The fuselage of an aircraft is subject the fives types of stress—torsion, bending, tension, shear, and compression.
The stresses of flight include hypoxia, gravitational forces, barometric pressure changes, thermal changes, vibration, humidity, noise, and fatigue.
Thrust, drag, lift, and weight are forces that act upon all aircraft in flight. Understanding how these forces work and knowing how to control them with the use of power and flight controls are essential to flight.
Material stress can be divided into four main categories of torsional, tensile, compression, and bending stress. Any one stress or combinations of stress can be present acting on an aircraft or propeller at any one time.
There are five operational forces that act on a propeller simultaneously. These are centrifugal force, thrust bending force, torque bending force, aerodynamic twisting moment, and centrifugal twisting moment. Of them all, centrifugal force causes the greatest stress on propellers.
Description. A stall occurs when the angle of attack of an aerofoil exceeds the value which creates maximum lift as a consequence of airflow across it. This angle varies very little in response to the cross section of the (clean) aerofoil and is typically around 15°.
Wake turbulence from the generating aircraft can affect encountering aircraft due to the strength, duration, and direction of the vortices. Wake turbulence can impose rolling moments exceeding the roll-control authority of encountering aircraft, causing possible injury to occupants and damage to aircraft.
During a flight when we are cruising at a specific altitude, the four forces are balanced. At which points during a flight are the forces unbalanced? The four forces are unbalanced during takeoff, climbing, descending, maneuvering, landing, or basically anytime the airplane is not cruising.
Stresses on the wings, fuselage, and landing gear of aircraft are tension, compression, shear, bending, and torsion. These stresses are absorbed by each component of the wing structure and transmitted to the fuselage structure. The empennage (tail section) absorbs the same stresses and transmits them to the fuselage.
Stress factors broadly fall into four types or categories: physical stress, psychological stress, psychosocial stress, and psycho-spiritual stress.
The normal stress and shear stress at failure on the failure plane are 10 kPa and 4 kPa respectively, then the angle of internal friction of the soil and the angle of the inclination of the failure plane to the major principal Plane are _____, ______
Airplane Instruments
All airplanes have six basic instruments: airspeed indicator, attitude indicator, altimeter, turn coordinator, heading indicator, and vertical speed indicator.
Aircraft flight control systems consist of primary and secondary systems. The ailerons, elevator (or stabilator), and rudder constitute the primary control system and are required to control an aircraft safely during flight.
There are seven main categories under the FAA's class rating system. These classes are airplane, rotorcraft, powered lift, gliders, lighter than air, powered parachute and weight-shift-control aircraft.
According to the Aeronautical Information Manual, “Line up and wait is an air traffic control (ATC) procedure designed to position an aircraft onto the runway for an imminent departure.
If the engines are running, or have been running, they can present numerous hazards. Engines can generate noise, high temperatures, use oil systems for lubrication, have an electrical supply and have a pressurised fuel system.
The steep angle is normal because it enables us to climb rapidly to smoother and more fuel efficient altitudes. Don't worry about the steep angles, that just means your plane has a lot of excess power.
In aviation, coffin corner (or Q corner) refers to the point at which the Flight Envelope boundary defined by a high incidence stall intersects with that defined by the critical Mach number.
A closer look at stall speed. CFIs repeat it like a mantra: An airplane can stall at any airspeed, in any pitch attitude. Your trainer's wing always stalls when it exceeds its critical angle of attack—and that can happen even if the airplane is pointed straight down and approaching VNE.
Centrifugal force is a physical force that tends to throw the rotating propeller blades away from the hub. This is the most dominant force on the propeller. Torque bending force, in the form of air resistance, tends to bend the propeller blades in the direction opposite that of rotation.