Aircraft Structure

Front 1

Back 1

Front 2

Fixed-Wing Aircraft Structure

Back 2

1. Fuselage
2. Wings
3. Tail assembly or empennage
4. Landing gear
5. Power plant
6. Flight instruments/ controls and control surface

Front 3

Fuselage

Back 3

body of the airplane containing:
1) cockpit- flight crew
2) cabin- passengers
3) cargo
4) attachment points- other plane components such as wings, tail section and landing gear

Front 4

Firewall

Back 4

located between engine compartment and the cockpit/cabin to protect crew and passengers from a fire in the engine.

Front 5

Two types of fuselage

Back 5

1) Truss
2) Monocoque

Front 6

Truss

Back 6

type of fuselage.
steel or aluminum tubing in a series of triangulate shapes (called trusses)

Front 7

Monocoque

Back 7

type of fuselage.
use bulkheads, stringers (running the length of the fuselage) and formers (perpendicular to the stingers)

Front 8

Airfoil

Back 8

aircraft part or surface (such as a wing, propeller blade, or rudder) that controls lift, direction, stability, thrust, or propulsion for the aircraft.

Front 9

Monoplanes

Back 9

one set of wings

Front 10

Biplanes

Back 10

two sets of wings

Front 11

A) Cantilever
or
B) Non- Cantilever

Back 11

B) Non- Cantilever

Front 12

A) Cantilever
or
B) Non- Cantilever

Back 12

B) Non- Cantilever

Front 13

Ailerons

Back 13

attached to the rear edged of the wings.
extend from middle of the wing to the wing tip.
move in opposite directions to create aerodynamic forced that cause the airplane to roll.

Front 14

Flaps

Back 14

extent outward from near where the wing joins the fuselage (called wing root) to middle of the wing's trailing edge.
Flaps are usually flush with the rest of wing surface during cruising flight; when they are extended, the flaps move downward together to increase lift of the wing for takeoffs and landings.

Front 15

Wong root

Back 15

where wing joins the fuselage

Front 16

Camber

Back 16

when a surface is curved

Front 17

bernoulli's principle

Back 17

aerodynamics theory to provide lift to the aircraft

Front 18

Chord

Back 18

distance from the leading edge of the wing to the trailing edge

Front 19

Back 19

Airfoil

Front 20

Planform

Back 20

The shape of the wing viewed from above

Front 21

Dihedral Angle

Back 21

wings aren't truly horizontal. roll stability.

Front 22

Anhedral Angle

Back 22

wingtips lower than the roots. found on fighters. gives aircraft higher roll rate.

Front 23

Three basic wing types used on mourn airplanes

Back 23

1) straight
2) sweet
3) delta

Front 24

Back 24

Rectangular Straight Wing

Front 25

Back 25

Tapered Straight Wing

Front 26

Back 26

Rectangular Straight Wing

Front 27

Back 27

Slight Sweepback Wing

Front 28

Back 28

Moderate Sweepback Wing

Front 29

Back 29

Forward Sweep Wing

Front 30

Back 30

Great Sweepback Wing

Front 31

Jet engine

Back 31

forcing incoming air into tube or cylinder where the air is compressed, mixed with furl, burned, and pushed exhausted at high speed to generate thrust.

Front 32

Back 32

conventional empennage

Front 33

Elevators

Back 33

movable control surfaces attached to the back or trailing edge of the horizontal stabilizers.
used to move the nose of the airplane up or down during flight.

Front 34

Rudder

Back 34

moveable surface attached to the back of the vertical stabilizer that is used to move the airplane's nose left and right during flight.

Front 35

Trim tabs

Back 35

small movable segments of the trailing edge of the rudder, elevators and ailerons. reduce control pressured and decrease the pilot's workload.

Front 36

Four forces act upon an aircraft in flight

Back 36

Front 37

Bernoulli's Principle

Back 37

as the velocity of a fluid increases, the pressure exerted by that fluid decreases.

Front 38

Airfoil

Back 38

Front 39

Stall

Back 39

caused by the separation of airflow from the wing's upper surface, resulting in a rapid decrease in lift.

Front 40

Stalling indicators

Back 40

first indications may be provided by a amusingness in the controls or a slight buffeting of the aircraft

Front 41

Recovering from stall

Back 41

restore the smooth airflow by decreasing the angle of attack below the stalling angle, allowing normal lift dynamics to resume.

Front 42

Basic Weight

Back 42

the weight of the basic aircraft plus weapons, unusable fuel, oil, ballast, survival kits, oxygen, and any other internal or external equipment on board the aircraft that will not be disposed of during flight.

Front 43

Operating Weight

Back 43

the sum of basic weight and items such as crew, crew baggage, steward equipment, pylons and racks, emergency equipment, special mission fixed equipment, and all other nonexpendable items not included in basic weight.

Front 44

Gross Weight

Back 44

total weight of an aircraft, including its contents and externally mounted items, at any time.

Front 45

Landing Gross Weight

Back 45

the weight of the aircraft, its contents, and external items when the aircraft lands.

Front 46

Zero Fuel Weight (ZFW)

Back 46

the weight of the aircraft without any usable fuel.

Front 47

Profile drag or parasitic drag

Back 47

caused by the airplane pushing the air out of the way as it moves forward.

Front 48

Induced drag

Back 48

result product of lift. objects that create lift must also overcome induced drag AKA drag -due-to-lift

Front 49

flight attitude

Back 49

changes its position of flight

Front 50

Lateral axis

Back 50

Pitching

Front 51

Longitudinal axis

Back 51

Rolling

Front 52

Vertical axis

Back 52

Yawing

Front 53

atmosphere

Back 53

78% nitrogen
21% oxygen
1% other gaseous elements

Front 54

two types of flight control

Back 54

1) primary
2) secondary

Front 55

primary flight controls

Back 55

primary control systems are those needed to safely control an airplane during flights, including the ailerons, elevator/ stabilator and rudder.

Front 56

secondary flight controls

Back 56

improve the airplane's performance or relieve the pilot of having to deal with excessive control forces. wing flaps, trim control systems,

Front 57

Three main ways to control the aircraft while in flight

Back 57

1) joystick or control wheel
2) rudder pedals
3) throttles for the engine

Front 58

Joystick controls...

Back 58

1) roll (movement around the longitudinal axis, one wing up and one wing down)
2) pitch (movement around the lateral axis, nose up or nose down)

Front 59

Pitch

Back 59

movement around the lateral axis, nose up or nose down.
controlled by the joystick.

Front 60

Roll

Back 60

movement around the longitudinal axis, one wing up and one wing down
controlled by the joystick.

Front 61

Rudder pedals controls...

Back 61

the yaw of the airplane

Front 62

Yaw

Back 62

how much or how little the nose points to the left or right in a horizontal sense.
controlled by rudder pedals.

Front 63

moving joystick to the rear

Back 63

causes the elevators to move or causes the tail to move downward and the nose to pitch up, rotating the plane's center of gravity.
the elevators are deflect upwards- decreasing the camber of the horizontal tail surface.

Front 64

spoilers

Back 64

high-drag devices deployed from the wings to spoil the smooth airflow, reducing lift and increasing drag.

Front 65

Altimeter

Back 65

measure height above a particular air pressure level- altitude.

Front 66

Types of Altitude

Back 66

1) indicated altitude
2) True altitude
3) Absolute altitude
4) Pressure Altitude
5) Density altitude

Front 67

indicated altitude

Back 67

the uncorrected altitude read directly from the altimeter when it is set to the current altimeter setting.

Front 68

True altitude

Back 68

the vertical distance of the airplane above sea level; the actual altitude. It is often expressed as feet above mean seal level (MSL); airport, terrain, and obstacle elevations on aeronautical charts are true altitudes.

Front 69

Absolute altitude

Back 69

The vertical distance of an airplane above the terrain, or above ground level.

Front 70

Pressure Altitude

Back 70

The altitude indicated when the altimeter setting window (barometric scale) is adjusted to 29.92. This is the altitude above the standard datum plane, which is theoretical level where air pressure (corrected to 15 Celsius) equals 29.92 inches of mercury (Hg). Pressure altitude is used to complete density altitude, true altitude, true airspeed, and other performance data.

Front 71

Density altitude

Back 71

This altitide is pressure altitude corrected for variations from standard temperature. When conditions are standard, pressure altitude and density altitude are the same. If the temperature is above standard, the density altitude is higher than pressure altitude. If the temperature is below standard, the density altitude is lower than pressure altitude. It is an important altitude because it is directly related to the airplane's performance.

Front 72

Vertical Speed indicator (VSI)

Back 72

indicated whether airplane is climbing, descending or in level flight.

Front 73

The vertical speed indicator is capable of displaying two different types of information:

Back 73

1) trend information that shows an immediate indication of an increase or decrease in the airplane's rate of climb or descent
2) rate of information that shows a stabilized rate of change in altitude.

Front 74

Airspeed indicator

Back 74

sensitive differential pressure gauge that measures difference between pitot (impact) pressure and static pressure (undisturbed atmospheric pressure at level flight)

Front 75

Four airspeed types

Back 75

ICE-T
1) Indicated airspeed
2) Calibrated airspeed
3) Equivalent airspeed
4) True airspeed

Front 76

Indicated airspeed

Back 76

measures air pressure reading from the pitot tube

Front 77

Calibrated airspeed

Back 77

airspeed calculated after accounting for aircraft mechanical and position errors (attitude)

Front 78

Equivalent airspeed

Back 78

airspeed calculated after compensating for compression effects; usually only needed at speeds over 200 mph

Front 79

True airspeed

Back 79

airspeed calculated after accounting for temperature and atmospheric pressure gauge.

Front 80

AIRSPEED INDICATOR: White arc

Back 80

This arc is commonly referred to as the flap operating range, since its lower limit represents the full flap stall speed and its upper limit provides the maximum flap speed. Approaches and landings are usually flown at speeds within the white arc

Front 81

AIRSPEED INDICATOR: Lower limit of white arc (Vso)

Back 81

The stall speed or the minimum steady flight speed in the landing configuration. In small airplanes, this is the power-off stall speed at the maximum landing weight in the landing configuration (gear and flaps down)

Front 82

AIRSPEED INDICATOR: upper limit of the white arc (Vfe)

Back 82

the maximum speed with the flaps extended

Front 83

AIRSPEED INDICATOR: Green arc

Back 83

normal operating range of the airplane; most flying occurs within this range

Front 84

AIRSPEED INDICATOR: Lower limit of green arc (Vs1)

Back 84

The stall speed or minimum steady flight speed in a specified configuration; for most airplanes, this is the power-off stall speed at the maximum takeoff weight in the clean configuration (gear up if retractable, and flaps up)

Front 85

AIRSPEED INDICATOR: Upper limit of green arc (Vno)

Back 85

The maximum structural cruising speed; do not exceed this speed except in smooth air

Front 86

AIRSPEED INDICATOR: Yellow arc

Back 86

Caution range; fly within this range only in smooth air, and then only with caution

Front 87

AIRSPEED INDICATOR: Red line (Vne)

Back 87

Never exceed speed; operating above this speed is prohibited, because it may result in damage or structural failure.

Front 88

Two types of turn indicators

Back 88

1) turn and slip indicator
2) turn coordinator

Front 89

Inclinometer

Back 89

shows airplane yaw, the side-to -side movement of the airplanes nose.