Block 2 Flashcards
Tips on Using the VOR
• Positively identify the station by its code or voice
identification.
• Keep in mind that VOR signals are “line-of-sight.” A
weak signal or no signal at all is received if the aircraft
is too low or too far from the station.
• When navigating to a station, determine the inbound
radial and use this radial. Fly a heading that will
maintain the course. If the aircraft drifts, fly a heading
to re-intercept the course then apply a correction to
compensate for wind drift.
• If minor needle fluctuations occur, avoid changing
headings immediately. Wait momentarily to see if the
needle recenters; if it does not, then correct.
• When flying “TO” a station, always fly the selected
course with a “TO” indication. When flying “FROM” a
station, always fly the selected course with a “FROM”
indication. If this is not done, the action of the course deviation needle is reversed. To further explain this
reverse action, if the aircraft is flown toward a station
with a “FROM” indication or away from a station
with a “TO” indication, the course deviation needle
indicates in an direction opposite to that which it
should indicate. For example, if the aircraft drifts to
the right of a radial being flown, the needle moves to
the right or points away from the radial. If the aircraft
drifts to the left of the radial being flown, the needle
moves left or in the direction opposite to the radial.
• When navigating using the VOR it is important to fly
headings that maintain or re-intercept the course. Just
turning toward the needle will cause overshooting
the radial and flying an S turn to the left and right of
course.
Time-Distance Check
Time in seconds between bearings/Degrees of bearing change
=Minutes to station
Ex. If 2 minutes (120 seconds) is required to fly a
bearing change of 10 degrees, the aircraft is—
120/10= 12 Minutes
Four Forces of Flight
- Lift
- Weight
- Thrust
- Drag
Four Forces of Flight -Interaction
•Steady Flight Condition - Equilibrium
–Lift = Weight
–Thrust = Drag
•Acceleration
–Thrust exceeds Drag
•Deceleration
–Drag exceeds Thrust
Airfoil Areas
- Leading Edge
- Upper Camber
- Chord Line
- Trailing Edge
- Lower Camber
Angle of Incidence
•Angle formed by the chord line and longitudinal axis
Lift & How It’s Created
•Lift provides the upward force which sustains the aircraft in flight •The creation of lift is based on: 1. Bernoulli’s Principle 2. Newton’s 3rd Law of Motion •L = ½ *ρ*V2*S*CL –ρ = Air Density –V = Velocity –S = Surface Area of Wing –CL = Coefficient of Lift
Bernoulli’s Principle
•As the velocity of a fluid increases the pressure of that fluid decreases
Newton’s 3rd Law of Motion
“To every force in nature there is a corresponding reaction force.”
Factors Affecting Lift
- Planform (size and shape)
- Camber
•Air density
–As air density decreases – lift decreases
•Airfoil velocity
–As velocity decreases – lift decreases
- Angle of attack
- Flaps
- Aspect Ratio – relationship between wingspan and average chord
Types of Planform
–Elliptical –Tapered –Rectangular –Delta –Swept Wing
Aerodynamics of Flaps
–Extension of flaps increases the relative camber of the wing
–Change in Angle of Attack
–Change of Lift
–Change of Drag
Types of Wing Flaps
- Plain
- Split Flap
- Slotted
- Fowler
Wing Flaps – Effect of Use - Takeoff & Landing
•Takeoff
–Allows aircraft to become airborne sooner
–Minimizes Ground Roll
•Landing
–Allows for increased decent angle, steeper approach
–Approach can be flown as slower airspeed
–Ground roll reduced
Wing Flaps - Effect of Use - Lift & Drag
•Lift
–Increases as AOA increases
•Drag
–Drag increases as lift increases
Stall Occurs When:
Coefficient of lift is maximized as angle of attack is.
•The angle of attack at which a wing stalls regardless of airspeed, flight attitude, or weight.
What is a stall?
•Situation where airflow over the wing, which is typically smooth, becomes turbulent and separates from the wing.
–At this point the wing is no longer producing sufficient lift to sustain flight, resulting in a loss of altitude
Stalls – Design Factors
•Desirable for the wing to stall at the root first
–Allows roll control to be maintained for a longer period
Factors Affecting Stall Speed
- Aircraft Weight
- CG Location
- Angle of Bank / Load Factor
- Flaps
- Power / Thrust
- Frost / Snow / Ice
- Turbulence
Load Factor and Stall Speed
•Stall speed will increase at a rate equal to the square root of the load factor
–Example: (not c172)
•Stall speed (Vs): 50 knots
•Bank the aircraft 50 degrees to create a load
factor of approximately 1.5 Gs.
- 50 * 1.2 = 60
- Stall speed increased to 60 knots
