Set of flashcards POF T2 (Page 3 of 9)

Flashcards	336
Language	Deutsch
Category	Physics
Level	Other
Created / Updated	16.05.2015 / 22.07.2020
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Static directional stability

Muss um den Winkel b verkleinern => alles was hinten Ca ist = stabilisierend und umgekehrt => Fuselage = destabilisieren (ahead of the CG)

=> wing form => pos. Tail Plane => Stailisierend

What is the approximate radius of a steady, level, co-ordinated turn with a bank angle of 30° and a TAS of 500 kt?

12 km

ANhedral, dehdral?

Anhedral (AN Wie ein Dach) vgl. Bild

An aeroplane climbs to cruising level with a constant pitch attitude and maximum climb thrust (assume no supercharger). How do the following variables change during the climb? (gamma = flight path angle)

==> GAMA; IAS; AOA

gamma decreases, angle of attack increases, IAS decreases.

Static directional stability: Dorsal fin and ventral fin?

1. Dorsal Fin: directional stabilisierend => Dass das Leitwerk nicht zu hoch ist (destabilisierend) Jedoch sollte man die Fläche des Ruders beibehalten => Dorsal fin

2. Ventral vin: destabilisierend => Dass es nicht zu stark directional stable ist =>Dutch roll (Lateral stability is large compared to directional stability

Given: Aeroplane mass: 50'000 kg Lift/Drag ratio: 12 Thrust per engine: 28'000 N Assumed g: 10 m/s2 For a straight, steady, wings level climb of a three-engine aeroplane, the one engine inoperative climb gradient will be:

2.9%

The maximum glide range of an aircraft will depend on wind and:

the ratio of lift to drag which varies according to angle of attack.

Static directional stability: Vortex Tail

Dass es keine Strömung um den Flieger gibt => Strömung verbessert directional stability => re-energized fuselage bonndry

In a steady climb:

thrust equals drag plus the weight component along the flight path and lift equals the weight component perpendicular to the flight path.

thrust equals the weight component along the flight path and lift equals the sum of the components of drag and weight along the flight path.

thrust equals drag plus the weight component perpendicular to the flight path and lift equals the weight component along the flight path.

Lateral stability ?

Wenn Flieger über einen hängenden Fliegt abschmiert, dass sich der Flügel wieder aufrichtet, indem er mehr lift produziert

If an aeroplane performs a steady co-ordinated horizontal turn at a TAS of 200 kt and a turn radius of 2000 m, the load factor (n) will be approximately:

1.1

Lateral stability; Stabilising WIng ?

stabilising Moment => High wings Destabilisining Moment: low wing

=> Unterschiedlich grosse Anstellwinkel und Flieger dreht zurück

An aeroplane performs a continuous descent with 160kts IAS and 1'000 ft/min vertical speed. In this condition:

weight is greater than lift.

drag is less than the combined forces that move the aeroplane forward.

lift is equal to weight.

Lateral stability: Um den destabilisierenden low wing entgegenzuwirken ?

Flügel muss sich in der Luft gegen oben biegen => Der Hängende Flügel wird dadurch wieder mehr angeströmt => Flügel hebt sich wieder

Given: Aeroplane mass: 50'000 kg Lift/Drag ratio: 12 Thrust per engine: 20'000 N Assumed g: 10 m/s2 For a straight, steady, wings level climb of a four-engine aeroplane, the all engines climb gradient will be:

7.7 %

Lateral stability ? High wind haben anunzu hängende Flügel, why?

dass sie nicht zu stabil werden in der Lateral stability !

In a slipping turn (nose pointing outwards), compared with a co-ordinated turn, the bank angle (i) and the "ball" or slip indicator (ii) are respectively:

(i) to large; (ii) displaced towards the low wing.

Dass wir ein stabiles Flugzeug haben, was mun kleiner als 0 sein ?

\( {Delta Cm \over Delta Cl} < 0\)

Cm = Nickoment = \(= - {x \over ln} * Delta Cl\)

What is the standard stall recovery for a light aircraft? Rudder, Pitch, stick

Pitch down, stick neutral roll, correct for bank with rudder.

Cm und im Cl Curve => Wie sieht ein longitudinal stabiles Flugzeug aus

vgl. Bild

The TAS of an aircraft at the stalling angle of attack at a given weight:

increases as altitude increases.

increases as altitude decreases.

decreases as altitude increases.

Cm und im Cl Curve => Wie sieht ein static stabiles Flugzeug aus ? und was muss grösser 0 sein?d

\( {Delta Cn \over Delta Cl} > 0\)

At the stalling angle of attack the lift/drag ratio will be:

lower than at the optimum angle of attack.

Wie rechnet man:

1. Kurvenradius

2. Turn Rate

3. Stallingsspeed im Kurvenflug

4. N

5. V Sturn V_1GTurn

1. \(R = {v^2 \over g * tan (y)}\)

2. \(w = {g \over v} * tan(y)\)

3. S_1g *\({\sqrt{n} }\)

4. \(n = {1\over cos(y)}\)

5. \(x = { \sqrt{2n * W\over p* Sw * Cl max} }\) ==> Kleinst mögliche speed im Turn

The vane of a stall warning system with a flapper switch is activated by the change of the:

stagnation point

Max. turning Capacity => The steeper the change of Bank, what happen?

a) greater Rate of Turn

b) less Radius of turn

c) higher stalling speed

d) greazer wing load

In what flight condition must an aircraft be placed in order to spin?

stalled

==> The higher the airspeed in a turn:

a) the slower the rate of turn

b) the larger the radius of turn

A wing stalling angle is: => In a turn?

unaffected by a turn.

Forces during climb

Je steiler, desto mehr trägt der Schub ein Teil des Gewichtes =>Drag + Gewicht => T = D + w * sin(y)

Negative tail stall is:

a sudden reduction in the downward aerodynamic force on the tailplane.

Clim Gradient

CG = Höhe die ich zurücklege, bezogen auf die zurückgelegen AIR DISTANCE (not ground)

CG = \( { T - D \over W} * 100% \) für % => unbeschleunigter Climb 100% = 45 Grad

CG = \(= { T \over W} - { Cd \over Cl}\)

The critical angle of attack:

remains unchanged regardless of gross weight.

changes with an increase in gross weight.

increases if the CG is moved forward.

decreases if the CG is moved aft.

V_X = Bei Piston (high and lowbypass) and Kolben Prop

V_{X Piston} = High bypass links von V_MD bei High bypass engine

V_{X Piston} = low bypass by V_MD bei High bypass engine

V_{X Prop variable} = links von V_MP

V_{X Prop fix} = by von V_MP

ROC

Rate of climb => \(ROC = { Pa - Pr \over W}\) oder \(ROC = {CG \over 100} * v\)

=> unbeschkeuigter ROC

Vy bei Prop und turbine

V_{Y variable Pitch}= V_MD

V_{Y fix Pitch}= rechts von V_MD

Vy bei turbine

V_{Y low bypass}= V_Y1

V_{Y high bypass}= links von V_Y1

Climb Curve Vx und Vy V Max ?

Vx: Steiwnkel am grössten => gewisse Höhe in min hor. Distanz erreichen

Vy: Steigrate ROC am grössten => höhe in min. Zeit erreichen

V Max: ganzer Schub für die Beschleunigung

Further effects on the Climb Performance

a) Altitude

b) aircraft weight

c) Flap settings

d) const. wind

a) Altitude: mit zunehmneder Höhe nimmt Dichte ab = schub nimmt ab = Auftreib bleibt jedoch gleich

b) aircraft weight: Meisten Einfluss => Gewicht nimmt z + Drag ==> Auf 2 Sachen hat es einen EInfluss

c) Flap settings: erhöhen D => Steigt schlecht => ny nimmt stärker ab als Vx

d) const. wind: keinen Einfluss => CG hängt nicht vom Wind ab => Nur über den Winkel über Grund (Flight Path ANgle)

CG = \( {T - D \over W}\)

Lift muss immer gleich

Lift = Weight

POF T2

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