2-4 Performance & Maneuvering

The altitude where an airplane can no longer perform steady climb, max rate of climb is 0

The altitude where an airplane can maintain a max rate of climb of only 100ft/min

The altitude at which an airplane can maintain a maximum climb rate of only 300ft/min

The altitude where maximum power excess allows only 500ft/min rate of climb

The maximum altitude an airplane can maintain equilibrium flight

31,000 ft

The minimum airspeed for takeoff is 20% above the power-off stall speed

     

Landing speed is 30% higher than stall speed; extra margin due to operation at low latitudes with a low power setting

   

• Rolling Friction: accounts for the friction between the landing gear and the runway
• Weight-on-Wheels reduces as an airplane generates lift, causing rolling friction to decrease.
• Net Accelerating Force: takeoff performance is dependent on acceleration. An airplane must overcome Rolling Friction and Drag.
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• Rolling Friction: accounts for the friction between the landing gear and the runway
• Net Decelerating Force: as Lift decreases, Weight-on-wheels increases.
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• Runway Surface
• Runway Condition
• Tire Type
• Degree of Brake Application

• The greatest vertical distance for the shortest horizontal distance
•      - Greatest Excess Thrust

• The highest altitude in the shortest amount of time
•      - Greatest Excess Power

• Minimum fuel flow occurs at minimum Power Required for a turboprop
• Minimum fuel flow per unite of velocity is where a line from the origin is tangent to the Power Required curve

Maximum distance traveled over the ground for a given amount of fuel

maximum amount of time that an airplane can remain airborne for a given amount of fuel

the lowest airspeed for a specific aircraft that produces the first evidence of supersonic air somewhere on the aircraft

• Dependent on Temperature
• increase ALT = decrease T
• decrease T= decrease LSOS
• decrease LSOS = increase Mach

• Max GR is the farthest horizontal distance that an aircraft with an engine failure can travel before impact
• Fly at minimum glide angle
• Thrust deficit/weight

• Max GE is the longest time that an aircraft with an engine failure can stay airborne before impact
• Minimize rate of descent
• Power deficit/weight

• The minimum airspeed at which the nose wheel must return to the runway following a landing, or
• The minimum safe airspeed that the nose wheel may leave the runway during takeoff

• Rudder: the primary directional tool
• Place ailerons and rudder into the wind

25kts for takeoff or landing

Causes the airplane's tires to skim on top of a thin layer of water on the runway (excess of .1in of standing water)

• Higher tire pressure, higher the hydroplane speed
• Deep threads/channels on tire may differ speeds

Measure of the radius of the circle the flight path scribes

The rate of heading change in degrees per second

• Stress-producing force that is imposed upon an airplane or component
• Equal to weight during straight and level flight

Ratio of total lift to the airplane's weight

Greatest load factor an airplane can sustain without any risk of permanent deformation (2/3 of ultimate load factor)

Maximum load factor that the airplane can withstand without structural failure (1.5 times the limit load factor)

A material's resistance to a steady increasing load or force

Breaking or serious permanent deformation of a material due to a steadily increasing load or force

A material's ability to withstand a cyclic application of load or force

Breaking or serious deformation of a material due to cyclic application

Number of application of load or force that a component can withstand before it has the probability of failing

When a metal stretches or elongates due to heat and high stress

A condition of possible permanent deformation or damage that results from exceeding the limit load factor

• The point where the accelerated stall line and the limit load factor line intersect.
• The lowest airspeed at which the limit load factor can be reached

• The point where the accelerated stall line and the limit load factor line intersect.
• The lowest airspeed at which the limit load factor can be reached

• The highest airspeed that an airplane is allowed to fly.
• Never-exceed Velocity

• Lines of maximum lift
• The maximum load factor that an airplane can produce based on airspeed.

• Defines an aircraft's capabilities and limitations based on velocity and load factor
• Affected by: Gust Loading, Weight, Altitude, Configuration, and Asymmetric Loading

The uneven production of lift on the wings of an airplane.

+4.7 to -1.0Gs

The initial tendency of an object to move forward or away from its original equilibrium position

The position with respect to time, or motion of an object after a disturbance

• Weak stability: harder to control in equilibrium 
• Larger control surfaces: generate large movements

• IF component's AC is forward of the plane's CG, it is destabilizing
• Straight wings have a destabilizing effect: swept forward wings even more
• Fuselage is a negative contributor
• The Horizontal Stabilizer is the greatest positive contributor of longitudinal stability: extremely long moment arm
• Aircraft is longitudinally stable if when a disturbance causes pitch up or down, it generates its own forces and moments to correct itself

• Straight wings have a small positive effect on directional static stability
• Swept wings have a small stabilizing effect
• The Fuselage is a negative contributor
• Vertical Stabilizer is the greatest positive contributor: extremely long moment arm
• Aircraft is directionally stable if when a disturbance causes a yaw left or right, it generates its own forces and moments to correct itself

• Dihedral wings are the greatest positive contributor
• High mounted wings: positive contributor
• Low mounted wings: negative contributor
• Swept wings are laterally stabilizing
• Vertical Stabilizer is a major contributor to positive lateral static stability
• Aircraft is laterally stable when a disturbance causes roll left or right, it generates its own forces and moments to correct itself.

• Directional divergences is a condition of flight in which the reaction to a small sideslip results in an unease in sideslip angle.
• Requirements: Negative directional stability, damaged /inoperable rudder

• Requirements: Strong Directional Stability, Weak Lateral Stability
• Effects: Causes wing to dip - strong directional stability tries to yaw into wing, senses RW coming from that direction and yaws more into it

• Requirements: Strong Lateral Stability, Weak Directional Stability
• Effects: Slow "tail wagging" at appx same ALT

• The tendency of an airplane to roll in the same direction as it is yawing -- very pronounced on swept wings
• When an airplane yaws , the advancing wing produces more lift and causes a roll into the direction of the yaw

• The tendency of an airplane to yaw away from the direction of aileron roll input
• When rolling, the up-going wing produces more in lift and more induced drag -- yawed away from the roll

• Multi-engine aircraft ONLY
• One engine inoperable, causes a yaw in the direction away from the inoperable engine
• Farther engines from the aircraft's longitudinal axis, the more severe the yaw is