Aerodynamics Chapter 3 Aerodynamics of Flight Figure 3

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Aerodynamics Chapter 3 Aerodynamics of Flight

Aerodynamics Chapter 3 Aerodynamics of Flight

Figure 3 -1. Balance of forces and moments. The Pilot's Manual: Ground School ©

Figure 3 -1. Balance of forces and moments. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -2. Indicated airspeed varies inversely with angle of attack. The Pilot's Manual:

Figure 3 -2. Indicated airspeed varies inversely with angle of attack. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

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. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

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. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -5. The thrust-required or drag curve. The Pilot's Manual: Ground School ©

Figure 3 -5. The thrust-required or drag curve. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -6. Both low speed and high speed require high thrust. The Pilot's

Figure 3 -6. Both low speed and high speed require high thrust. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -7. The power-required curve. The Pilot's Manual: Ground School © Aviation Supplies

Figure 3 -7. The power-required curve. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -8. Maximum level-flight speed. The Pilot's Manual: Ground School © Aviation Supplies

Figure 3 -8. Maximum level-flight speed. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -9. Graph of drag versus TAS. The Pilot's Manual: Ground School ©

Figure 3 -9. Graph of drag versus TAS. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -10. Graph of power versus TAS. The Pilot's Manual: Ground School ©

Figure 3 -10. Graph of power versus TAS. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -11. Speed stability. The Pilot's Manual: Ground School © Aviation Supplies &

Figure 3 -11. Speed stability. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -12. Same IAS (and lift) at a high altitude means higher TAS.

Figure 3 -12. Same IAS (and lift) at a high altitude means higher TAS. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -13. A zoom and a steady climb. The Pilot's Manual: Ground School

Figure 3 -13. A zoom and a steady climb. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -14. The four forces in equilibrium in a steady climb. The Pilot's

Figure 3 -14. The four forces in equilibrium in a steady climb. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -15. Maximum angle climb, maximum rate climb, cruise climb; use the one

Figure 3 -15. Maximum angle climb, maximum rate climb, cruise climb; use the one that suits the situation. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -16. Fly at the correct climb speed for best performance. The Pilot's

Figure 3 -16. Fly at the correct climb speed for best performance. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -17. Climb performance decreases with altitude. The Pilot's Manual: Ground School ©

Figure 3 -17. Climb performance decreases with altitude. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -18. A typical climb performance table. The Pilot's Manual: Ground School ©

Figure 3 -18. A typical climb performance table. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -19. Wind affects the flight path achieved over the ground. The Pilot's

Figure 3 -19. Wind affects the flight path achieved over the ground. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -20. “Thrust required” and “thrust available” versus TAS. The Pilot's Manual: Ground

Figure 3 -20. “Thrust required” and “thrust available” versus TAS. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -21. Climb gradient may be less with flaps extended. The Pilot's Manual:

Figure 3 -21. Climb gradient may be less with flaps extended. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -22. “Power required” and “power available” versus TAS. The Pilot's Manual: Ground

Figure 3 -22. “Power required” and “power available” versus TAS. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

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. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

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. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

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. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

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. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -27. Angle of attack versus L/D ratio. The Pilot's Manual: Ground School

Figure 3 -27. Angle of attack versus L/D ratio. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

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

Figure 3 -28. The flattest glide is achieved at the maximum L/D ratio. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -29. Steeper glide angle with flaps extended. The Pilot's Manual: Ground School

Figure 3 -29. Steeper glide angle with flaps extended. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

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. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

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. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -32. “Air distance/altitude” is the same ratio as “lift/drag” The Pilot's Manual:

Figure 3 -32. “Air distance/altitude” is the same ratio as “lift/drag” The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

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. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -34. The centripetal force pulls a body into a turn. The Pilot's

Figure 3 -34. The centripetal force pulls a body into a turn. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

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. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -36. The steeper the bank angle, the greater the g-forces. The Pilot's

Figure 3 -36. The steeper the bank angle, the greater the g-forces. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -37. Load factor versus bank angle. The Pilot's Manual: Ground School ©

Figure 3 -37. Load factor versus bank angle. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -38. A steep level turn requires increased lift. The Pilot's Manual: Ground

Figure 3 -38. A steep level turn requires increased lift. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -39. Percentage increase in stall speed versus bank angle. The Pilot's Manual:

Figure 3 -39. Percentage increase in stall speed versus bank angle. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -40. A standard-rate turn requires a steeper bank angle at a higher

Figure 3 -40. A standard-rate turn requires a steeper bank angle at a higher airspeed. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -41. Turning performance is increased at low airspeeds. The Pilot's Manual: Ground

Figure 3 -41. Turning performance is increased at low airspeeds. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -42. Constant-radius turn. The Pilot's Manual: Ground School © Aviation Supplies &

Figure 3 -42. Constant-radius turn. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -43. A steeper bank angle at constant speed increases turn performance. The

Figure 3 -43. A steeper bank angle at constant speed increases turn performance. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -44. An airfoil reaches its maximum lifting ability at the critical angle

Figure 3 -44. An airfoil reaches its maximum lifting ability at the critical angle of attack. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -45. Turbulent flow over the horizontal stabilizer. The Pilot's Manual: Ground School

Figure 3 -45. Turbulent flow over the horizontal stabilizer. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -46. The stall occurs at the same stall angle in all phases

Figure 3 -46. The stall occurs at the same stall angle in all phases of flight, but not necessarily at the same speed. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -47. Stall speed increases with load factor. The Pilot's Manual: Ground School

Figure 3 -47. Stall speed increases with load factor. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -48. Relationship between stall speed, load factor and bank angle. The Pilot's

Figure 3 -48. Relationship between stall speed, load factor and bank angle. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -49. Stall speed is a function of weight. The Pilot's Manual: Ground

Figure 3 -49. Stall speed is a function of weight. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -50. Slipstream can lower stall speed. The Pilot's Manual: Ground School ©

Figure 3 -50. Slipstream can lower stall speed. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -51. Examples of stall speeds in different situations. The Pilot's Manual: Ground

Figure 3 -51. Examples of stall speeds in different situations. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -52. Built-in washout causes the wingtip to stall later than the root.

Figure 3 -52. Built-in washout causes the wingtip to stall later than the root. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -53. The boundary layer over a flat surface. The Pilot's Manual: Ground

Figure 3 -53. The boundary layer over a flat surface. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -54. The boundary layer over the wing’s upper surface. The Pilot's Manual:

Figure 3 -54. The boundary layer over the wing’s upper surface. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -55. The flight path in a spin. The Pilot's Manual: Ground School

Figure 3 -55. The flight path in a spin. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -56. The airplane in a stable spin to the left. The Pilot's

Figure 3 -56. The airplane in a stable spin to the left. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -57. Close to the stall, reduced lift and increased drag on a

Figure 3 -57. Close to the stall, reduced lift and increased drag on a dropping wing cause autorotaion. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

Figure 3 -58. Lift and drag effects on a dropping wing. The Pilot's Manual:

Figure 3 -58. Lift and drag effects on a dropping wing. The Pilot's Manual: Ground School © Aviation Supplies & Academics, Inc. All rights reserved.

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