Aerodynamics Chapter 3 Aerodynamics of Flight 2009 Aviation

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Aerodynamics Chapter 3 Aerodynamics of Flight © 2009 Aviation Supplies & Academics, Inc. All

Aerodynamics Chapter 3 Aerodynamics of Flight © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -1. Balance of forces and moments. © 2009 Aviation Supplies & Academics,

Figure 3 -1. Balance of forces and moments. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -2. Indicated airspeed varies inversely with angle of attack. © 2009 Aviation

Figure 3 -2. Indicated airspeed varies inversely with angle of attack. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -3. At a constant angle of attack, a lighter airplane must fly

Figure 3 -3. At a constant angle of attack, a lighter airplane must fly slower. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -4. Same power–lighter airplane has a lower angle of attack and flies

Figure 3 -4. Same power–lighter airplane has a lower angle of attack and flies faster. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -5. The thrust-required or drag curve. © 2009 Aviation Supplies & Academics,

Figure 3 -5. The thrust-required or drag curve. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -6. Both low speed and high speed require high thrust. © 2009

Figure 3 -6. Both low speed and high speed require high thrust. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -7. The power-required curve. © 2009 Aviation Supplies & Academics, Inc. All

Figure 3 -7. The power-required curve. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -8. Maximum level-flight speed. © 2009 Aviation Supplies & Academics, Inc. All

Figure 3 -8. Maximum level-flight speed. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -9. Graph of drag versus TAS. © 2009 Aviation Supplies & Academics,

Figure 3 -9. Graph of drag versus TAS. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -10. Graph of power versus TAS. © 2009 Aviation Supplies & Academics,

Figure 3 -10. Graph of power versus TAS. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -11. Speed stability. © 2009 Aviation Supplies & Academics, Inc. All Rights

Figure 3 -11. Speed stability. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -11. Same IAS (and lift) at a higher altitude means higher TAS.

Figure 3 -11. Same IAS (and lift) at a higher altitude means higher TAS. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -11. A zoom and a steady climb. © 2009 Aviation Supplies &

Figure 3 -11. A zoom and a steady climb. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -12. The four forces in equilibrium in a steady climb. © 2009

Figure 3 -12. The four forces in equilibrium in a steady climb. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -13. Maximum angle climb, maximum rate climb, cruise climb; use the one

Figure 3 -13. Maximum angle climb, maximum rate climb, cruise climb; use the one that suits the situation. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -14. Fly at the correct climb speed for best performance. © 2009

Figure 3 -14. Fly at the correct climb speed for best performance. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -15. Climb performance decreases with altitude. © 2009 Aviation Supplies & Academics,

Figure 3 -15. Climb performance decreases with altitude. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -16. A typical climb performance table. © 2009 Aviation Supplies & Academics,

Figure 3 -16. A typical climb performance table. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -17. Wind affects the flight path achieved over the ground. © 2009

Figure 3 -17. Wind affects the flight path achieved over the ground. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -20. “Thrust required” and “thrust available” versus TAS. © 2009 Aviation Supplies

Figure 3 -20. “Thrust required” and “thrust available” versus TAS. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -21. Climb gradient may be less with flaps extended. © 2009 Aviation

Figure 3 -21. Climb gradient may be less with flaps extended. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -22. “Power required” and “power available” versus TAS. © 2009 Aviation Supplies

Figure 3 -22. “Power required” and “power available” versus TAS. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -23. Flying the incorrect airspeed reduces excess thrust and angle of climb.

Figure 3 -23. Flying the incorrect airspeed reduces excess thrust and angle of climb. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -24. Flying the incorrect airspeed reduces excess power and rate of climb.

Figure 3 -24. Flying the incorrect airspeed reduces excess power and rate of climb. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -25. In a glide descent, a component of weight counteracts the drag.

Figure 3 -25. In a glide descent, a component of weight counteracts the drag. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -26. A smaller L/D ratio (increased drag) results in a steeper glide.

Figure 3 -26. A smaller L/D ratio (increased drag) results in a steeper glide. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -27. Angle of attack versus L/D ratio. © 2009 Aviation Supplies &

Figure 3 -27. Angle of attack versus L/D ratio. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -28. The flattest glide is achieved at the maximum L/D ratio. ©

Figure 3 -28. The flattest glide is achieved at the maximum L/D ratio. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -29. Steeper glide angle with flaps extended. © 2009 Aviation Supplies &

Figure 3 -29. Steeper glide angle with flaps extended. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -30. The best glide angle is the same at all weights (maximum

Figure 3 -30. The best glide angle is the same at all weights (maximum L/D) but the airspeed must be lower at lower weights. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -31. More ground is covered gliding with a tailwind and less with

Figure 3 -31. More ground is covered gliding with a tailwind and less with a headwind. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -32. “Air distance/altitude” is the same ratio as “lift/drag. ” © 2009

Figure 3 -32. “Air distance/altitude” is the same ratio as “lift/drag. ” © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -33. By banking, the tilted lift force has a horizontal component which

Figure 3 -33. By banking, the tilted lift force has a horizontal component which provides the centripetal force. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -34. The centripetal force pulls a body into a turn. © 2009

Figure 3 -34. The centripetal force pulls a body into a turn. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -35. The steeper the bank, the greater the lift force required from

Figure 3 -35. The steeper the bank, the greater the lift force required from the wings. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -36. The steeper the bank angle, the greater the g-forces. © 2009

Figure 3 -36. The steeper the bank angle, the greater the g-forces. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -37. Load factor versus bank angle. © 2009 Aviation Supplies & Academics,

Figure 3 -37. Load factor versus bank angle. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -38. A steep level turn requires increased lift. © 2009 Aviation Supplies

Figure 3 -38. A steep level turn requires increased lift. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -40. Percentage increase in stall speed versus bank angle. © 2009 Aviation

Figure 3 -40. Percentage increase in stall speed versus bank angle. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -41. A standard-rate turn requires a steeper bank angle at a higher

Figure 3 -41. A standard-rate turn requires a steeper bank angle at a higher airspeed. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -42. Turning performance is increased at low airspeeds. © 2009 Aviation Supplies

Figure 3 -42. Turning performance is increased at low airspeeds. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -43. Constant-radius turn. © 2009 Aviation Supplies & Academics, Inc. All Rights

Figure 3 -43. Constant-radius turn. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -44. A steeper bank angle at constant speed increases turn performance. ©

Figure 3 -44. A steeper bank angle at constant speed increases turn performance. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -45. An airfoil reaches its maximum lifting ability at the critical angle

Figure 3 -45. An airfoil reaches its maximum lifting ability at the critical angle of attack. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -46. Turbulent flow over the horizontal stabilizer. © 2009 Aviation Supplies &

Figure 3 -46. Turbulent flow over the horizontal stabilizer. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -47. The stall occurs at the same stall angle in all phases

Figure 3 -47. The stall occurs at the same stall angle in all phases of flight, but not necessarily at the same speed. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -48. Stall speed increases with load factor. © 2009 Aviation Supplies &

Figure 3 -48. Stall speed increases with load factor. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -49. Relationship between stall speed, load factor and bank angle. © 2009

Figure 3 -49. Relationship between stall speed, load factor and bank angle. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -50. Stall speed is a function of weight. © 2009 Aviation Supplies

Figure 3 -50. Stall speed is a function of weight. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -51. Slipstream can lower stall speed. © 2009 Aviation Supplies & Academics,

Figure 3 -51. Slipstream can lower stall speed. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -52. Examples of stall speeds in different situations. © 2009 Aviation Supplies

Figure 3 -52. Examples of stall speeds in different situations. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -53. Built-in washout causes the wingtip to stall later than the root.

Figure 3 -53. Built-in washout causes the wingtip to stall later than the root. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -54. The boundary layer over a flat surface. © 2009 Aviation Supplies

Figure 3 -54. The boundary layer over a flat surface. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -55. The boundary layer over the wing’s upper surface. © 2009 Aviation

Figure 3 -55. The boundary layer over the wing’s upper surface. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -56. The flight path in a spin. © 2009 Aviation Supplies &

Figure 3 -56. The flight path in a spin. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -57. The airplane in a stable spin to the left. © 2009

Figure 3 -57. The airplane in a stable spin to the left. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -58. Close to the stall, reduced lift and increased drag on a

Figure 3 -58. Close to the stall, reduced lift and increased drag on a dropping wing cause autorotation. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

Figure 3 -59. Lift and drag effects on a dropping wing. © 2009 Aviation

Figure 3 -59. Lift and drag effects on a dropping wing. © 2009 Aviation Supplies & Academics, Inc. All Rights Reserved. The Pilot’s Manual – Ground School

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