Last Updated on 4 years by teboo
081 08 01 00 Forces acting on an aeroplane
081 08 01 01 Straight, horizontal, steady flight
081 08 01 02 Straight, steady climb
(01) X Define ‘flight-path angle’ (γ). (02) Describe the relationship between pitch attitude, γ and α for zero-wind and zero-bank conditions. (03) X Describe the forces that act on an aeroplane in a straight, steady climb. (04) Name the forces parallel and perpendicular to the direction of flight. — Apply the formula relating to the parallel forces (T = D + W sin γ).— Apply the formula relating to the perpendicular forces (L = W cos γ).”][/expand] (05) Explain why thrust is greater than drag. (06) Explain why lift is less than weight. (07) Explain the formula (for small angles) that gives the relationship between γ, thrust, weight, and lift–drag ratio, and use this formula for simple calculations. (08) Explain how IAS, α, and γ change in a climb performed with constant vertical speed and constant thrust setting.
081 08 01 03 Straight, steady descent
(01) X Describe the forces that act on an aeroplane in a straight, steady descent. (02) Name the forces parallel and perpendicular to the direction of flight.— Apply the formula for forces parallel to the direction of flight (T = D – W sin γ).
— Apply the formula relating to the perpendicular forces (L = W cos γ). (03) Explain why lift is less than weight. (04) Explain why thrust is less than drag.
081 08 01 04 Straight, steady glide
(01) X Describe the forces that act on an aeroplane in a straight, steady glide. (02) Name the forces parallel and perpendicular to the direction of flight.— Apply the formula for forces parallel to the direction of
flight (D = W sin γ).
— Apply the formula for forces perpendicular to the direction of flight (L = W cos γ). (03) Describe the relationship between the glide gradient and the lift–drag ratio, and calculate glide range given:
— initial height;
— L–D ratio;
— glide speed and wind speed. (04) Explain the relationship between α, VMD and the best lift–drag ratio. (05) Explain the effect of wind component on glide angle, duration, and distance. (06) Explain the effect of mass change on glide angle, duration, and distance, given that the aeroplane remains at either the same airspeed or at VMD. (07) Explain the effect of configuration change on glide angle and duration. (08) Describe the relation between TAS, gradient of descent, and rate of descent. (09) Describe that the minimum rate of descent in the glide will be at VMP, and explain the relationship of this speed to the optimum speed for minimum glide angle. (10) Discuss when a pilot could elect to fly for minimum glide rate of descent or minimum glide angle, and why speed stability or headwinds/tailwinds may favour a speed that is faster or slower than the optimum airspeed in still air.
081 08 01 05 Steady, coordinated turn
(01) Describe the forces that act on an aeroplane in a steady, coordinated turn. (02) Resolve the forces that act horizontally and vertically during a V2 coordinated turn (tanφ = ). gR (03) Describe the difference between a coordinated and an uncoordinated turn, and describe how to correct an uncoordinated turn using turn and slip indicator or turn coordinator. (04) Explain why the angle of bank is independent of mass, and that it only depends on TAS and radius of turn. (05) Resolve the forces to show that for a given angle of bank the V2radius of turn is determined solely by airspeed (tanφ = ). gR (07) Explain the effects of bank angle on:
— load factor (LF = 1/cosφ );
— α;
— thrust;
— drag. (09) X Define ‘rate of turn’ and ‘rate-1 turn’. (10) Explain the influence of TAS on rate of turn at a given bank angle. (11) Calculate the load factor and stall speed in a turn given angle of bank and 1g stall speed. (12) Explain situations in which turn radius is relevant for safety, such as maximum speed limits on departure or arrival plates, or outbound speed categories on approach plates, and the implications/hazards of exceeding given speeds. (13) Describe the hazards of excessive use of rudder to tighten a turn in a swept-wing aeroplane.
081 08 02 00 Asymmetric thrust
081 08 02 01 Jet-engined and propeller-driven aeroplanes
081 08 02 02 Balanced moments about the normal axis
(01) Explain the yaw moments about the CG. (02) Explain the change to the yaw moment caused by the effect of air density on thrust. (03) Describe the changes to the yaw moment caused by engine distance from CG. (04) Describe the methods to achieve directional balance following engine loss.081 08 02 03 Forces parallel to the lateral axis
(01) Explain:— the force on the vertical fin;
— the fuselage side force due to sideslip (using wing-level method);
— the use of bank angle to tilt the lift vector (in wing-down method). (02) Explain why the required small bank angle is limited by:
— increased overall lift required, and increase in drag in banked attitude;
— fin stalling angle. (03) Explain the effect on fin α due to sideslip.
081 08 02 04 Influence of aeroplane mass
(01) Explain why controllability with one-engine-inoperative is a typical problem arising from the low speeds associated with low aeroplane mass.081 08 02 05 Intentionally left blank
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081 08 02 08 Minimum control speed (VMC)
081 08 02 09 Minimum control speed during approach and landing (VMCL)
(01) Define ‘VMCL’. (02) Describe how VMCL is determined. (03) Explain the influence of the CG location.081 08 02 10 Minimum control speed on the ground (VMCG)
(01) Define ‘VMCG’. (02) Describe how VMCG is determined. (03) Explain the influence of the CG location.081 08 02 11 Influence of density
(01) Describe the influence of density. (02) Explain why VMC, VMCL and VMCG reduce with an increase in altitude and temperature.081 08 03 00 Significant points on a polar curve
081 08 03 01 Identify and explain