sfc with the sep. point moving forward and thereore decreasing lift

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7
Q

IDENTIFY aerodynamic parameters causing a stall

A
  • excessive AOA (above CL MAX AOA)
  • BLS = less lift
  • Low pressure wake = more drag
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8
Q

COMPARE power-on and power-off stalls

A

p-on stall speed wil be less since at high pitch, part of W is supported by T and propellor forces air over wings

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9
Q

DESCRIBE order of losing control effectiveness approaching stall in T-6B

A

A=>E=>R

ailerons to elevator to rudder

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10
Q

EXPLAIN diff. btwn true and indicated stall speed

A
  • true AS is affected by altitude so true stall speed will increase
  • indicated AS uses SL density so it will remain constant
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11
Q

EXPLAIN effects of gross weight, altitude, LF, and maneuvering on stall speed

A
  • Weight decreases, stall speed decreases since L decreases
  • altitude increases, stall speed stays same (sea level density used for indicated)
  • LF icnreases, stall speed increases
  • maneuvering increases stall speed
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12
Q

STATE purpose of using high lift devices

A

reduce T/O and landing speeds by reducing stall speed

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13
Q

DESCRIBE how different HL devices affect values of CL, CL MAX, and CL MAX AOA

A

CL for given AOA remains the same, CL Max, and CL MAX AOA increase

  • Slots: HP air from below increases KE on top and delays separation
  • either fixed or slats (automatic slots)
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14
Q

DESCRIBE devices used to control BLS

A
  • Fixed slots are gaps at LE of wing that suck in HP air from bottom and push to top
  • Slats are moveable LE sections used to form slots and are deployed aerodynamically, mechanically, hydraulically, or electrically
  • Vortex generators: small vanes that disturb laminar airflow into turbulent
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15
Q

DESCRIBE devices used to change camber of an airfoil

A

Flaps
TE: plain (simple hinged portion), split (plate deflected from lower surface), slotted (moves away from wing to open a narrow slot btwn flap and wing for BLC), and fowler (moves down and aft for more camber and surface area plus slot for BLC)
LE: plain and slotted (same as TE versions)

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16
Q

DESCRIBE methods of stall warning used in T-6B

A

buffet, stick shaker, AOA display on PFD/HUD, AOA indexers (in each cockpit)

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17
Q

DESCRIBE stall tendencay of general types of wing planforms

A 
Swept Wing: strong tip stall tend., easily stalled
High Taper: strong tip stall tend.
Rectanguler: strong root stall tend.
Elliptical: even stall
Moderate Taper (T-6B): even stall
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18
Q

DESCRIBE various methods of wing tailoring, including geom. twist, aero twist, stall strips, and stall fences

A 
geom twist (T-6B): decrease in AOI from root to tip (root stalls first)
aero twist (T-6B): gradual change in airfoil shape that increases CL MAX AOA at tip
stall strips: sharply angled piece of metal on LE of root designed to induce stall on root first
stall fences: redirect airflow along the chord and delay tip stall
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19
Q

DEFINE T/O and landing airspeed in terms of stall speed

A
  • T/O: 20% above power off stall speed

- landing: 30% above

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20
Q

STATE various forces acting on a plane during T/O and landing transition

A
  • T/O and landing: rolling friction (F_R), T (lots), W, L, and D
  • net accelerating force: T-D-F_R
  • net decelerating force: D+F_R-T
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21
Q

STATE the factors that determine the coefficient of rolling friction

A

rwy surface, rwy condition, tire type, and degree of brake application (little to none on T/O)

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22
Q

DESCRIBE the effects on takeoff and landing performance, given variations in weight, altitude, temperature, humidity, wind, and braking

A

Effect on T/O distance:
-^weight: direct squared relationship
-^altitude/temp/humidity: increase (T/O AS stays same)
-HW: decreases
-braking: increases (why the hell would you do this?)
Effect onlanding distance:
-^weight: direct squared relationship
-^altitude/temp/humidity: increase
-HW: decreases
-braking: decreases (why the hell would you not do this?)

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23
Q

DESCRIBE the effects of outside air temperature (OAT) on airplane performance

A

4H Club: High, Hot, Heavy, Humid

When 3 or more present, expect degraded perf.

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24
Q

DEFINE maximum angle of climb and maximum rate of climb profiles

A

max angle: occurs at velocity and AOA of T_E max (@ L/D max for TJ and up/left for TP)
max rate: occurs at veloicty and AOA of P_E max (up and right for TJ and @ for TP)

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25
Q

EXPLAIN the performance characteristics profiles that yield maximum angle of climb and
maximum rate of climb for turboprops

A

max angle: at V less than L/D MAX AS and AOA greater than L/D MAX AOA
max rate: at L/D MAX AS and L/D MAX AOA

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26
Q

DESCRIBE the effect of changes in weight, altitude, configuration, and wind on
maximum angle of climb and maximum rate of climb profiles

A

^weight/alt and lowered LG/flaps: decrease MROC and MAOC performance
HW: increases MAOC, no change to MROC

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27
Q

DESCRIBE the performance characteristics and purpose of the best climb profile for the
T-6B

A
  • MAOC too close to stall speed so recommended is 140 KIAS

- this will clear obstacles with better margin above stall speed

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28
Q

DEFINE absolute ceiling, service ceiling, cruise ceiling, combat ceiling, and maximum
operating ceiling

A

absolute: max ROC = zero
service: altitude at which an AP can maintain a max ROC of only 100 fpm
cruise: altitude at which an AP can maintain a max ROC of only 300 fpm
combat: altitude where max P_E allows only 500 fpm climb
max operating: ???

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29
Q

STATE the maximum operating ceiling of the T-6B

A

31,000 ft

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30
Q

STATE the relationship between fuel flow, power available, power required, and velocity
for a turboprop airplane in straight and level flight

A
  • fuel flow varies directly with P_A
  • minimum fuel flow for eq. flight will be found on the P_R curve
  • V determined by looking on P_R curve
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31
Q

DEFINE maximum range and maximum endurance profiles

A

max range: maximum distance traveled over the ground for given amt of fuel
max endurance: max amount of time an AP can remain airborne for given amt of fuel

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32
Q

EXPLAIN the performance characteristics profiles that yield maximum endurance and
maximum range for turboprops

A

max range: at L/D MAX AS AND AOA

max endurance: at V less than L/D MAX AS and AOA greater than L/D MAX AOA

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33
Q

DESCRIBE the effect of changes in weight, altitude, configuration, and wind on
maximum endurance and maximum range performance and airspeed

A

^weight: worse ME/MR and increased ME/MR AS
^alt: ME/MR increase
deploy LG/flaps:ME/MR decrease
HW: decrease MR, no effect on ME

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34
Q

DEFINE Mach number

A
  • ratio of TAS to LSOS

- M=V/a=TAS/sqrt(gammaRT)

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35
Q

DEFINE critical Mach

A

free airstream M# that produces first evidence of local sonic flow

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36
Q

STATE the effects of altitude on Mach number and critical Mach number

A

Mach increases and the TAS that Mcrit is achieved is lower since LSOS is lower b/c T is lower

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37
Q

DEFINE maximum glide range and maximum glide endurance profiles

A

MGR: when engine fails, need to glide as far as possible
MGE: minimum rate of descent

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38
Q

EXPLAIN the performance characteristics profiles that yield maximum glide range and
maximum glide endurance

A

MGR: @ L/D max
MGE: V less than L/D MAX AS, AOA greater than L/D MAX AOA

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39
Q

DESCRIBE the effect of changes in weight, altitude, configuration, wind, and propeller
feathering on maximum glide range and maximum glide endurance performance and airspeed

A

^weight: no effect on MGR
^alt: increase MGR and MGE
^wind: decreases MGR, no effect on MGE
deploy LG/flaps: reduces MGR and MGE

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40
Q

DESCRIBE the locations of the regions of normal and reverse command on the turboprop
power curve

A

Reverse: Left of point down and left of L/D MAX (left of max endurance)

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41
Q

EXPLAIN the relationship between power required and airspeed in the regions of normal
and reverse command

A

Velcoities below max endurance lead to T/P deficit that will eventually slow the plane to a stall

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42
Q

DEFINE nosewheel liftoff/touchdown speed

A

NWLO/TD speed: min safe AS that the NW may leave the runway during T/O, or the
min AS at which the nosewheel must return to the rwy following a landing

43
Q

STATE the pilot speed and attitude inputs necessary to control the airplane during a
crosswind landing

A

ailerons into wind, fly slightly faster

44
Q

STATE the crosswind limits for the T-6B, in a classroom

A

25 kts

45
Q

DEFINE hydroplaning

A

causes AP’s tires to skim atop a thin layer of water on a rwy

46
Q

STATE the factors that affect the speed at which an airplane will hydroplane

A

tire pressire

47
Q

DESCRIBE the effects of propeller slipstream swirl, P-factor, torque, and gyroscopic
precession as they apply to the T-6B

A

Prop. slipstream swirl: prop imparts corkscrew of air on plane that hits vert. stab and yaws plane left
P-factor: yawing to left because of increased descending bite of prop
Torque: engine spins CW, N3L says plane wants to rotate CCW
Gyro. Precession: descending causes left yaw

48
Q

DESCRIBE what the pilot must do to compensate for propeller slipstream swirl, P-factor,
torque, and gyroscopic precession as they apply to the T-6B

A

Prop. slipstream swirl: R rudder
P-factor: when adding power, add left rudder
Torque: rudder and automatic TAD
Gyro Precession: R rudder when pitching down

49
Q

DESCRIBE the effect of lift on turn performance

A

Must increase lift to maintain altitude

50
Q

DESCRIBE the effect of weight on turn performance

A

turn rate and radius independent of weight

51
Q

DESCRIBE the effect of thrust on turn performance

A

max thrust can only overcome so much induced drag

52
Q

DESCRIBE the effect of drag on turn performance

A

max thrust can only overcome so much induced drag

53
Q

DEFINE turn radius and turn rate

A

turn radius: measure of radius of circle the flight path scribes
turn rate: rate of heading change in dgs/sec

54
Q

DESCRIBE the effects of changes in bank angle on turn performance

A

^theta: turn rate increases, turn radius decreases

55
Q

DESCRIBE the effects of changes in airspeed on turn performance

A

^V: turn rate decreases, turn radius increases

56
Q

DESCRIBE the effects of aileron and rudder forces during turns

A

aileron: ???
rudder: keeps turn coordinated, overcome adverse yaw
step on the ball
skid (too much)
slip (too little)

57
Q

EXPLAIN the aerodynamic principle that requires two G’s of backstick pressure to
maintain level, constant airspeed flight at 60 dg bank

A
  • weight hasn’t changed, only being supported by vertical component of lift
  • back stick pressure necessary to increase AOA, thereby increasing lift
58
Q

DESCRIBE the relationship between load factor and angle of bank for level, constantairspeed-fligh

A
  • exponentially direct relationship
  • low at low theta
  • 2 at 60
  • 6 at 80
59
Q

DEFINE load, load factor, limit load factor, and ultimate load factor

A 
load: stress-producing force, equal to W in SLUF
load factor (n): ratio of total lift to airplane's weight,
limit n: greatest n an airplane can sustain without any risk of perm. deformation
ult. n: maximum n that airplane can withstand without structural failure (about 7g for T-6B)
60
Q

DEFINE static strength, static failure, fatigue strength, fatigue failure, service life, creep,
and overstress/over-G

A

static strength: measure of a material’s resistance to a single application of a steadily increasing load/force
static failure: breaking or serious permanent deformation of a material due to a single application of a steadily increasing load/force
fatigue strength: measure of a material’s ability to withstand a cyclic application of load/force over long period of time
fatigue failure: breaking (or ser. perm. deform.) of a material due to cyclic application of a load/force
service life: number of applications of load/force that a component can withstand before it has probability of failing
creep: metal subjected to high stress and temp. tends to stretch/elongate
overstress/over-G: condition of possible perm. deform. or damage that results from exceeding the limit n

61
Q

DEFINE maneuvering speed, cornering velocity, redline airspeed, accelerated stall lines,
and the safe flight envelope

A

man. speed/cornering velocity (V_a): IAS at maneuver point where accel. stall line and limit n line intersect
redline AS (V_NE): highest AS AP is allowed to fly
accel. stall lines: lines of max lift, represent max n AP can produce based on AS, determined by CL MAX AOA
safe flight env: portion of V-n diagram bounded by ASL, limit n lines, and V_NE

62
Q

DESCRIBE the boundaries of the safe flight envelope, including accelerated stall lines,
limit load factor, ultimate load factor, maneuver point, and redline airspeed

A

redline: limit because of Mcrit, a/c temp, STRUCTURAL failure, or controllability
limit n: limit bc of overstress
accel. stall lines: stall
man. point: transition from stall to overstress

63
Q

DEFINE asymmetric loading and state the associated limitations for the T-6B

A
  • uneven production of lift on wings
  • caused by rolling pullot, trapped fuel, or hung ordnance
  • +4.7/-1 g
64
Q

DEFINE static stability and dynamic stability

A

static: initial tend. of an object to move twd/away from original eq. position
dynamic: position wrt time, or motion of an object after a disturbance

65
Q

DESCRIBE the characteristics exhibited by aircraft with positive, neutral, and negative
static stabilities, when disturbed from equilibrium

A

positive: initial tend. toward original eq. position
negative: intiial tend. to continue moving away from eq. following disturbance
neutral: initial tend. to accept displacement position as new eq.

66
Q

DESCRIBE the characteristics exhibited by aircraft with positive, neutral, and negative
dynamic stabilities, when disturbed from equilibrium

A

positive: reduced oscialltions over time
negative: increasing osciallations over time
neutral: oscillations maintain amplitude

67
Q

DESCRIBE the characteristics of damped, undamped, and divergent oscillations, and the
combination of static and dynamic stabilities that result in each

A

damped: positive static, positive dynamic
undamped: positive static, neutral dynamic
divergent: positive static, negative dynamic

68
Q

EXPLAIN the relationship between stability and maneuverability

A

maneuverability and stability are opposites

69
Q

STATE the methods for increasing an airplane’s maneuverability

A

1) give AP weak stability

2) larger control surfaces

70
Q

STATE the effects of airplane components on an airplane’s longitudinal static stability

A
  • If component’s AC is fwd of plane’s AG, it is destabilizing
  • straight and fwd swept wings destab.
  • fuselage destab.
  • horz. stab. is best pos. contributor to long. stab
  • A/C is long. stable if disturbance causes pitch and A/C rights itself
71
Q

EXPLAIN the criticality of weight and balance

A
  • if CG shifts too much, aero. balancing can be thrown off

- if past neutral pt., unstable

72
Q

STATE the effects of airplane components on an airplane’s directional static stability

A
  • straight wings, small pos. effect
  • swept, small pos. effect
  • fuselage neg. effect
  • vert. stab largest pos. effect
  • directionally stable if distrubed L or R around vertical but rights itself
73
Q

STATE the effects of airplane components on an airplane’s lateral static stability

A
  • dihedral most pos. effect
  • high wings = pos.
  • low wings = neg.
  • swept = pos
  • vert. stab = large pos.
  • laterally stable if disturbance rolls A/C L or R but rights itself
74
Q

STATE the static stability requirements for, and the effects of, directional divergence

A
  • negative directional static stability caused by damaged vert. stab
  • causes out of control flight, yaw broadside to wind
75
Q

STATE the static stability requirements for, and the effects of, spiral divergence

A
  • strong directional stability but weak lateral stability

- disturbance causes wing dip, yaw into wing, positive feedback into tight downward spiral

76
Q

STATE the static stability requirements for, and the effects of, dutch roll

A
  • strong lat. stab but weak dir. stab
  • dist. causes roll left, lat stab increases left wing lift but nose yaws left into RW, pattern repeats in S turns
  • tail wagging
77
Q

DEFINE proverse roll

A

the tendency of an airplane to roll in the same direction as it is yawing

78
Q

DEFINE adverse yaw

A

the tendency of an AP to yaw away from the direction of aileron roll input

79
Q

EXPLAIN how an airplane develops phugoid oscillations

A
  • upward gust causes alt. increase and AS decrease
  • plane noses over slightly and increase AS and decrease alt.
  • repeat
80
Q

EXPLAIN how an airplane develops pilot induced oscillations

A

PIO are caused when a pilot makes a correction at the same time the AP is correcting itself

81
Q

DEFINE asymmetric thrust

A

directional control problems if one engine fails (on multi-engine craft)

82
Q

DEFINE a spin

A

aggrevated stall that results in autorotation

  • A/C must be stalled
  • yaw must be present
83
Q

DEFINE autorotation

A

combination of roll and yaw that propogates itself due to asymmetrically stalled wings

84
Q

DESCRIBE the aerodynamic forces affecting a spin

A
  • A/C must be stalled
  • yaw must be present
  • both wings stalled, but asymmetrically
  • conservation of angular momentum dictates spins
85
Q

STATE the characteristics of erect, inverted, and flat spins

A

erect: result of +G entry
inverted: result of -G entry
flat: characterized by flat attitude and transverse or eyeball out Gs

86
Q

DESCRIBE the factors contributing to aircraft spin

A
  • higher the AS at entry, worse the poststall gyration severity will be
  • during a stall, L and R wings balanced until yaw introduced
87
Q

DISCUSS the effects of weight, pitch attitude, and gyroscopic effects on spin
characteristics

A
  • ^weight: slower spin entry and smaller oscillations
  • pitch down: increases rotation rate, stall speed varies inversely with pitch attitude
  • GP: right spin, nose pitches down by
88
Q

STATE how empennage design features change spin characteristics

A
  • horz. stab surface placement can block rudder if placed to far fwd.
  • dorsal fin: increases vert. stabilizer and decreases spin rate and aids in stopping autorotation
  • ventral fin: decrease spin rate and aid in maintaining nose down attitude
  • strakes: increase horz. stabilizer area to keep nose pitched down to prevent flat spin and create anti-rotational force
89
Q

STATE the cockpit indications of an erect and inverted spin

A 
erect:
-altimeter: rapid decrease
-AOA: pegged @ 18+ units
-AS: 120-135 KIAS
-turn needle: pegged in direction of spin
-VSI: 6000 fpm
-att. gyro: maybe tumbling
inverted:
-altimeter: rapid decrease
-AOA: pegged @ 0 units
-AS: 40 KIAS
-turn needle: pegged in direction of spin
-VSI: 6000 fpm
-att. gyro: maybe tumbling
90
Q

DESCRIBE the pilot actions necessary to recover from a spin

A

1) retract: gears, flaps, and speedbrake
2) PCL: idle
3) rudder: full opposite to turn needle deflection
4) control stick: fwd of neutral with ailerons neutral
5) smoothly recover to level flight after spin rotation stops

91
Q

DESCRIBE a progressive spin

A
  • results if during recovery, pilot puts in full opposite rudder but keeps full aft stick
  • after 1-2 rotations, reverses spin direction
  • violent and disorienting
92
Q

DESCRIBE an aggravated spin

A
  • caused by maintaining pro-spin rudder while moving control stick fwd of neutral
  • steep nose down pitch and increased spin rate
  • severe disorientation
93
Q

DESCRIBE wake turbulence

A

spiraling masses of air that are formed at the wingtip when an airplane produces lift
-jet wash/wingtip vortices

94
Q

DESCRIBE the effects of changes in weight, configuration, and airspeed on wake
turbulence intensity

A

heavy, slow, and clean is worst

  • heavy: plane is developing more lift
  • slow: induced drag dominant here
  • no LG or flaps to prevent it
95
Q

DESCRIBE the effects of wake turbulence on aircraft performance

A
  • induced roll (loss of control)

- induced flow field (pushes A/C down)

96
Q

STATE the takeoff and landing interval requirements for the T-6B

A
  • min. T/O spacing is 2 mins

- min landing spacing is 3 minutes

97
Q

DESCRIBE procedure for wake turbulence avoidance during takeoff

A
  • rotate before hvy A/C rotation by 300 ft and stay above FP

- rotate fwd of hvy A/C NW tdown point

98
Q

DESCRIBE procedure for wake turbulence avoidance during landing

A
  • stay above hvy A/C’s approach

- tdown before hvy’s rotation

99
Q

DEFINE wind shear

A

sudden change in wind direction and/or speed over a short distance in the atmos.

100
Q

STATE the conditions that will lead to an increasing performance wind shear

A
  • T/O: light HW changes to strong HW through climb out

- Landing: strong TW changes to light TW on final

101
Q

STATE the conditions that will lead to a decreasing performance wind shear

A
  • T/O: strong HW changes to light HW through climb out

- Landing: light TW changes to strong TW on final

102
Q

DESCRIBE the effects of wind shear on aircraft performance

A

can help or hurt

  • IPWS on T/O: steeper climb
  • IPWS on landing: fast, long unless power removed, then fall short
  • DPWS on T/O: drop in AS, near stall
  • DPWS on landing: lift lost, nose down, below GS, so pilot adds power and lands fast and long unless doesn’t and falls short
103
Q

DESCRIBE procedures for flying in and around wind shear

A
  • T/O: longest rwy, takeoff flaps, delay rotation by WS, rotate to normal attitude, abort if WS near Vrot
  • landing: flaps to TO and increase approach speed by WS, establish proper pitch, trim, and power, don’t make large power reductions
104
Q

DESCRIBE wind shear avoidance techniques

A
  • delay T/O or landing until WS gone
  • consider going around
  • consider diverting

Weather (Voss) (3 decks)

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