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18 Cards in this Set
- Front
- Back
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Drag |
The component of aerodynamic force that is parallel to and in the same direction as relative wind. Also the sum of induced and parasitic drag on the aircraft. Drag = 1/2 p V^2 S CD |
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Coefficient of Drag (CD) |
A dimension less coefficient that relates drag to air density, velocity, wing surface area. It can be separated into a coefficient of induced and parasitic drag. |
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Parasitic Drag |
Drag not associated with the production of lift. Skin, form, and Interference. Parasitic drag increases with the square of the velocity. |
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Form Drag |
Drag due to separation of air flow on the trailing side of a moving object. it is related to the shape of an object and how it is streamlined. |
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Skin friction drag |
A type of Parasitic drag due to the viscosity of the air flowing over the aircraft surface. It is greater over a rough surface and reduced over a smooth one. Laminar flow creates less skin drag than turbulant flow. |
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Interference drag |
A type of parasitic drag generated by mixing airflow streamlines between different airframe components e.g. an antenna mounted to the fuselage. |
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Wave drag |
Hugh speed drag due to formation of shock waves in transgenic and supersonic air flow over the aircraft. |
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Induced drag |
Drag associated with the production of lift. Value depends on the lift coefficient, wing aspect ratio, and wing efficiency factor. Induced drag decreases as an aircrafts speed increases in level flight. |
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Winglets |
Wertical projections on the tips of wings which decrease the strength of wingtip vortices, reducing Induced drag. |
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L/Dmax |
The airspeed where the lift to drag ratio is highest and the total drag is lowest. In the T6 this occurs at 125knots IAS in a clean configuration and 105knots with gear and flaps down. |
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Thrust Required |
The amount of thrust required to maintain straight and level unaccelerated flight. It is equal to the amount of total drag, therefore, anything that affects drag also affects the thrust required |
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Thrust Available |
The amount of thrust produced by the aircraft power plant at a given PCL or throttle position. It is affected by PCL or throttle position, temperature, and altitude. |
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Thrust Excess |
Thrust available minus thrust required. Thrust excess may be used to climb or accelerate. |
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Power required |
The amount of power needed to produce thrust required I.e. to maintain straight and level unaccelarated flight. |
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Power available |
Amount of power produced by an aircrafts power plant at a given PCL or throttle position. Affected by PCL or throttle position, temperature, and altitude. |
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Power excess |
Power available minus power required. Power excess may be used to climb or accelerate. |
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Propeller Effixiency |
The ratio of Thrust horsepower (produced by the propeller) to shaft horsepower ( produced by the engine). It is always less than one because no propeller is 100% efficient. Proficiency decreases at higher airspeeds, even with constant speed props. |
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Region of Reverse Command |
An airspeed region where more thrust or power is required to maintain a lower airspeed. This is due to increasing amounts of induced drag at slower airspeeds. |
