Mnemonics and Main Memory Items | Performance Flashcards
The effect of landing gear on total drag and Vmd -
total drag increase and Vmd decreases
The coefficient of lift (CL) is the ratio between -
lift per unit wing area and dynamic pressure
As the angle of attack increases from -4°, the leading edge stagnation point moves from the
_____ surface around the leading edge to the _____ surface.
As the angle of attack increases from -4°, the leading edge stagnation point moves from the
upper surface around the leading edge to the lower surface.`
Main effect when in ground effect:
- Reduced induced drag
- Increase in effective angle of attack
- Stalling angle decreases
- Decreased effective angle of attack of the tail-plane, resulting in pitch up moment
- ASI and altimeter under-read
Camber line and chord line:
A line connecting the leading and trailing edge midway between the upper and lower surface of an aerofoil is the camber line.
Chord line is the same but straight
The best ROC speed with altitude will -
increase
In a glide, added weight will reduce?
The glide endurance
A heavier aircraft will have a _____(vmd speed)?
maximum lift/drag ratio airspeed
during a glide, the distance flown compared to increased weight?
Unchanged
How to calculate the stalling speed in a turn?
New stalling speed = Old stalling speed x square root of load factor
Does an increase in weight affect the gliding angle
No, since it depends on the lift/drag ratio.
Note: The lift/drag ratio is independent of weight. An increase in weight needs a corresponding increase in total lift and, consequently, a greater lift and drag will result. The proportions remain exactly the same and the L/D ratio and glide angle thus remain unaltered.
Vref is?
1.3 Vso
V2min definition -
V2MIN may not be less than:
• ___VSR for 2 and 3 engine turboprops and all turbojets without provision for obtaining
a significant reduction in the one engine inoperative power-on stalling speed OR ___VSR
for turboprops with more than 3 engines and turbojets with provision for obtaining a
significant reduction in the one engine inoperative power-on stalling speed.
• ___VMC
3. ___ VS
4. ___VS for turbo-prop more than 3 engines
The minimum take-off safety speed, with the critical engine inoperative.
V2MIN may not be less than:
- 1.13VSR for 2 and 3 engine turboprops and all turbojets without provision for obtaining
a significant reduction in the one engine inoperative power-on stalling speed OR 1.08VSR
for turboprops with more than 3 engines and turbojets with provision for obtaining a
significant reduction in the one engine inoperative power-on stalling speed. - 1.1VMCA
- 1.2 VS
- 1.15VS for turbo-prop more than 3 engines
V2 should not be less than?
V2min
V2 must be __ faster than the Vso
V2 must be 20% faster than the stall speed
V2 must be __ higher than Vmca
V2 must be 10% higher than Vmca
Vr may not be less than ____ Vmcg
105% Vmcg
How is VMCA influenced by increasing pressure altitude?
A
VMCA decreases with increasing pressure altitude
Any engine failure on a multi-engine aircraft will result in a yaw toward the inoperative engine.
As Pressure Altitude increases, asymmetric thrust decreases. As thrust decreases, the operative engine requires less rudder authority to
maintain directional stability thus allowing the aircraft to maintain directional authority at lower indicated airspeeds.
Therefore, VMCA will decrease with an increase in Pressure Altitude.
VR may not be less than:
• __
• ___ VMC
• a speed such that __ may be attained before __ ft.
• a speed such that if the aeroplane is rotated at its maximum practicable rate the result will
be a VLOF of not less than 1.1VMU (all engines operating) or 1.05VMU (engine inoperative) [ if
the aeroplane is geometry limited or elevator power limited these margins are 1.08VMU (all
engines) and 1.04VMU (engine inoperative)]
VR may not be less than:
• V1
• 1.05VMCA
• a speed such that V2may be attained before 35 ft.
• a speed such that if the aeroplane is rotated at its maximum practicable rate the result will be a VLOF of not less than 1.1VMU (all engines operating) or 1.05VMU (engine inoperative) [ if the aeroplane is geometry limited or elevator power limited these margins are 1.08VMU (all engines) and 1.04VMU (engine inoperative)]
The aerodynamic ceiling is -
is the altitude at which the speeds for low speed buffet and for high speed buffet are the same
Handy rule of thumb for ROD:
Multiply your Groundspeed by 5 to get the approximate Rate of Descent
90 x 5 = 450fpm
LDR is the horizontal distance required to land and stop completely from a point -
50 ft above the landing surface
