Atg Some Ref Notes From Somewhere

8/18/2019 Atg Some Ref Notes From Somewhere

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1. Download the original attachment2. ATG

3. Newton 1 – every body continues, rest/motion till extra force acts on it

4. Newton 2 – unbalanced force, accel,, F=ma5. Newton – every action, o!! n e"ual reaction

6. #ower= F$%& 'or(= F$)& momentum *$%&

7. +hord line= )traight line from - to .-

8. +amber= *ean e"uidistant from to! bottom

9. 0o0= +hord line 0F, 0o0 stay same on turn, 0F changes

10. 0ngle of incidence riggers angle3 = +hord n long axis of 0/+

11. 0s!ect ratio= )!an/+hord & )!an2/0rea 4)!an – ti! to ti!5

12.+entre of #ressure total resultant/all forces3 – acts on chord but de!endson camber

13. lift = 678 to 0F or flight !ath, drag !arallel

14.+o# doesn9t move on a symmetrical wing at subsonic:

15.;0o0 +o# move forward till +rit 0o0 4moves 275

16. 0ir 0ccel on to! more then bottom?? @ #ress

17.enoldsA = siBe of 0/+, Density, %iscosity, )!eed

18..hic(ness/+hord ratio= #os of max thic( as ?? Ci s!eed further bac(*ax .hic(

19.=+l?E?!?%2?)4area5 can only control +l

20.Flow steady streamline classical linear4wing5 unsteady 4.urb5

21.ift = -"uation of continuity> what goes in comes out? 0ir mass flow const 04area5?%4vel5 %enturi

22.Gernoulli9s> under 77(ts, energies is const?? static4u!5 H dynamic!ressure4dn5I3= const

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23.+hec( !ressure on manometer

24.)tagnation #oints - .- C# then reduce #ressure to a >free streamon bottom then H

25.Jn small 0o0> lift from !ressure diff, Ci 0o0 from downwash26.)tall big loss of lift on to! of wing from low !ressure, life comes from

bottom HC#

27.; in 0o0 – +# moves to .- then moves bac( at the stall, )# movesforward, thic( boundary

28.+= 0o0, sha!e, condition, enolds, *ach,

29.;+amber with fla!3 ;+l *ax, +rit 0ngle @?? !roduce lift at >8

30.onger wing s!an/ hi as!ect ratio @ vortex, @ downwash,, downwashchanges 0o0

31.-ffective 0F for +l section,, ;+l in hi as!ect ratio, +l @ in swee!bac(

32.enolds> for scaling in wind tunnel = !?%? 4mean chord5 / %iscosity

33.Gest /D atio – iggers angle >K8 best life for drag?? for tailwheel >1L8landing atti3

34.Drag> MD – surfaceviscosity/ change of %el, .#, 0dverse #ressuregradient3,

35. form 4.#, 0dverse #ressure radient, )treamlining5, interference atfairingsroot of wing33

36.MD varies at s"uare of -0)2

37.DD> Onduced Drag from downwash vortex3

38. 0dverse #ressure gradient #C#3 – .ransition #oint on thic(est !art ofwing #3 lowest?

39..rans !oint from laminar to turb Form drag3

40.Goundary layer , air affected by wing3 determines +l *ax, stall, formdrag, hi s!eed 663


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60.Drag= +d?E?!?%2?) +d affected by thic(ness to +hord ratio +amber ,, so!ut camber at K7

61.+ambered has low drag buc(et with higher +l then symmetrical

62.)talling?? by boundary layer se!aration > adverse !ressure gradient lowenergy3

63.- )e!? when - .- )e! !oint meet:? )tall??

64. 0dverse !ressure gradient> reversed flow, turb

65.)e! !oint move forward with ;0o0

66. 0t stall?? flow on to! is bro(en down, life comes from bottom + @

67. 0lways stall at same angle of attac( same wing?? stall will !itch to landinggear if inverted

68.Guffet caused by se!arated flow onto tail?? more fla!s, @ buffet diff wingwit fla!3

69. Of stall at root, will buffet, also need ailerons? )traight ect wingPfrom rootto ti!, !revent wing dro!

70..a!ered wing has lower enolds A>> ti! stall:

71.+an use washout, root s!oilers, change camber to ti!72.)tee! dive, Ci 0o0 – buffet, in vert flight> lift=7

73.'eight? oad factor

74.%s= %b $ Qw2/w13& %s= %b $ Qn& n=1/cosR

75. 0lso affected by !ower , config, icing/turb – surface roughness

76.#ower>on stall,, thrust hel! lift, sli!stream also hel! @ 0F3

77. 0uto rotation – increase on 0o0 on down wingstalled already3, decrease 0o0 on u! wing

78.Dam!ing in roll is reversed?? roll/yaw toward drag/down wing?? can s!in atne s!eed/ atti

79.Sse sec effect of Taw>oll: yaw gyro is stronger


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80.Sse rudder for s!in to sto! the gyro, !ower is !ro s!in

81.'ing !lanforms )!an2/0rea& )!an/+hord ta!er ratio ti! chord/root chord

82.Ci ta!er stall from centre, swee! !ointed wing stall at ti!, elli!tical stall

centre, rectangle from root

83.)wee!bac( for hi s!eed delay shoc(/drag low3 stability, but have @ +lso has more 0o0 gives more induced drag?? +l reduced with +os of swee!

84.)!anwise flow towards ti!s coB of adverse !ressure gradient: air !ools at ti!s can stall

85.Goundary layer fencesPsto! s!anwise, - slots, suction, blowing, vortexgen ma(e turb3

86.educes the effect of fla!, aileron,

87..- Fla!s – new wing, ;+l, ;+amber, fly slower, stee!er a!!roach, @rwy, @ crit 0o0,

88. Onitial !itch u! then !itch down:

89.- Fla!s – nose higher , ;stalling angle

90.'ing stall at same 0o0 but with fla!, chord line changes: ;+l but ;more +d D03

91.)lat ; stall angle, re>energies to !enetrate further against 0dverse#ressure radient

92.elieves ti! stalling, ;+l, ; (inetic e> in layer

93.-0)2 – with control effectiveness?? -0) is half , control deflection xK

94.Galance, ma(e it easier

95. Onset ;*oment, change hinge, can be over balanced if +# of control

move ahead of hinge96.Corn Galance is ahead of hinge, stic(s out

97. Onternal Galance Onside, has !ressure diff with bea(

98.*ass Galance is for %ibrations


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99.+ontrol harmony 12K 0ileron -levator udder wea(est to strongest3

100. 0ilerons ;in lift on down going wing, @ lift in u! going wing dam!ing in oll

101. .he greater the ate of oll, the more the dam!ing102. 'ith )!eed Dam!ing ; linearly with ;%el, oll rate ; with

s"uare of ;%el so roll more with )!eed

103. 'ith 0lt .0) ; dam!ing @ with 0lt so roll more with alt

104. -levators udders Dis!lacement +ontrol

105. 0dverse 0ileron Taw, due to drag, low s!eed, 4'C-N *J%ON 0O-JN5

106. +an have diff ailerons u! go far, dn go @3, frise Digs in/Corn3, canalso cou!le rudders to aileron?

107. 0nd use s!oilers when turning also dum!s lift, not have drag: canuse it as ailerons

108. udder for sto!!ing yaw, dam!ing in yaw by vert stabiliser

109. .rim .abs reduce !ressure, move o!! to control, Free servo isconnected to servo system

110. Galance tab move automatically, eared tabs set to ratio,

111. )ervo tab, actually moves tab instead of control service directly??uses s!ring tab

112. )!ring .ab – is in servo, feels s!ongy, needs to be loc(ed when!ar(ed?

113. )!ring Gias trimmers> can loosen/tighten s!ring??

114. 0/+ has bigger ift/weightnose dn3 cou!le then thrust/Dragnoseu!3

115. ongitudinal dihedral Uust means it has a tail!lane?? tail!lane forresidual !itching

116. .ail!lane has big moment half incidence then main!lane


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117. 'ing loading is @ at slow s!eed hi 0o0, thrust hel!s lift

118. Ci alt *ore !ower e"? @ avail !iston3, if there9s !ower avail can climb or accel

119. 'hen at best /D ration K8/ riggers3 reduces weight, can reducelift, so reduce -0)

120. -0) at 0o0 is !ro!ortional to Qall u! weight,, -0) 0o0 noaffected by 0lt

121. On +limb, climb on excess !ower available: with hi nose .=DH'sinR, = 'cosR

122. On established climb, 0/+ in e"uilibrium?? can climb in Boom (ine e3

123. Gest 0ngle of +limb %x= where .>D is greatest, v low s!eed,124. with w/v not affected in f!m, but loo(s li(e it will by the ND

125. %x in Vet is %imd:? On !iston is lower, near %imd:

126. %imd ; with alt coB of .0) not -0) which is the same3

127. Gest J+ %y= -xcess Corse!ower $777/ 'eight?? !ower e"vs #ower 0vail3 best at *)

128. )ervice ceiling – can climb at 177f!m or


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136. .urning not in e"uilibrium:? ;adius @ ate?? CoriB !art of liftacts to turn centri!etal3 > )in

137. = %2/ tanR 0oG&&& %a – *anoeuvre s!eed, safe to be stall in limits change with weight li(e %s

138. %a = %s $ 1?W&& cosR = '& adius inde!endent of '

139. *in adius *ax rate turn both need wing loading @ 0irDense at *)

140. *in adius is !roduct of +l x 0oG not max 0oG or max +l3 Fla! @min radius???

141. *ax ate turn is !roduct of +l x 0oG x %el +l, 0oG %el may notbe max3 is tan from min radius3

142. 0ltcom!ress *a(es @ +l3 ma(es ; min radius, @ rate of turn

143. %so )tall !ower off, in landing config, with fla!s

144. %s1 )tall !ower off, no fla!s

145. %fe %fo fla! extended o!erating

146. %no nml o!erating max in turb air3 based on %a

147. )tability – Dynamic with time3 static straight away3148. ateral axis !itching3 longitudinal stability

149. )table config when + is first then +o# forward engines of 0K73

150. .ail!lane bigger moment more better more stable

151. .ail volume = tail!lane area x moment arm

152. 'hen dnwash is ; on main!lane -ffective 0o0 of tail is @,, @

stab153. *ove + bac( @ stab, Forward ;stab, can get to stable to

manoeuvre

154. Neutrally stable, aft +, no restoring moment, made to be v farfrom + limit


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155. 0o0 where 0/+ in e"uilibrium is – .rim !oint long dihedral3

156. 'ith no trim stic( free @ )tab

157. *anoeuvring )tab with diff load factors, greater the long stab,

has manoeuvring !oint li(e neutral !oint, has bigger manoeuvring marginthen + margin?? @ manoeuvring stab with 0lt .0)3

158. Dynamic stab with time, die away #hugoid !ilot can control,large variations but not in 9s

159. )hort !eriod oscillation large change in oad factor, small var inheight s!eed

160. ongitudinal axis roll3 lateral stability

161. Dam!ing in roll ; 0o0 on dn wing, @ 0o0 on u! wing?? gives 0/+neutral stab

162. 0lso sidesli!s yaws3 n rolls tilts lift vector3?? sidesli! !rovides roll torestore dynamic stab

163. Dihedral means anything good3 eading low wing Ci 0o0 ;+l

i? .railing Ci wing lo 0o0 @ +l

164. )wee!bac( cos3 eading lo have @ swee! ; +l: ;178swee! 18 dihedral

165. )wee!bac( when disturbed is li(e ; as!ect ratio?? ;ratio ;stab

166. )mall effect of ta!er ; ta!er ratio ;)tab

167. For low s!eed hi 0o03 Need anhedral on swee!bac(

168. )hielding from fuselage ;stab

169. Ci wing to much stab: need anhedral S!wash on u!stream is bout 1>8 dihedral

170. o wing is – stab?? need dihedral downwash on u!stream the 0o0 of the leading/ low wing will be @ 0o0 of trailing hi wing unstable1>8 anhedral3


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171. Of XdragY line is below the + unstable,, hi wing t>tail ma(esstab

172. #ro! sli!stream and worse with fla!s is unstable Fla!s are halfs!an, ma(e moment @3

173. )!iral motion ban( yaw, can control – !hugoid

174. Dutch roll – roll, yaw, sidesli! too stable, large aileron for rudder s!in, big !rob in stab

175. Dutch oscillatory3 more serious on swee!bac(?,? when yawingright left wing coB more lift yaws right, but also has more drag yawsto left Dutch roll, must reduce lat stab with anhedral

176. at stab decided by roll dihedral effect3 yaw weathercoc( stab3??

should have neutral lat stab

177. 'eathercoc(/ directional stab to much leads to )!iral instability

178. at stab/ dihedral to much leads to Dutch roll,, counter withaileron called yaw dam!ing3

179. Directional )tab vert stab +# behind +,, fuselage hasunstable for direction stab

180. On sidesli! can stall so ; swee!bac(, or use low as!ect ratio:

big moment more stab

181. )!iral instability strong to overcome, caused by fuselage fin,ma(es it unstable more the any dihedral effect ; 0oG by yaw,, canenter diving turn, but ha!!ens slowly

182. +an reduce the fin area @ directional stab yaw into sidesli! small lift in hi wing

183. )tructural rigidity, torsion>twist, flexural>bend can use morestructure for them, flutter inertia

184. .orsional axis – will always twist around it, neva on it, can still bend

185. .orsional flexural flutter – flex twist wing under aerodynamicloads, ;lift ; bending need 2b stiff


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186. .orsional aileron flutter > loads caused by ;aileron on hinge, ma(e;lift ;bending needs mass balancing, so + is ahead of hinge or toma(e aileron irreversible

187. Flexural 0ileron flutter – caused by aileron movement lagging the

wing as it flexes – needs mass balance, es! close to wing ti! smallerweight

188. Don9t need mass balancing on fly by wire with no manual reversion

189. 0ileron reversal de!ends on 0o0 excessive .orsional of wing ins!in

190. Prop theory

191. Celix angle between 0F #lane of rotation

192. Glade/!itch angle between chord of blade horiBontal !lanewhen 0/+ is stationary3

193. Glade/ #itch angle = Celix angle H 0o0

194. +reate .hrust lift3 .or"ue drag3 / rotational drag o!!oses engine

195. eometric distance of blade in 1ev at 78 0o0,, measure at Z 196. -x!erimental !itch Mero .hrust 78 0o0 with certain to fast

same as geometric !itch 7 sli!

197. -ffective !itch distance it actually covers 4sli! is difference 0o0and necessary for thrust5

198. No sli! no thrust

199. Glade s!eed ; towards ti! 0ngle of incidence is large at

rootboss3 ma(es 0o0 same thru blade

200. o s!eed Ci 0o0 Celix angle @ not efficient can stall blade thrust large, but s!eed low

201. Ci s!eed lo 0o0 Celix angle ; not efficient @ thrust

202. *ax thrust/ *in .or"ue /D ratio small helix angle


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203. #ower from = F$% or thrust$ .0),, !ower must overcome rotationaldrag tor"ue$rotational %el3

204. #ower by engine is bh! bra(e horse!ower/ )C# shaft horse!ower

205. #ro! efficiency = .hrust$.0)/ tor"ue$2>no of !ro!s3 J .hrusthorse!ower/Gra(e horse!ower

206. +)S / #+S fine !itch for ta(e off/ climb,,, course !itch for cruise

207. 'ind milling/ Fine causing drag

208. Feathering v course

209. Gra(ing or reverse thrust after fine sto! tor"ue drives engine

tor"ue in direction of rotation210. +om!ressibility @ thrust ;drag

211. ood to ; solidity !art of !ro! that9s solid3 Ablades$ chord atradius3/ circumference at radius3

212. Normally = 7?W $ ti! radius

213. ow as!ect ratio !addle !ro! !ower absor!tion shorter !ro!for landing

214. )wing on ta(e off

215. .or"ue reaction acts to left

216. )li!stream acts to left most at slow s!eed3

217. yrosco!ic reaction when levelling for ta(e off on tail dragger3 acts to left

218. 0symmetric blade effect with nose u! attitude on tail dragger3

dn blade ;+l more 0o0 eft

219. -ndurance @ fuel consum!tion )F+ least !ower re"uired notlowest s!eed3

220. *ax at *) for !istons 1?2 $%s for F 0/+: 1?$ %s for twins


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221. [ee! turns shallow w/v has no effect but turb ma(es @endurance

222. 'ith +)S using lowest smooth #*

223. For Vet min thrust and min drag const with alt s!eed is @ withalt for mach but ; for handling

224. For Uet must go as hi as !ossible hi .0)3 but its not so bad at*)

225. ange /D ratio efficiency )F+ tan line for !ower re" best at \777ft

226. F 0/+ 1?monoco"ue s(in H long stringers, vert bul(heads, brace for

+essna

238. )!ar attaches wing ribs in sha!e of wing 0/+ !arts, s(inriveted to stringerss!anwise3


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273. )himmy dam!ers for vibes: or can use two tires?? thread on tire for a"ua!laning?? chine> thro C27

274. J2 systems regulator,, ex!lode to hot never use grease/oil onJ2 has no moisture

275. +abin !ressure H3 !ressure diff more J2 goes in @ comeout,, regulated by outflow valve

276. 0ir con heat exchanger reduce tem! from com!ression inengine, gas!er/louver fans

277. #ressure vessel the tube the !ax is in: vacuum release valve for >3 !ressure

278. Dum! valve for !arachute landing for door to o!en

279. #ressure diff W!si can be maintained between cabin n ambient

280. 0* air !ressure system is li(e a +hero(ee

281. Gootstra!/-ngine bleed from last stage C#3 of com!ressor in Uetor 0#S is 2778 !rimary heat exchanger then is com!ressed again sec heat exchanger ex!anded thru turbine that drives it

282. Ssing 77f!m is best,, 1\8>2K8c, 1lb E in fail3 air / !erson / min,,thermal inertia to hot to cold

283. Glower has excess air with hi engine #* lo 0lt use s!illvalves, %enturi out valve can cho(e

284. +om!ressor system doesn use bleed air, but from accessorydrive

285. -ngine bleed valves always ta(e same amount of air from engine dum! the rest

286. Sse Freon as refrigerant, absorbed in eva!oration, heat released in

condenser Freon li"uid287. 0nti>ice boot inflate at set timing on !ro! fluid by slingers3, use

alcohol or glycol

288. .i! of !ro! has centrifuge.hrown off3: #itot heat all the time??inertial se! ice vanes3


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306. %olumetric efficiency – weight after induction with no inertia ininta(e com!ared to it without inertia

307. Onta(e o!en 278 bK .D+, closes K78>L78 after GD+ J!en for 2L7827H1\7HL73

308. Ognites bK .D+ by 2


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322. .hrottle by butterfly valve, main Uet s!rays

323. Diffuser in %enturi holes in sides, holes get covered by throttleo!en, maintain ratio, hel!s atomiBe

324. 0ccelerator !um! for full throttle res!onse !revent wea( mix325. )low running/idle Vet !rovides rich for idle

326. Needle ty!e mix control between main Uet fuel chamber

327. +arb icing >1


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340. Om!ulse turbine !ressure change in )tatorN% – noBBle guidevanes3

341. eaction turbine !ressure change in otor , first reaction thenim!ulse

342. -xhaust is divergent then convergent at exit noBBle

343. Snder ex!ansion C# outside engine that9s downstream, e^ loose

344. +an use convergent @ *ach1 ;%el3 –divergent;mach 1 ;%el4is o!! at *ach53 duct at end

345. O.. inter turbine tx: between C# # turbines

346. N s!eed at gas gen – C# turbine com!ressor in turbo!ro! with

free s!ool347. NF s!eed of free turbine in turbo!ro!

348. N1 s!eed of # com!ressor

349. N2 s!eed of C# com!ressor

350. .O. turbine inlet tx at turbine stage

351. For startu!, must rotate first then fuel then light,,, throttle is the #

coc(352. Cot start to much fuel tx hi after start fuel off, ign off,, start

with air from 0#S/#S or engine

353. Of engine fail, descend for hi #* – 7777#*

354. .urboF0N @ )F+, @ !ower/weight, @ noise, more air, #turbine drives fan

355. Fixed s!ool out!ut shaft is connected to turbine com!ressor

356. Jnly need two burners in cans for igniting,,, feathered on shutdown

357. +om!ressor stall a few stages stall3 idle !ower restore airdescend3 Oce_ restore !ower

358. +om!ressor surgeall stall3 by !ressure build u!, s!eed to low+om!ressor cho(es s!eed to hi


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22/34

379. everted rubber when loc(ed, s(ids melt tire 778, causewhite mar(s, bad bra(es – hi s!eed

380. %iscous on any wetfilm/lube/sli! of C2J3 rwy med>hi s!eed, rwyshould be course to brea( C2J

381. Dynamic tire s(ies on C2J hi s!eed dee!?2


23/34

396. #ur!ose of dual ignition safer im!roved fuel burn

397. Glown fuse fuse wire will melt, re!lace with fuse with lower rating

398. Galance tab reduce control load moves in o!! direction

399. )talling angle 0o0 where mar(ed reduction in +l due tobrea(down of airflow on the to! of wing

400. ift decreases with 0lt @ density = !

401. +hord line straight line from - to .-

402. eset !o!!ed circuit brea(er once

403. +arb heat decrease in #* or manifold !ressure3

404. ectifier converts 0+ to D+

405. +arb icing at %enturi venturi creates # above fuel noBBle

406. Greather !i!e relieves !ressure

407. .urbine engine life affected by blade cree! hi .x3 stretches, canhave @ ti! clearance

408. +a!acity of battery am!s/ hours

409. 0/+ electricity for magnetos by self contained magnetos

410. ift formula %2 = .0), lift = E? +l? !? %2? )

411. Free servo control function control column connected to tab

412. #ur!ose of +)S blade can have any angle

413. #ro!eller efficiency ratio of thrust!ro!3 horse!ower tobra(eengine3 horse!ower

414. Drag ; in turn induced drag3

415. Galance tab tab moves in o!! direction @ load

416. Onduced drag at hi 0o0 slow s!eeds

417. Ci wing loading ; in stall s!eed


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418. at stability hi wings above the + are !art of the (eelsurfaces, return to level !endulum effect

419. oad factor ratio of lift force com!ared to weight

420. +antilever wings without external struts421. )!iral instability directionally stable, but lat unstable effect is roll

then yaw, Dives uncontrollable

422. *ax glide distance weight if weight ; s!eed ;, greaterJD, reach gnd sooner, but same range

423. eometric !itch large near boss root3 @ at ti!,, has same 0o0over whole blade

424. Fixed !itch !ro! efficient only at one .0) #*425. Glue smo(e from exhaust oil burning

426. )!lit fla!s ; camber, more drag then !lain fla!s, nose down!itching moment

427. O0) remains the same with ; 0lt

428. %le max landing gear extended

429. #iston engine hydraulicing caused by oil leading into combustionchambers when !ar(ed

430. )ome 0/+ cran(shafts may be overstressed with ra!id o!ening closing of throttle

431. Onduced drag is @ with hi s!eed

432. -ffect when gear is lowered drag line lowered, shortens arms wea(en nose u! !itch down

433. 0ccumulators acts as shoc( absorber, stores fluid foremergency , dam!ens fluctuations

434. -lectric fire use class + extinguisher, normally burning smell fromelectrics

435. #itot heat !revents ice


25/34

436. #iston ty!e hydraulic !um! 777!si,, !um! must not over!ressure

437. anding on wet rwy ma(e firm touchdown max bra(ing nosedown 0)0#

438. -mergency reverse of hydraulic fluid by stand !i!e reservoir3

439. .yres heat slow s!eed – low !ressure

440. '0. limit weight, 0lt, .x3 critical at 2nd !art of climb

441. 0ileron reversal wing twist around .orsional axis, hi s!eed cancause reversal

442. 0"ua!laning worse at start of landing run

443. ear lowered + moves in direction of gear

444. On magneto9s with eft selected right gets earthed3

445. +0o0 crit 0o0 where +l is max, not all life is lost at +l max

446. Ceavy carbon de!osit on s!ar( !lug by over rich mixture or oil_

447. +arb !ressure when closing throttle decreases

448. .a!er ratio ratio of ti! chord to root chord449. *ax glide distance if distance max, angle is min

450. Oncreasing !ower with variable !itch !ro! *ixture then #* thenthrottle

451. Fuel with low octane cause detonation

452. + +# +# change with 0o0, + change with fuel usage

453. 'a(e turbulence strongest at heavy 0/+ with fla!s u!454. and beyond a heavy 0/+ touchdown !oint

455. and before heavy 0/+ rotation !oint

456. .a(e off after heavy 0/+, ta(e off beyond heavy9s landing !oint


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457. +abin !ressure controlled by outflow valve

458. Cydro!laning avoidance de!loy s!oilers

459. 0mmeter reading Mero no charge Bero current flow

460. 0mmeter H3 current is chargin??

461. 0mmeter >3 battery is discharging

462. Of detonation is sus!ected with fixed !itch reduce throttle

463. Frise ailerons u! going aileron has more drag

464. Differential movement u! moves more then down aileron

465. ead acid charge state !lates as freely, Ni+d doesn9t giveindication

466. Ni+d batteries shouldn be discharged fully can reverse !olarity

467. Ci as!ect ratio has @ induced drag

468. Goundary layer air in contact with surface may have relativevelocity of Bero

469. Directional )tability in yawing

470. -mergency !ower source battery

471. +arb icing in +)O dro!s *anifold !ressure, ice in %enturi, butterfly manifold

472. at stability increased by dihedral, swee!bac(, hi wind, low +

473. ift in climb lift is @ then weight in a climb has from thrust3

474. Cumidity on !istons/ Uet affects !iston engines, doesn9t affect

turbines475. .ail forward control movement lower nose raising stability

476. %mca min control s!eed where 0/+ is directionally controllableout of gnd effect with crit engine fail


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477. Factor affecting bra(ing ability tem!erature

478. .orsional flexural flutter twisting of wing under load

479. .orsional aileron flutter wing twist due to aileron in!ut480. Flexural aileron flutter aileron lag9s behind u! dn movement of

wing

481. Fuel mixture tem! at hi tx, mixture should be leaned, reducingamount of air

482. +arb heat adds hot air in, melts ice

483. +entre of #ressure +# where lifts acts

484. +arb icing in +)S !ro!s dro! in *anifold !ressure dro! in #* rough running

485. )ervice ceiling ; tx decrease in service ceiling

486. Drag at *) F177 with O0) the same drag will be the same

487. Fla!s decrease stall s!eed

488. On rate 1 turn stall s!eed decreases

489. Cung starts, not enuf batt !ower for self shut the fuel (ee!starter on to cool engine

490. Cot start tx rise beyond max must shut fuel (ee! starter on tocool engine

491. 'et start fuel !um!ed before startu! blow white mist out thebac( shut fuel (ee! starter on

492. 0/+ has stressed s(in light alloy3

493. .yre !rotective !lugs fusible melts and slowly allows air out

494. 0ileron flutter vibration as 0o0 changes use mass balance forward of hinge

495. Ci as!ect ratio low stalling angle


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496. )ymmetrical aerofoil +l = 7 at 78 0o0

497. Feather !ro! 678 0o0

498. ow !itch !ro! ; !ower decrease s!eed decrease alt

499. *agneto runs at E s!eed of engine

500. %ref landing ref s!eed 1? $ %s

501. %1 ta(e>off decision s!eed

502. %2 ta(e>off safety s!eed

503. 0o0 angle between chord 0F

504. ift acts u! 678 to 0F thru +#505. Drag acts !arallel to 0F

506. 'eight acts to earth thru +

507. 0ileron drag/ adverse aileron yaw yaw o!! direction of roll, dngoing aileron has more drag

508. Dihedral u!ward inclination to lat axis

509. .otal drag sum of !rofile drag induced drag, least when bothare e"ual

510. Onduce drag affected by !lanform as!ect ratio lift s!eed weight

511. )ame O0) .0) ; with alt

512. Oncrease in humidty decrease in density

513. %s1 basic stalling fla!s undercarriage u!

514. )talling angle +# is at furtherest forward !oint

515. )talling s!eed higher at alt then at *)

516. degree asymmetric flight %mca will either not change ofdecrease


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517. .urn radius vs s!eed more s!eed, more radius

518. Ci lift devices slats slots3 increase +lmax

519. 0s!ect ratio s!an/chord, s!an2/area

520. educe induced drag washout

521. Ci as!ect ratio decreased drag at hi 0o0

522. *inimise aileron drag differential frise ailerons

523. .rim tabs adUusted in the o!! direction

524. )!oilers hinged decrease lift and also increase drag, butmainly lift

525. udder for overcoming adverse yaw

526. +owl gills for directing air over cylinder walls fins

527. oad factor same in level flight

528. )ervo tab control column is connected to tab

529. %ortex generator re>energise the boundary layer by mixing fasterair, effectiveness of airflow

530. am9s head vortices more with 0o0 cloc(wise on left wing, anti>cloc(wise on right wing

531. Fla!s are for increase angle of descent without increasingairs!eed

532. 1< degree 0oG 67 (ts will give the smallest radius of turn

533. rectangular wing stalls from root to ti!

534. stalling s!eed de!ends on weight, load factor !ower 535. if severe turbulence go manoeuvring s!eed maintain attitude,

turb change 0F, ; stall s!eed

536. %enturi !ressure is least velocity is more

537. On cho(e area of carb area of ow !ressure


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538. Fuel inUection better distribution of fuel to cylinders

539. 'hen carb heat is on riches mixture

540. %mcg min control s!eed on the ground

541. %sse min intentional one engine fail

542. 0rm distance from datum to obUect

543. )tability ability to return to original, without the !ilot

544. )tatic stability it returns straight away

545. Snstable Uust gets worse

546. Neutrally stable (ee!s the same547. Dynamically stable oscillations ta(e time

548. at stab stability around long axis has to do with rolling dihedral swee!bac(

549. ong stab do with tail !lane

550. Directional stab with fin

551. Normal axis vert thru +552. everted rubber sto!!ed by anti>s(id

553. +ontaminated surface bra(ing standing water

554. 0borted .a(e of rwy vacation vacate rwy 0)0#, heat of tires canma(e it deflate

555. Of after ta(e off tire burst leave gear down to cool tires

556. 0nti>icing heaters557. +ontinuous ice !revention toilet

558. #neumatic boot de>icing at -, ex!and contract with bleed air

559. laBed ice by su!er cooled C2J freeBe on contact with surfacesthat9s below freeBing


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560. ain ice most dangerous by su!er cooled rain

561. Dangers of icing @ !ro! efficiency, @ lift, more drag, ; stalls!eed

562. Gattery K7am!/hrs K7 am!s in 1 hour 563. #ur!ose of reverse current cut out !revent de!letion of battery

generator damage

564. Ni+d low maintenance, long service, short recharge, goodstarting

565. Cot battery busbar vital services has to do with 0/+ safety always has !ower

566. enerator needs to run at hi #*567. 0lternator re"uires initial current from battery, need battery, has

more !ower at low #* then gen

568. enerator failure discharge on ammeter

569. Onverter D+ – 0+

570. %oltage regulator maintains correct out!ut voltage

571. +ircuit overload by !o!!ing circuit brea(er 572. *ost electrical !ower is su!!lied by 0+ generator

573. .hermal runaway battery very flat hi charge rate battery getsto hot self destruct

574. On variable !itch as airs!eed increases blade coursens

575. #ur!ose of +)S maintain constant #*

576. +)S !ilot has direct control over the !ro!eller !itch577. Oncrease !ower in +)S mixture #* throttle

578. +hange #* in +)S with !itch control, change *anifold!ressure with throttle


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579. +arb icing sus!ected in 0/+ with +)S immediate decrease in*anifold !ressure with heat then rise

580. GK engine started manifold !ressure 26Y same as atmos!here!ressure

581. #rogressive bra(ing !ress sto!

582. Differential bra(ing for steering

583. 'ould !ress tricycle gear harder

584. Gra(e accumulator for emergency source of hydraulic fluid

585. anding gear 2 greens chec( bulbs

586. 0nti – s(id is on during auto bra(ing587. Never re>fuel with lower octane can detonate3

588. ead is added to fuel to increase its anti>detonation "ualities

589. 'hite smo(e red flames from exhaust mixture is set too rich

590. 177/17 177 octane for leaned 17 for rich mix

591. On tricycle gear tail dragger is better cause of slower landing

s!eed592. .a!!et roc(er arm clearance for ex!ansions thru out wor(ing

range of .x

593. For com!ressor stall educe 0o0, reduce fuel flow close throttle3

594. %alve lead before .D+,, valve lag after .D+

595. %alve overla! both valves o!en end of exhaust stro(e

596. %alve s!rings du!licated reduce valve bounce / surge597. +om!ression ratio ratio of cylinder vol at GD+ and at .D+ in Vet

1?2


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600. Of radial engine is shut down for 7 mins turn !ro! >K times,chec( for li"uid loc(

601. %alve dwell !eriod valve remains closed time between cams

602. +ounter rotating !ro! cancel gyrosco!ic tor"ue effect603. +rit engine engine that !rovides essential !ower/ dn blade closer

to fuselage

604. Ci wing loading more landing roll stall s!eed

605. Oncrease blade solidity increase A of blades chord of each blade

606. Dutch roll roll in one direction yaw in another !revented byyaw dam!ers

607. 'ith water on rwy 0!!ly moderate bra(ing after wheels s!in u!release for s(id

608. Cydro!laning standing water, slush, hi s!eed, smooth rwy

609. )li!!ery rwy loose directional deceleration ca!ability

610. Detonation !ressure tem! rise for the fuel mix in cylinders,ex!losive

611. everse thrust turned !ro! thru fine !itch to >278612. 'ind shear change in w/v s!eed or direction

613. Fine !itch for ta(e off climb,, course for cruise hi s!eed flight

614. Feathering reduces drag of failed engine course3 for !ar(ing

615. Gleed air tem! control from engine heat exchanger

616. 'ater se!arator found in bleed air system bK goes to air

distribution system 7 humidity617. +abin differential !ressure ratio between inside outside air

618. Of fuselage has lea( closes outflow valve slightly

619. +abin !ressure in descending descend with constant !ressurediff – cabin alt trac(s 0/+ alt


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Atg Some Ref Notes From Somewhere

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