exam Flashcards
What is the critical angle of attack
an aerodynamic constant for a given airfoil in a given configuration
Steady State Flight
Sum of the forces forward = sum fo the forces rearward
sum fo the forces up = sum of the forces down
how does lift work
results both from pressure difference (Bernoulli) and deflection of air (Newtonian)
thus, lift results form a variable interaction between these processes, whcih are affected by airspeed, angle of attack, and wing geometry
Low Camber and thin wing section
low drag
high speed
Reflex tailing edge wing section
low lift
high drag
Deep Camber and thick wing section
high lift
low speed
Deep Camber and thin wing section
High lift
low speed
Four forces on the aircraft
lift - perpendicular to relative wind
weight - acts through CG towards center of earth
thrust - usually acts to counteract drag
drag - acts rearward parallel to relative wind
Relationship between the speed of sound and temperature
49.1 times the square root of (Temp in F +460)
why does the speed of sound change with temperature
energy of air molecules
warmer weather more active
more energy
as pressure waves go through they have more energy to go through and transfer/change - cold the air molecules want to stick together not transfer - making speed of sound slower
Movement of shockwaves
caused by very slight changes iin air flow direction. This is caused by very small airplane pieces
large changes in direction and pressure of air caused by large, blunt aircraft components. Strong shock waves equate high drag
effects on aircraft when exceeding design speeds
structural failure - don’t know how the aircraft will respond
Swept wing characteristics
an increase in sweep increases Mcrit but aft sweep increases span-wise flow and at slow speed or high alpha flight, there is a stronger tendency for tip stalls which can be extremely dangerous
Critical Mach number
aircraft speed where free stream somewhere on airframe attains supersonic flow
Parameters that define upset recovery
Pitch attitude greater than 25 degrees up
pitch attitude greater than 10 degrees nose down
bank angle greater than 45 degrees or
within the above parameters, but flying at airspeeds inappropriate for the condition
Conditions that lead to upset recovery
wake turbulence
environment
system anomalies induced
pilot induced
a combination of causes
winds hear
icing-alltupes
Upset Recovery fix
recognize and confirm the developing situation
first actions should be correct and timely
use the primary flight instrument
the attitude direction indicator should be used as a primary reference
Difference between tailplane stall and normal aerodynamic stall
hoth gonna have buffet/lack of control
the tailplane stall is losing all counteracting lift
very very abrupt nose down
stall recognition
timely and correct recognition is vital to the recovery from a stall (or upset)
Startle vs Surprise
startle - your physiological response - fight or flight
surprise - psychological - you are surprised that something happened
preconditions to upset recovery
communication
heads down work
responding to abnormal/unexpected events
searching traffic
flight deck economics
flight deck noise level
fatigue
V1 definitions
the maximum speed at which the rejected takeoff maneuver can be initiated, and the airplane stapped within the remaining field length
also the earliest point from which an engine out takeoff can be continued, and the airplane attain a height of 35 feet
How is V1 certified
the earliest point from which an engien out takeoff can be continued, and the airplane attain a height of 35 feet at the end of the runway
stabalized approach
correct flightpath
only small changes are needed
large aircraft VREF +5 knots
correct landing configuration
correct power setting
briefings and checklists complete
Wet or contaminated runway
landing distance may be longer than expected
calculate new landing distance and for safety add 15%
Unstabalized approach
excessive airspeed
tailwind
high airport elevation
landing beyond touchdown point
excessive height
Runway condition 6
dry
Runway condition 5
frost/wet
1/8 inch or less slush/dry snow/wet snow
braking deceleration is normal for the wheel braking effort applied and directional control is normal
good
Runway Condition 4
compact snow
braking deceleration
directional control is between good and medium
good to medium
Runway Condition 3
wet runway
dry snow or wet snow any depth
Compacted snow cold
greater than 1/8 in dry or wet snow
braking deceleration is noticeably reduced for the wheel braking effort applied or direction control is noticeably reduced
medium
Runway Condition 2
Greater tahn 1/8 in depth of water and slush
breaking deceleration or directional control is between medium and poor
Runway Condition 1
ice
braking deceleration is significantly reduced for the wheel braking effort applied or directional confront is significantly reduced
poor
Runway Condition 0
Wet ice/slush over ice/water over compacted snow/ dry or wet snow over ice - braking deceleration is minimal to nonexistent for the wheel braking effort applied or directionally reduced
Nil
SMS
is the formal, top down business approach to managing safety risk, which includes a systematic approach to managing safety, including the necessary organizational structures, accountabilities, policies and procedure
what are the four SMS components
safety policy
safety risk management
safety assurance
safety promotion
safety policy
establishes senior management commitment to continually improve safety, defines the methods, process, and organizational structure needed to meet safety goals
Safety risk management
determines the need for, and adequacy of, new or revised risk control based on the assessment of acceptable risk
Safety Assurance
Evaluate the continued effectiveness of the implemented risk control strategy, supports the identification of new hazards
Safety Promotion
includes training, communication, and other actions to create a positive safety culture within all level of the workforce
ASAP
avaition safety action program
voluntary but the FAA again establishes rules
crew members voluntarily report safety problems
no jeopardy
purpose is to proactively address safety related issues, but unlike FOQA the report source is voluntary reporting rather than through automatic sensors
LOSA
comprehensive snapshot of the safety health of an air carrier
voluntary reporting
trained observers gather metrics data from flight crew and all ground support categories
anyone reports it
FOQA
flight operations quality assurance
voluntary program
the FAA does establish guidelines
proactive approach
reports are required to the FAA
sensors collect in-flight data for analysis over a specified period of time
archived data are converted into a usable form for analysis
TEM
a way of verbalizing perceived threats
examples - departure, weather, fatigue, domestic or international operation, altimetry changes, controller language, divert criteria
