Lift equation
(Coefficient of liftAir densityVelocity^2*Surface area of the wing)/2
Load factor equation
Lift generated/Total weight
How is stall speed with load factor calculated?
Sqr(load factor)* stall speed
3 types of parasitic drag
- Skin friction drag
- Form drag
- Interference drag
Parasite drag increases with airspeed
Skin friction drag
Friction between the surface of the plane and the passing air molecules
Form drag
The shape of the aircraft or the elements on it disrupting airflow
Interference drag
Airflow from different components of the plane interacting with each other
Induced drag
-Byproduct of lift
-Increases with AoA
-Decreases with airspeed
-wingtip vortices deflecting the relative wind downwards
The point where total drag is lowest and the lift drag ratio is highest
-L/D max
-Glide speed
Aspect ratio
Wingspan/ chord line
Definition of Va
At or below Va (maneuvering speed), you will stall the aircraft before breaking the aircraft when fully deflecting one control surface in smooth air
Weight shift formula
Weight moved/total weight=Change in CG/distance moved
Weight change formula
Change in weight/new weight=change in CG/OG CG
What are the effects of an aft CG?
-less stable
-decreased stall speed
-more fuel efficient
What are the effects of a forward CG?
-More stable
-increased stall speed
-less fuel efficient
What are the effects of a heavier aircraft?
-less fuel efficient
-increased stall speed
-increased maneuvering speed
-increased AoA
What are the effects of a lighter aircraft
-more fuel efficient
-slower stall speed
-slower maneuvering speed
-decreased AoA
4 turning tendencies
1.Torque
2.p-factor
3.gyroscopic precession
4.spiraling slipstream
Torque
Newton’s third law: for every action there is an equal and opposite reaction
P-factor
The prop blades moving down on the right side are generating more lift, yawing the nose to the left
Gyroscopic precession
In a climb, force is applied to the top of the prop rotation. Precession say that the force will be felt 90 degrees in the direction of movement, which is the right side, yawing the nose to the left.
Spiraling slipstream
Air moving behind the prop rotates around the aircraft like a corkscrew, hitting the rudder and yawing the nose to the left
Slip
-not enough rudder
-too much bank for the amount of yaw
-nose is outside of turn
Skid
-Too much rudder
-too much yaw for the amount of bank
-nose on the inside of turn
- can cause the inside wing to stall, spinning the aircraft
