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Aircraft Structures and Design 1Aero > Structures and Design Part 3 1Aero > Flashcards

Structures and Design Part 3 1Aero Flashcards

1
Q

Deployed from the wings to spoil the smooth airflow, reducing lift and increasing drag.

A

Spoilers

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2
Q
  • used for roll control, an advantage of which is the elimination of adverse yaw.
A

Roll Spoiler

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3
Q
  • allows the aircraft to descend without gaining speed
A

Speed Brake

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4
Q
  • destroying lift, they transfer weight to the wheels, improving braking effectiveness. Usually, all spoilers are deployed
A

Ground Spoiler

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5
Q

are used to relieve the pilot of the need to maintain constant pressure on the flight controls,

A

Trim Systems

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6
Q
  • Aerodynamically assist movement and position of the flight control surface to which they are attached.
A

Trim tab / Trim System

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7
Q
  • Typically .15 to .20 area of the rudder and elevator
A

Trim tab / Trim System

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8
Q

goes the opposite direction of the desired control movement.

A

Trim Tabs

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9
Q

If Trim Wheel is Backward then Trim Tabs are

A

Down

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10
Q

If Trim Wheel is Forward then Trim Tabs are

A

Up

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11
Q

aerodynamically assist in moving control surface
* It is coupled to the control surface rod so that when the primary control surface is moved in any direction, the tab automatically moves in the opposite direction

A

Balance Tabs

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12
Q
  • They look like trim tabs and are hinged in approximately the same places as trim tabs
A

Balance Tabs

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13
Q
  • Works same as Balance tabs that aerodynamically assist in moving control surface
  • Only difference is that they move on same direction as control surface
A

Anti-Servo Tab

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14
Q
  • This tab is bent in one direction or the other while on the ground to apply a trim force to the rudder.
A

Anti-Servo Tab

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15
Q
  • The correct displacement of this tab is determined by trial and error.
  • Usually, small adjustments are necessary until the aircraft no longer skids left or right during normal cruising flight.
A

Anti-Servo Tab

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16
Q

Rather than using a movable tab on the trailing edge of the elevator, some aircraft have an adjustable stabilizer.

A

Trimmable Horizontal Stabilizer

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17
Q

Stabilizer
* With this arrangement, linkages pivot the horizontal stabilizer about its rear spar.
* This is accomplished by use of a jackscrew mounted on the leading edge of the stabilator

A

Trimmable Horizontal Stabilizer

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18
Q
  • Angle of bank is too great for the rate of the turn
  • Too much aileron, too little rudder
A

Slipping Turn

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19
Q
  • rate of turn is too great for the bank angle
  • Too much Rudder, too little Aileron
A

Skidding Turn

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20
Q

many aircraft use electrically heated systems to prevent ice from obscuring the vision of the flight crew

A

Windows

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21
Q

are typically made of the 3 plies with conductive coating in between.

A

Cockpit windows

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22
Q

The purpose of the (Blank) is to pull the airplane through the Air.

A

Propeller

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23
Q

It does this by means of the thrust obtained by the action of the rotating blades on the air

A

Propeller

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24
Q

normally consist of two or more blades and central hub by which are attached to a shaft driven by the Engine

A

Propeller

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25
Q
  • the variation in airfoil shape and blade angle along the length of a propeller blade compensates for differences in rotational speed and allows for a more even distribution of thrust along the blade.
A

Blade Element Theory

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26
Q
  • as a propeller blade rotates at a fixed rpm, each blade- segment moves through the air at a different velocity. V = 2πr x rpm
A

Blade Element Theory

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27
Q

V = 2πr x rpm

A

Blade Element Theory - Velocity

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28
Q

mounted on the front of an engine and pull an aircraft through the air.

A

Tractor propeller

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29
Q

mounted on the aft end of an aircraft and push an airplane through the air.

A

Pusher propeller

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30
Q

Seven inches (for each airplane with nose wheel landing gear)

A

Ground clearance

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31
Q

Nine inches (for each airplane with tail wheel landing gear) between each propeller and the ground with the landing gear statically deflected and in the level takeoff, or taxiing attitude, whichever is most critical.

A

Ground clearance.

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32
Q

there must be positive clearance between the (blank) and the ground when in the level takeoff attitude with the critical tire(s) completely deflated and the corresponding landing gear strut bottomed.

A

Propeller

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33
Q

at least 18 inches between each propeller and the water,

A

Water clearance

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34
Q

At least one inch radial clearance between the blade tips and the airplane structure, plus any additional radial clearance necessary to prevent harmful vibration;

A

Structural clearance

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35
Q

At least one-half inch longitudinal clearance between the propeller blades or cuffs and stationary parts of the airplane; and

A

Structural clearance

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36
Q

Positive clearance between other rotating parts of the propeller or spinner and stationary parts of the airplane.

A

Structural clearance

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37
Q

refers to the distance a spiral threaded object moves forward in one revolution. As a wood Screw moves forward when turned in wood, same with the propeller move forward when turn in the air

A

Pitch

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38
Q
  • is theoretical distance a propeller would advance in one revolution.
  • tan-1 pitch angle 2r
A

Geometric pitch

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39
Q

is the actual distance a propeller advances in one revolution in the air. The (Blank) is always shorter than geometric pitch due to the air is a fluid and always slip.

A

Effective pitch

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40
Q

has the blade pitch, or blade angle, built into the propeller. The blade angle cannot be changed after the propeller built

A

fixed pitch propeller

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41
Q

installed on a light aircraft has a diameter between 67 and 76 inches and a pitch between 53 and 68 inches

A

fixed pitch propeller

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42
Q

aircraft manufacturers are normally designed blade pitch in inches at 75% radius

A

fixed pitch propeller

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43
Q

Types of Propellers:
to provide the best all around performance under normal circumstances.

A

Standard propeller

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44
Q

Types of Propellers:
a propeller with the lower blade angle provides the best performance for take-off and climb.

A

Climb propeller

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45
Q

Types of Propellers:
the low blade angle allows the engine to develop its maximum rpm at the slower airspeed associated with the climb out. However once the aircraft reaches its cruising altitude and begins to accelerate the, low blade angle becomes inefficient.

A

Climb propeller

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46
Q

Types of Propellers:
is designed to be efficient at cruising speed at high altitude flight, however because of the higher pitch, cruise propeller are very inefficient during take-off and climb out.

A

Cruise propeller

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47
Q

Types of Propellers:
operates as a fixed pitch propeller. The pitch or blade angle can be changed only when the propeller is not turning. This is done by loosening the clamping which hold the blades in place after the clamping mechanism which hold the blades in place.

A

Ground- adjustable propeller

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48
Q

Types of Propellers:
The pitch of the blades cannot be change in flight to meet variable flight requirements. Like the fixed-pitch propeller.

A

Ground- adjustable propeller

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49
Q

Types of Propellers:
is used on airplanes of low power, speed, range, or altitude.

A

Ground- adjustable propeller

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50
Q

Types of Propellers:
utilized either clamp rings or bolts to secure the hub valves and holds the blade tightly.

A

Ground- adjustable propeller

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51
Q

Types of Propellers:
* uses to balance between the aerodynamic twisting force to maintain a relatively constant speed for any given throttle setting

A

Automatic (Aeromatic ) propeller

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52
Q

Types of Propellers:
the forces were amplified by offsetting the blades from the hub with a pronounced lag angle to
* increase the effect of the centrifugal twisting force trying to move the blades into a low pitch, and by installing counter weights on the blade roots to help move the blades into the high pitch.

A

Automatic (Aeromatic ) propeller

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53
Q

Types of Propellers:
* other called variable pitch or controllable-pitch propeller

A

Constant-Speed propeller

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54
Q

Types of Propellers:
* the main advantage of (Blank) is that it converts a high percentage of the engines power into thrust over a wide range of rpm and airspeed combinations

A

Constant-Speed propeller

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55
Q

Types of Propellers:
* the primary reason why a (Blank) is more efficient than other propellers is because it allows the operator to select the most efficient engine rpm for the given conditions

A

Constant-Speed propeller

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56
Q

Effect of Propeller:
In airplanes with a single engine, the propeller rotates clockwise when viewed from the pilot’s seat. Torque can be understood most easily by remembering Newton’s third law of motion

A

Propeller torque effect

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57
Q

Effect of Propeller:
The clockwise action of a spinning propeller causes a torque reaction which tends to rotate the airplane counter-clockwise about its longitudinal axis.

A

Propeller torque effect

58
Q

Effect of Propeller:
Generally, aircraft have design adjustments which compensate for torque while in cruising flight. For example, some aircraft have aileron trim tabs which correct for the effects of torque at various power settings.

A

Propeller torque effect

59
Q

Effect of Propeller:
The turning propeller of an airplane also exhibits characteristics of a gyroscope – rigidity in space and precession. The characteristic that produces a left-turning tendencies is precession

A

Gyroscopic precession

60
Q

Effect of Propeller:
is the resultant reaction of an object when force is applied. The reaction to a force applied to a gyro acts 90° in the direction of rotation

A

Gyroscopic precession

61
Q

When a single-engine airplane is at high angle of attack, the descending blade of the propeller takes a greater “bite” of air than the ascending blade on the other side.

A

P-Factor / Asymmetrical Thrust

62
Q

The greater bite is caused by higher angle of attack for the descending blade, compared to the ascending blade.

A

P-Factor / Asymmetrical Thrust

63
Q

This creates the uneven, or asymmetrical thrust, which is known as (blank). (blank) makes an aircraft yaw about its vertical axis to the left.

A

P-Factor / Asymmetrical Thrust

64
Q
  • As the propeller rotates, it produces a backward flow of air, or slipstream, which wraps around the airplane.
A

Spiraling slipstream / Propwash

65
Q

This (Blank) causes a change in the airflow around the vertical stabilizer.

A

Spiraling slipstream / Propwash

66
Q
  • Due to the direction of the propeller rotation, the resultant slipstream strikes the left side of the vertical fin and causes a yaw to the left.
A

Spiraling slipstream / Propwash

67
Q

On propeller aircraft, there is a difference in the remaining yawing moments after failure of the left or the right (outboard) engine when all propellers rotate in the same direction due to the P-factor

A

Critical Engine

68
Q
  • Support the weight of the aircraft when it is on the ground
A

Landing Gear

69
Q
  • Absorb the impact loads during landing and taxi
A

Landing Gear

70
Q
  • Enable the aircraft to decelerate after landing and aborted take off
A

Landing Gear

71
Q
A
72
Q
  • Enable the aircraft to move and maneuver on the ground
A

Landing Gear

73
Q

Landing Gear Configuration:
▪ Employed by many sailplanes for its simplicity

A

Single Main

74
Q

Landing Gear Configuration:
* Flat attitude take-off and landing; aircraft must have high lift at low AOA (high AR with large camber and/or flaps)

A

Bicycle

75
Q

Landing Gear Configuration:
* Used by aircraft with narrow fuselage and wide wing span (e.g. B-47, U2)

A

Bicycle

76
Q

Landing Gear Configuration:
▪ More propeller ground clearance
▪ Less drag and weight

A

Conventional / Trail Dragger

77
Q

Landing Gear Configuration:
▪ Easier lift production due to attitude, hence initial AOA
▪ Inherently unstable (ground looping)

A

Conventional / Trail Dragger

78
Q

Landing Gear Configuration:
▪ Limited ground visibility from cockpit
▪ Inconvenient floor attitude

A

Conventional / Trail Dragger

79
Q

If the tail wheel is too close to the front wheels or the front wheels are close together in relation to span of the wing, the aircraft may

A

ground loop

80
Q

a phenomenon in which the airplane may pivot on one wheel, meanwhile dragging a wing tip along the ground

A

ground loop

81
Q

If brakes were immediately used upon level landing, the inertia of the airplane might be sufficient to

A

nose it over

82
Q

It is necessary to put the (Blank) farther forward for landing gear employing brakes than one without.

A

Wheels

83
Q

Landing Gear Configuration:
▪ Stable on the ground; can be landed with a large “crab angle” (nose not aligned with runway)

A

Tricycle

84
Q

Landing Gear Configuration:
▪ Improved forward ground visibility
▪ Flat cabin floor for passenger and cargo loading

A

Tricycle

85
Q

Landing Gear Configuration:
Many small, single engine light aircraft have (Blank) landing gear, as do a few light twins.
This means the gear is attached to the airframe and remains exposed to the slipstream as the aircraft is flown.

A

Fixed Landing Gear

86
Q

Landing Gear Configuration:
stow in fuselage or wing compartments while in flight.
Once in these wheel wells, gear are out of the slipstream and do not cause parasite drag.

A

Retractable Landing Gear

87
Q

Landing Gear Configuration:
Most (Blank) have a close fitting panel attached to them that fairs with the aircraft skin when the gear is fully retracted

A

Retractable Landing Gear

88
Q

Landing Gear Configuration: These Notes are for what configurations?
1. There must be positive means to keep the landing gear extended
2. There must be an emergency means for extending the landing gear
3. There must be a position indicator

A

Retractable Landing Gear

89
Q

Shock Absorbing and Non-Shock Absorbing Landing Gear:
do not actually absorb these shocks but rather accept the energy in some form of elastic medium and return it at a rate and time that the aircraft can accept.

A

Spring Steel and Composites

90
Q

Shock Absorbing and Non-Shock Absorbing Landing Gear:
transmit all the loads of landing touchdown directly to the airframe’s structure. Some of the shock is absorbed by the elasticity of the tires.

A

Rigid Gear

91
Q

Shock Absorbing and Non-Shock Absorbing Landing Gear:
Some aircraft use rubber doughnuts or as a bungee cord, which is a bundle of small strands of rubber encased in a loosely woven cloth tube to cushion the shock of landing. (Blank) accept both landing impact and taxi
shocks

A

Bungee Cord

92
Q

Shock Absorbing and Non-Shock Absorbing Landing Gear:
The most widely used shock absorber for aircraft is the air-oil shock absorber.

A

Shock struts /Oleo struts

93
Q

Shock Absorbing and Non-Shock Absorbing Landing Gear:
The cylinder of this strut is attached to the
aircraft structure, and a close fitting piston is free to move up and down inside the cylinder.

A

Shock struts /Oleo struts

94
Q

Braking System:
In general, small, light aircraft and aircraft without hydraulic systems use independent braking systems. An independent brake system is not connected in any way to the aircraft hydraulic system.

A

Independent Master Cylinder

95
Q

Braking System:
are used to develop the necessary hydraulic pressure to operate the brakes. This is similar to the brake system of an automobile.

A

Independent Master Cylinder

96
Q

In most brake actuating systems, the pilot pushes on the tops of the rudder pedals to apply the brakes.
A (Blank) for each brake is mechanically connected to the corresponding rudder pedal (i.e., right main brake to the right rudder pedal, left main brake to the left rudder pedal).

A

Independent Master Cylinder

97
Q

Braking System:
When the pedal is depressed, a piston inside a sealed fluid-filled chamber in the master cylinder forces hydraulic fluid through a line to the piston(s) in the brake assembly.

A

Independent Master Cylinder

98
Q

Braking System:
The brake piston(s) push the brake linings against the brake rotor to create the friction that slows the wheel rotation. Pressure is increased throughout the entire brake systems and against the rotor as the pedal is pushed harder.

A

Independent Master Cylinder

99
Q

Braking System:
In an independent braking system, the pressure applied to the brakes is only as great as the foot pressure applied to the top of the rudder pedal. Boosted brake actuating systems augment the force developed by the pilot with hydraulic system pressure when needed.

A

Boosted Brakes

100
Q

Braking System:
The boost is only during heavy braking. It results in greater pressure applied to the brakes than the pilot alone can provide. Boosted brakes are used on medium and larger aircraft that do not require a full power brake actuating system.

A

Boosted Brakes

101
Q

Braking System:
A (Blank) master cylinder for each brake is mechanically attached to the rudder pedals. However, the boosted brake master cylinder operates differently.

A

Boosted Brakes

102
Q

Braking System:
Large and high performance aircraft are equipped with (Blank) to slow, stop, and hold the aircraft.

A

Power Brakes

103
Q

Braking System:
(Blank) actuating systems use the aircraft hydraulic system as the source of power to apply the brakes.
The pilot presses on the top of the rudder pedal for braking as with the other actuating systems. The volume and pressure of hydraulic fluid required cannot be produced by a master cylinder.

A

Power Brakes

104
Q

Braking System:
Instead, a power brake control valve or brake metering valve receives the brake pedal input either directly or through linkages.

A

Power Brakes

105
Q

Braking System:
The valve meters hydraulic fluid to the corresponding brake assembly in direct relation to the pressure applied to the pedal.

A

Power Brakes

106
Q

is the tendency for the airplane to return to its previous attitude once disturbed.

A

Stability

107
Q

For an airplane, (Blank) means that if a gust of air or some other perturbation causes a change in its current state such as heading, it will experience a restoring force

A

Static Stability

108
Q

The aircraft has tendency to return to its original attitude after being influenced by gust of air or some other perturbation

A

Positive Static Stability (Stable)

109
Q

The aircraft has a tendency to maintain its current attitude after being influenced by gust of air or some other perturbation

A

Neutral Static Stability (Neutral)

110
Q

The aircraft will continue to change attitude after being influenced by gust of air or some other perturbation

A

Negative Static Stability (Unstable)

111
Q

is influenced by the position of the wing’s C.G. and C.P.. This stability affects the design of the horizontal stabilizers and elevator.

A

Longitudinal Stability

112
Q

C.G. is in front of the C.P. If a gust affects the wing, the C.G. will torque down to its original attitude

A

Positive Longitudinal Static Stability (Stable)

113
Q

The aircraft has a tendency to maintain its current attitude after being influenced by gust of air or some other perturbation

A

Neutral Longitudinal Static Stability (Neutral)

114
Q

C.G. is at the back of the C.P. If a gust affects the wing, the C.G. torque the wing backwards and increase angle of attack.

A

Negative Longitudinal Static Stability (Unstable)

115
Q

The following should be considered to take longitudinal stability in aircraft design:
* Distance of C.G to the

A

horizontal stabilizer

116
Q

The following should be considered to take longitudinal stability in aircraft design:
* Size of the
* Size of the

A

horizontal stabilizer and Elevator

117
Q

An airplane is said to possess (Blank) if after undergoing a disturbance that rolls it to some bank angle ø [Greek letter theta], it generates forces and moments that tend to reduce the bank angle and restore the equilibrium flight condition.

A

Lateral Stability

118
Q

The following affects lateral stability in an aircraft:
* Wing placement
* High wing –

A

Laterally Stable

119
Q

The following affects lateral stability in an aircraft:
* Wing placement
* Low wing –

A

Laterally destabilizing

120
Q

The following affects lateral stability in an aircraft:
* D***

A

Dihedral

121
Q

The following affects lateral stability in an aircraft:
* Wing

A

Sweep

122
Q

The vertical stabilizer also provides resistance to Roll.
Lateral stability also affects

A

Directional stability

123
Q

is the stability in the yaw axis, and gives rise to the vertical stabilizer.

A

Directional Stability

124
Q

The desire for (Blank) is to have the airplane always line itself with the wind.

A

Directional Stability

125
Q

So, if a gust temporarily perturbs the
direction the nose is pointed, the tail will have a nonzero angle of attack with the airflow. This causes a restoring force to
realign the tail with the direction of travel.

A

Directional Stability

126
Q
  • For single engine size is influenced by vertical height of forward fuselage and needed to counter propeller rotation effects and adverse yaw in a turn.
A

affects lateral stability

127
Q

For multi-engine the size of the (Blank) is dictated by the torque caused by the loss of one engine. The (Blank) should compensate the torque caused by net thrust being off center.

A

Tail

127
Q

deals with the tendency of the airplane when disturbed to return to its original flight attitude.

A

Static stability

128
Q

deals with how the motion caused by a disturbance changes with time.

A

Dynamic stability

129
Q

When the airplane pitched up, there was a restoring force (statically stable). The path oscillates through the original altitude and with the oscillations decreasing with time

A

Positive Dynamic Stability

130
Q

The airplane is statically stable because there is a restoring force. But the amplitude of the oscillations in this case does not decrease with time

A

Neutral Dynamic Stability

131
Q

Again the airplane is statically stable but the amplitude of the oscillations increases with time

A

Negative Dynamic Stability

132
Q

is a trade between kinetic and potential energy, that is, speed and altitude. It occurs at a constant angle of attack so as the speed increases, so does the lift.

A

Phugoid motion

133
Q

The extra lift causes the airplane to increase altitude. As it does, the airspeed falls off, decreasing lift, and thus eventually altitude.

A

Phugoid motion

134
Q

is a result of positive lateral stability with a weak directional stability.

A

Dutch roll

135
Q

Strong lateral stability begins to restore the aircraft to level flight. At the same time, somewhat weaker directional stability attempts to correct the sideslip by aligning the aircraft with the perceived relative wind.

A

Dutch roll

136
Q

Since directional stability is weaker than lateral stability for the particular aircraft, the restoring yaw motion lags significantly behind the restoring roll motion.

A

Dutch roll

137
Q

The aircraft passes through level flight as the yawing motion is continuing in the direction of the original roll. At that point, the sideslip is introduced in the opposite direction and the process is reversed.

A

Dutch roll

138
Q

is a result of positive directional stability with a weak lateral stability.

A

Spiral Divergence

139
Q
A

Aircraft Structures and Design 1Aero (10 decks)

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