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Private Pilot > Jeppesen Ch 3 > Flashcards

Jeppesen Ch 3 Flashcards

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Charter Pilot (Part 135) - Oral flashcards
1
Q

Lift

A

The force created by the effect of airflow as it passes over and under the wing

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2
Q

Weight

A

The force caused by the downward pull of gravity

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3
Q

Thrust

A

The forward force that propels the airplane through the air

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4
Q

Drag

A

The backward, retarding force that limits the speed of the airplane

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5
Q

Newton’s Three Laws Of Motion

A

First: Inertia
Second: F = ma
Third: For every action there is an equal and opposite reaction

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6
Q

Bernoulli’s Principle

A

As the velocity of a fluid increases, its pressure decreases

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7
Q

Venturi

A

A tube that is narrower in the middle than at the ends

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8
Q

Airfoil

A

Any surface, such as a wing, that provides aerodynamic force when it interacts with a moving stream of air

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9
Q

Leading Edge

A

The part of an airfoil which meets the airflow first

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10
Q

Trailing Edge

A

The portion of an airfoil where the airflow over the upper surface rejoins the lower surface airflow

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11
Q

Upwash

A

The deflection of the oncoming airstream upward and over the wing

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12
Q

Downwash

A

The downward deflection of the airstream as it passes under the wing and past the trailing edge

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13
Q

Relative Wind

A

The airflow which is parallel and opposite the flight path of the airplane

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14
Q

Camber

A

The characteristic curve of the airfoil’s upper and lower surfaces

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15
Q

Chord Line

A

An imaginary straight line drawn through the airfoil from the leading edge to the trailing edge

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16
Q

Angle of Attack

A

The angle between the chord line of the airfoil and the direction of the relative wind

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17
Q

Coefficient of Lift

A

A measure of lift as it relates to angle of attack

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18
Q

Stall

A

Loss of lift caused by the separation of airflow from the wing’s upper surface

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19
Q

Critical Angle of Attack

A

The angle of attack at which a given airplane will stall

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20
Q

Aspect Ratio

A

The relationship between the length and width of a wing (span, wingtip to wingtip, divided by average chord). Higher aspect ratios generally correspond to higher lifting efficiency

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21
Q

Planform

A

The shape of an airplane’s wing when viewed from above or below

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22
Q

Angle of Incidence

A

The angle between the wing chord line and a line parallel to the longitudinal axis of the airplane

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23
Q

Stall Strips

A

Metal strips attached to the leading edge of each wing near the fuselage, designed to ensure that the interior portion of the wing stalls before the wingtips, increasing ability to control the airplane during a stall

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24
Q

Flaps

A

Devices on the trailing edge of a wing which can be used by the pilot to increase the lifting efficiency of the wing and decrease stall speed

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25
Q

Configuration

A

The position of the landing gear and flaps

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26
Q

Plain Flap

A

Flaps which operate by hinging downward

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27
Q

Split Flap

A

Flaps which operate by hinging only the lower portion of the wing downward

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28
Q

Slotted Flap

A

Flaps which hinge downward but leave a slot through which air from beneath the wing can travel to go over the flap

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29
Q

Fowler Flap

A

Flaps attached on a track and roller system, which move both rearward and down when deployed

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30
Q

Parasite Drag

A

Drag caused by any aircraft surface which deflects or interferes with the smooth airflow around the airplane

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31
Q

Form Drag

A

Drag resulting from the turbulent wake caused by the separation of airflow from the surface of a structure

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32
Q

Interference Drag

A

Drag created by airflow around one part of an airplane interacts with the airflow around an adjacent part

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33
Q

Skin Friction Drag

A

Drag caused by the roughness of an airplane’s surface

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34
Q

Induced Drag

A

Drag generated by airflow circulation around the wing as it creates lift

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35
Q

Wingtip Vortices

A

Spiral movement of air generated behind wingtips whenever lift is being produced

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36
Q

Ground Effect

A

An increase in lift caused by the interference of the ground on the airflow around the plane, most pronounced when the plane is less than one wingspan from the ground

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37
Q

Clean configuration

A

Flaps are up and landing gear, if retractable, is retracted

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38
Q

Which is true about the four forces of flight?
A: During accelerated flight, thrust and drag are equal
B: The four forces are in equilibrium during unaccelerated flight
C: In straight-and-level unaccelerated flight, all four forces are equal

A

B: The four forces are in equilibrium during unaccelerated flight

39
Q

True or False? As airspeed increases the angle of attack at which an airfoil stalls also increases

A

False

40
Q

Identify three methods you can use to control lift during flight

A
  • Changing airspeed
  • Changing angle of attack
  • Using high-lift devices like flaps
41
Q

Will the wing’s angle of attack increase or decrease when you lower trailing edge flaps?

A

Increase

42
Q

Is it more desirable for the wing root or wingtips to stall first and why?

A

Wing root, because a stall at the wingtips will reduce aileron effectiveness and decrease control of the airplane

43
Q

List the three forms of parasite drag

A
  • Form drag
  • Interference drag
  • Skin friction drag
44
Q

What are some examples of aircraft features that reduce parasite drag?

A
  • Streamlining, such as using fairings or retractable gear
  • Minimizing protruding rivet heads
  • Applying a glossy, smooth surface to the airplane’s surfaces
45
Q

Center of Pressure

A

A point along the wing chord line where lift is considered to be concentrated, aka Center of Lift

46
Q

CG Range

A

The area within which the center of gravity can exist without adversely affecting the airplane’s controllability and balance

47
Q

Tail-Down Force

A

The balancing force during most flight conditions which pushes downward on the airplane’s tail, aiding in longitudinal stability

48
Q

Dihedral

A

The upward angle of an airplane’s wings with respect to the horizontal, appearing to form a shallow V

49
Q

Sweepback

A

A design in which a plane’s wings are angled back from the fuselage in order to keep the center of lift aft of the CG and reduce wave drag when operating near the speed of sound

50
Q

Keel Effect

A

The steadying influence exerted by the side area of the fuselage as it reacts to the airflow like the keel of a ship

51
Q

Dutch Roll

A

A phenomenon in which a plane has stronger dihedral effects than directional stability, causing it to over-correct after yawing/sideslip motions and enter an oscillation that feels like a side-to-side wagging of the plane’s tail

52
Q

Spiral Instability

A

A phenomenon in which a plane has stronger directional stability than lateral stability, causing a sideslip to tend to increase once started, tightening into a spiral

53
Q

Power-Off Stalls

A

A maneuver which simulates the conditions likely to be encountered during a normal landing approach for practice recovering from stalls that might be encountered during such times

54
Q

Power-On Stalls

A

A maneuver which simulates the conditions likely to be encountered during takeoff, climb-out, and go-arounds for practice recovering from stalls that might be encountered during such times

55
Q

Accelerated Stalls

A

A maneuver in which stalls are practiced at higher speeds than those found during landing/takeoff conditions

56
Q

Crossed-Control Stall

A

An uncoordinated stall most likely to occur when a pilot tries to compensate for overshooting a runway during a turn from base to final while on landing approach

57
Q

Secondary Stall

A

A stall which occurs before positive control has been attained after another stall, normally caused by poor stall recovery

58
Q

Erect Spin

A

A spin characterized by a slightly nose down rolling and yawing motion in the same direction, also known as an upright spin

59
Q

Inverted Spin

A

A spin in which the aircraft is spinning upside down with yaw and roll occurring in opposite directions, most likely during aerobatic maneuvers

60
Q

Flat spin

A

A spin in which the aircraft simply yaws around its vertical axis with a pitch attitude approximately level with the horizon

61
Q

Incipient Spin

A

The portion of a spin between the time the airplane stalls and rotation starts and the time at which the stall is fully developed

62
Q

Fully Developed Spin

A

The point in a spin at which the angular rotation rates, airspeed, and vertical speed become stabilized with a nearly vertical flight path

63
Q

Spin Recovery

A

The final stage of a spin, in which anti-spin forces overcome pro-spin forces, resulting in a slowing and eventual cessation of rotation coupled with a decrease in angle of attack below the spin threshold

64
Q

In relation to the center of gravity, in which direction would the center of pressure normally move as angle of attack is increased on a cambered wing?

A

Forward

65
Q

Does the propwash resulting from high power settings increase or decrease the contribution of wing dihedral to the lateral stability of an airplane?

A

Decrease

66
Q

An aircraft with strong directional stability and weak lateral stability is prone to what type of undesirable side effect?

A

Spiral instability

67
Q

True or False? When landing in gusty winds, airspeed should be increased above normal to help guard against a stall

A

True

68
Q

List the basic guidelines for stall recovery

A
  • Decrease angle of attack
  • Smoothly apply maximum power
  • Adjust power as required
  • Maintain coordinated flight while restoring power to a normal level
69
Q

List the basic guidelines for spin recovery

A
  • Move the throttle to idle
  • Neutralize the ailerons
  • Determine the direction of rotation
  • Apply full opposite rudder
  • Briskly apply elevator/stabilator to return to level flight
70
Q

Gyroscopic Precession

A

The reaction when a force is applied to the rim of a rotating disc

71
Q

P-Factor

A

Asymmetrical thrust generated by a propeller, due to the fact that the descending blade has a greater angle of attack than the ascending blade and therefore is able to generate stronger thrust.

72
Q

Spiraling Slipstream

A

An effect in which the air passing the plane, pushed by the propeller, spirals around the plane and pushes against one side of the rudder

73
Q

L/Dmax

A

The specific angle of attack that generates the greatest lift with the least amount of corresponding drag

74
Q

Best Glide Speed

A

The speed that will give the maximum gliding distance for a particular plane at a given weight

75
Q

Glide Ratio

A

The distance an airplane will travel forward without power in relation to altitude loss

76
Q

Glide Angle

A

The angle between the glide path of the aircraft and the horizon

77
Q

Centripetal Force

A

The horizontal component of lift when banking, which pushes towards the inside of the turn

78
Q

Centrifugal Force

A

An apparent force which results from the effects of inertia when a plane is turned

79
Q

Adverse Yaw

A

The tendency of an airplane to yaw towards the outside of a turn, caused by the increased drag on the outside wing, which is moving faster through the air than the inside wing

80
Q

Overbanking Tendency

A

The tendency of a turning airplane to bank into the turn, due to the increased lift on the outside wing, which is moving faster through the air than the inside wing

81
Q

Rate of Turn

A

The amount of time it takes a plane to turn a specified number of degrees

82
Q

Radius of Turn

A

The amount of horizontal distance a plane takes to complete a turn

83
Q

Load Factor

A

The ratio of the load supported by the airplane’s wings to the actual weight of the aircraft and its contents

84
Q

Limit Load Factor

A

The amount of stress that an airplane can withstand before structural damage or failure occurs

85
Q

V-g Diagram

A

A graphical depiction of the limit load factors for a variety of airspeeds

86
Q

Design Maneuvering Speed

A

The maximum speed at which you can use full, abrupt control movement without overstressing the airframe (Va)

87
Q

What is the aerodynamic force which opposes the rearward component of weight in a climb?

A

Thrust

88
Q

What relative airspeed, power, and angle-of-attack conditions produce the most noticeable left-turning tendencies that are common to single-engine, propeller-driven aircraft?

A
  • Low airspeed
  • High power
  • High angle of attack
89
Q

Name two design elements that can be used to help offset left-turning tendencies

A
  • Rudder trim tab
  • Offset vertical stabilizer
  • Horizontally canted engine
90
Q

All else being equal, will two aerodynamically identical aircraft with different weights be able to glide the same distance over the ground?

A

Yes. Only the time elapsed will vary

91
Q

What causes the airplane to turn?

A

When control surfaces create a horizontal component of lift, which pushes the airplane sideways relative to the flight path

92
Q

If angle of bank and altitude are held constant, what can be done to increase the rate of turn?

A

Decrease airspeed

93
Q

True or False? Maneuvering speed increases with a decrease in weight

A

False

Private Pilot (8 decks)

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