Vzorce

LSS = (38.95x odmocnina K)

Mach = TAS/LSS
Glide: D = weight x sin Y
L = weight x cos Y
Turn: load factor: n = 1/cos(bank°)
stall speed Vs = odmocnina(n) x Vs1
Va (návrhová) = VS1 x odmocnina (n), kde n = 6 pro akrobatickou
Turn radius = TAS2 / (g x tan bank), kde g = 9.81, tas je v m/s

How does CL change with a change of speed:

Stall speed at given násobek: Vs = Vs1G * odmocnina(n)

Climb gradient = (T/W)-(D/L)
Calculate thrust in climb: = (sin angle * weight) + drag
Lift in straight glide = cos(angle) * weight (the greater angle, the smaller lift required)

Increase of load factor when increasing airspeed with the same AoA:

Increase of IAS during gust:

Teorie
- Local speed of sound = proportional to square root of Kelvin (38.95x odmocnina K)
- Incipient spin = počátek vývrtky
- Vmcg with elevation and temperature: decreases, because engine thrust decreases

- Right sideslip: right wing -> less sweep, more lift, increases stability
- Max speeds on charts: to ensure compliance with LIMITS OF THE PROTECTED
AREAS
- Skin friction drag = due ti air viscosity producing a shear forces within the boundary
layer
- VS1 = clean, VS0 = landing (0 is less than 1)
- buffet free range: - when speed increases -> no effect on the buffet free range
- when altitude decreases, the buffet free range increases

- With increasing spoilers: both the angle of attack and stall speed increase
- when weight reduces by 20%, Va reduces by 10%
- advantage of swept back wing: higher critical mach number, higher directional
stability
- CD 0.1 after increase of CL by factor 1.5: newCD = 0.1 x 1,5^2 = 0,225
- When trailing-edge flaps (eg. Fowler) are extended: center of pressure moves AFT,
pitch DOWN moment

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-
- Aerodynamic center of the wing = point where pitching moment coefficient does not
vary with AoA

-
- Gust load increase with altitude: about half as much at 40 000ft as at sea level
- The steeper the lift curve, the greater the gust load factor
- Whens flaps are extended: tailplane negative angle of attack increases, increasing
the tailplanes effectiveness
- Low subsonic flow through a stream tube: increase of temperature will not affect the
mass flow
- Laminar boundary layer, compared to turbulent: Generates less skin friction
- Trim stuck durng climb-out: with constant speed and power, stick force will
DECREASE with altitude
- When exceeding VMO/MMO: reduce power to idle, give a nose-up input, not use
pitch-trim
- Slat: Increase boundary layer energy, Increase suction peak on the fixed part of the
wing

- Coef. of lift is: a variable depending on DYNAMIC PRESSURE and the WING AREA
- Rule of thumb: decrease in Va (in percent) is HALF of decrease in weight (in percent)
- Fuselage contribution to directional stability is DESTABILIZING, when the AC is
AHEAD of CG
- MCRIT is lower than drag divergence Mach
- Drag coef. CD increases above the drag divergence Mach
- Engine failure, most difficult to get under control: aerodrome at low density altitude,
during go around
-

- Dorsal fin = nad trupem, ventral fin = pod trupem, contribute to directional stability
- Climb at constant mach -> IAS decreases -> CL has to increase to support the
aircraft
- Fixed pitch prop: designed for maximum efficiency at cruising speed
- MMO applicable to CS23 and CS25
- Prop blade: reference section at 0,75 of radius
- Constant IAS climb: Maximum coefficient of lift decreases with increasing Mach

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- OEI controllability better with: higher mass due to greater rudder effectiveness
because of greater sideslip
- Aircraft yaws to the left as a result of a roll input to the right (left aileron goes down,
creates more lift thus more drag -> adverse yaw) - bacha na upgoing wing vs
upgoing aileron
- cambered aerofoil -> line which connects the centers of all inscribed circles is curved
- Positively cambered aerofoil: when CL = 0, pitching moment = negative
- Lift = component of the total aerodynamic force, perpendicular to the undisturbed
flow
 - Engine failure during go around: flaps INCREASE the roll
- Twin-engine aircraft: reason for limiting a prop diameter: avoid excessive prop-tip
velocities at high RPM
- CS25 gust value: 25ft/sec at VD or 50ft/sec at VC or 66ft/sec at VB
- Turn radius at TAS 300kt and 15° bank: 9.05km, 45° bank: 2,38 km
- Static longitudinal stability:

-
1 = negative stability
2 = neutral
3 = decreasing positive
4 = increasing positive
POSITIVE STABILITY = negative slope

- Jet with inboard and outboard ailerons: at cruise Mach, outboards are locked out
- Vortex generators = to increase kinetic energy of the boundary layer
- Gyroscopic effect CW rotating prop:
- pitch down produces left yaw
- pitch up produces right yaw
- left yaw produces pitch up
- right yaw produces pitch down
- ISA, same IAS: drag does not change with altitude
- Resultant force caused by pressure distribution around an aerofoil: originating from
Center of pressure, 90° angle with the relative air flow
- Critical Mach increases: if its leading edge radius decreases
- TCAS RA at high mach, temporary increase of AoA: Cricital alpha DECREASES due
to compressibility
- weight reduce -> gust load increase
- Induced drag in straight and level flight: varies linearly with 1/v2
- Speed for minimum sink rate: VMP, lower than for minimum descent angle
- Too much lateral stability: more prone to Dutch roll
- Swept-back wing: tendency to tip stall
- Jet aeroplane polar curve: long range cruise -> maximum range cruise -> maximum
L/D -> minimum rate of descent -> CLMAX

-
- (total drag = C ->nike, just do it)
- Insufficient stick force per g: install bobweight or spring which PULL the stick forward
- CS25 = VMO/MMO, VMO not deliberately exceed unless authorised
- CS23 = VNE
- Trimmable horizontal stab: elevator position depends on speed, flaps, slats and CG
- Change of DRAG with altitude: about 84% at 6000 ft
- VC = speed selected by designer and used to assess the strength requirements in
cruise
- Prop: Helix angle = between actual path and the plane of rotation
Angle of attack = between blade chord and relative airflow
Blade angle = Pitch angle = Helix + Attack
- Prop: thrust is the component of the total aerodynamic force on the prop parallel to
the rotational AXIS
- Sprint tab = at high IAS it behaves like a servo tab
- Effect on rudder force in asymmetric flight: Rudder deflection, CG, IAS
- Aspect ratio of tapered wing: wing span squared over gross wing area
- When wing AoA increased -> downwash causes horizontal tailplane to experience
LOWER increase in AoA
- OEI better controllability at high mass: due to BETTER RUDDER EFFECTIVENESS
- When leaving ground effect: induced AoA increases, effective AoA D ECREASES
- Lowest VMC = 5°bank into the live engine and ½ ball into the live engine
- Climb above tropopause: at constant Mach, TAS remains constant
- Lost engine: yaw and roll towards the live engine
- When bank decreased from 5 to 0 degrees, VMCA will DECREASE
- Above 5 degrees, VMCA will INCREASE correspondingly
- When speed decreases, induced drag increases
- WHen mass decreases, induced drag decreases
- VRA = speed for rough air
- VD = maximum tested airspeed when the aircraft has no signs of dynamic pressure
overload, flutter, and/or control reversal
- L/D ratio in transonic regime = DECREASES
- Extending flaps increases MAXIMUM lift coefficient, not the current lift coefficient
- Buffet onset chart: certification specification = 1.3g
- Change of power required during descent:

- Thrust line above CG: pitch down, STABILISING

- Wave drag above MCRIT consists of: energy drag and boundary layer separation
- Ailerons less effective in transonic: because aileron deflection only partly affects the
pressure distribution around the wing
- FBW failure to first level of degradation: AP must remain available according to
regulation, some protections may be lost
- Tab moving in the same direction as the control surface: anti-balance tab
- Which component of drag increases most when an aileron is deflected upwards: form
drag
- VMCG determined using directional control of rudder, maximum deviation 30ft from
rwy axis
- straight wing stall: just before the stall the aeroplane will have a nose-down tendency
- when flying to colder airmass: mach number stays constant
- Supercritical wing: will develop no noticeable shock waves when just above MCRIT
- Shockwave on wing: will move slightly forward in front of upward deflecting aileron
- From a polar curve of the entire aeroplane one can read: the maximum CL/CD ratio
and maximum CL coefficient
- Prop icing: on the inner part of prop, reduces efficiency by 20%
- Dutch roll: caused by high static lateral stability, and low static directional stability
- Bank towards the live engin: balances the rudder side force (aby to neletělo bokem
za směrovkou)
- Prop ahead of CG: when aeroplane is inclined, creates pitch-up moment,
destabilising
- transonic region: CD varies depending on Mach
- Movement of centre of pressure affects PITCH MOMENT and STABILISER
MOVEMENT
- Cambered airfoil: with acceleration shockwave on the lower side moves aft MORE
quickly than the upper shock wave (but it begins more forward!)
- MCRIT = above which locally a supersonic flow exists somewhere
- Positive static lateral stability: roll to the left in case of sideslip (with nose pointing to
the left of incoming flow)
- strong yaw after tailwheel is raised: due to gyroscopic precession
- Least amount of drag to attach external device on aircraft: aerodynamic fairing
- Load factor less than one: during a steady wings level climb or descent
- As mach increases: the shock wave moves aft and CL INCREASES
- Load factor at 200kt TAS and 2000m radius turn: 1.1
- Least asymetric effect: failure of right engine on twin counter-rotating props that
rotate inwards
- Angle of incidence of the wing is larger than horizontal stab (this is also cause for
auto-recovery after stall)
- Increaseing CL: 2 -> 4 -> 1 -> 3

- DIhedral: increasing the lift on the wing into the wind (letadlo klouže bokem ve
směru křídla které je níže, to je nafukováno, a rovná náklon)
- Shock stall: occurs when the CL, as function of M, reaches its max value
- Mach critical drag rise (MCDR) is always above MCRIT
- There are no shock waves below MCRIT
- Subsonic speed range ends at MCRIT (aka start of transsonic)
- Sensitivity for spiral dive: when static directional stability is positive and static
lateral stability is relatively weak
- MCRIT DECREASES at high AoA
- stall speed in the manoeuvring load diagram runs through a point where
speed = VA, load factor = limit load factor
- OEI: CG FWD will result in reduced yaw (better damping moment from fin)
- vortex generators above MCRIT = retard shock-induced separation
- Beyond VNE = structural damage (not only if turbulence encountered)
- landing at hot day: temperature of runway will ADD to the consequences of
entering ground effect
- Aerodynamic centre of aerofoil: at 25% chord, irrespective of AoA
- least amount of lift reduction: high wing on take-off
- vortex generators: decrease shock wave induced flow separation
- Lift and drag forces acting on aerofoil: depend on pressure distribution around
- Sideslip angle = between speed vector and plane of symmetry
- When supersonic airflow passes through a normal shock wave: static
pressure increases, density increases, LSS increases
- Frise aileron: against adverse yaw, up-going aileron leading edge protrudes
below the wing to cause drag
- Lift and drag are: normal and parallel to the relative airflow
- Engine fail: prop aeroplane with counter rotating props will have more roll
tendency than jet
- Limiting load of a HEAVY aircraft will be reached at HIGHER load factor than
of a lighter aircraft
- Swept wings: less affected by turbulence, and shallower slope of lift curve vs
AOA
- Failure of Mach trimmer: Mach number must be LIMITED, not DECREASED