Considered to be external loads and inertia forces that act upon an airplane structure. air loads ground loads water loads land loads.
For ground loads, in each specified ground load condition, the external reactions must be placed in _______ with the linear and angular inertia forces in a rational or conservative manner. stability contrast proper position equilibrium.
What FAR part is ground loads conditions and assumptions? FAR.23.473 FAR.23.479 FAR.23.481 FAR.23.483.
The highest weight for landing conditions at the maximum descent velocity. design landing weight maximum landing weight maximum descent weight design descent weight.
These FAR 23 subparts may be complied with at a design landing weight allowed with under some instances. 479, 481, 483 473, 481, 483 473, 479, 483 473, 479, 481.
The design landing weight may be as low as? 95 percent of the maximum weight if the minimum fuel capacity is enough for at least one-half hour of operation at maximum continuous power 90 percent of the maximum weight if the minimum fuel capacity is enough for at least one-half hour of operation at maximum continuous power 95 percent of the maximum weight if the minimum fuel capacity is enough for at least two-half hour of operation at maximum continuous power 90 percent of the maximum weight if the minimum fuel capacity is enough for at least a half hour of operation at maximum continuous power .
The design landing weight may be as low as:
The design maximum weight less the weight of 25 percent of the total fuel capacity. The design maximum weight less the weight of 20 percent of the total fuel capacity. The design maximum weight less the weight of 40 percent of the total fuel capacity. The design maximum weight less the weight of 55 percent of the total fuel capacity.
What is the FAR subpart for control system? FAR.23.67 FAR.23.62 FAR.23.471 FAR.23.479.
The selected limit vertical inertia load factor at the center of gravity of the airplane for the ground load conditions prescribed in this subpart may not be less than that which would be obtained when landing with a descent velocity (V), in feet per second, equal to 4.4γ(π/π)γ^(1/4), except that this velocity need not be more than __ feet per second and may not be less than __ feet per second.
10 & 7 fps 12 & 8 fps 10 & 5 fps 11 & 7 fps.
Wing lift not exceeding _____ of the weight of the airplane may be assumed to exist throughout the landing impact and to act through the center of gravity. two-thirds three-fourths one-half one-fourth.
Ground reaction load factor = inertia load factor - ratio of assumed wing lift true false.
What FAR subpart is Shock Absorption Test FAR 23.723 FAR 23.423 FAR 23.782 FAR 23.327.
No inertia load factor used for design purposes may be less than 2.97, nor may the limit ground reaction load factor be less than 2.0 at design maximum weight,
true false.
For a level landing, the airplane is assumed to be in the following attitudes,
1. For airplanes with tail wheels, ______ For airplanes with tail wheels, a normal level flight attitude For airplanes with tail wheels, a steady level flight attitude None of the above.
For a level landing, the airplane is assumed to be in the following attitudes:
2. For airplanes with nose wheels, ----
nose and main wheels contact the ground simultaneously or the main wheels contact the ground the nose wheel is just clear of the ground. all of the above.
What is the value of the tire sliding coefficient of friction? 0.10 0.5 0.8 0.7.
Drag loads may not be less than __ percent of the maximum vertical ground reactions (neglecting wing lift). 25% 50% 30% 60%.
FAR subpart of Level landing Conditions? FAR.23.479 FAR.23.473 FAR.23.481 FAR.23.483.
FAR subpart of Tail down landing conditions? FAR.23.479 FAR.23.473 FAR.23.481 FAR.23.483.
For a tail down landing, the airplane is assumed to be in the following attitudes:
(1) For airplanes with tail wheels, an attitude in which the main and tail wheels CONTACT THE GROUND SIMULTANEOUSLY.
(2) For airplanes with nose wheels, a STALLING ATTITUDE, or the MAXIMUM ANGLE allowing ground clearance by each part of the airplane, whichever is less.
true false.
In FAR.23.481 tail down landing conditions, For airplanes with either tail or nose wheels, ground reactions are assumed to be VERTICAL, with the wheels up to speed before the maximum vertical load is attained. For airplanes with either tail or nose wheels, ground reactions are assumed to be HORIZONTAL, with the wheels up to speed before the maximum vertical load is attained. For airplanes with either tail or nose wheels, ground reactions are assumed to be POSITIVE, with the wheels up to speed before the maximum vertical load is attained.
What FAR subpart is one wheel landing condition? FAR 23.473 FAR 23.479 FAR 23.481 FAR 23.483.
For the one-wheel landing condition, the airplane is assumed to be in the LEVEL ATTITUDE and to contact the ground on one side of the main landing gear. In this attitude, the ground reactions must be the same as those obtained on that side under FAR 23.479 true false.
What is FAR23.493 Braked Roll Condition Baked Roll Condition Supplementary conditions for tail wheels Supplementary conditions for nose wheels.
In a braked roll condition, limit vertical load factor must be? 1.25 1.33 2.5 1.36.
In a braked roll condition, the attitudes and ground contacts must be those described in FAR 23.479 for level landings.
true false.
FAR Subpart of Supplementary conditions for tail wheels FAR.23.481 FAR.23.483 FAR.23.497 FAR.23.499.
For FAR. 23.497 Supplementary conditions for tail wheels, what is the angle? 45 deg 25 deg 50 deg 35 deg.
What is the FAR subpart for Supplementary conditions for nose wheels? FAR.23.481 FAR.23.483 FAR.23.497 FAR.23.499.
FAR. 23.499 Supplementary conditions for nose wheels, aft loads must be? vertical component of 2.25 times the static load on the wheel; and (2) A drag component of 0.8 times the vertical load. a vertical component of 2.25 times the static load on the wheel; and (2) A forward component of 0.4 times the vertical load A vertical component of 2.25 times the static load on the wheel; and (2) A side component of 0.7 times the vertical load. .
FAR. 23.499 Supplementary conditions for nose wheels, forward loads must be? vertical component of 2.25 times the static load on the wheel; and (2) A drag component of 0.8 times the vertical load. a vertical component of 2.25 times the static load on the wheel; and (2) A forward component of 0.4 times the vertical load A vertical component of 2.25 times the static load on the wheel; and (2) A side component of 0.7 times the vertical load. .
FAR. 23.499 Supplementary conditions for nose wheels, side loads must be? vertical component of 2.25 times the static load on the wheel; and (2) A drag component of 0.8 times the vertical load. a vertical component of 2.25 times the static load on the wheel; and (2) A forward component of 0.4 times the vertical load A vertical component of 2.25 times the static load on the wheel; and (2) A side component of 0.7 times the vertical load. .
Jacking Loads FAR subpart? FAR.23.505 FAR.23.499 FAR.23.507 FAR.23.510.
The airplane must be designed for the loads developed when the aircraft is supported on jacks at the design maximum weight assuming the following load factors for landing gear jacking points at a three-point attitude and for primary flight structure jacking points in the level attitude:
(1) Vertical-load factor of ___ times the static reactions.
(2) Fore, aft, and lateral load factors of ___ times the vertical static reactions
1.35 & 0.4 1.25 & 0.5 1.30 & 0.4.
The directional control of a fixed-wing aircraft takes place around these axes.
I. Lateral
II. Longitudinal
III. Horizontal
IV. Vertical
V. Normal I, II & III II, IV & V I, II & IV I, III & V I, II, III, IV & V.
These control devices are hinged or movable surfaces through which the attitude of an aircraft is controlled during takeoff, flight, and landing.
Flight Control Surfaces Flight Controls Flight Surfaces Control Surfaces.
What are the two major groups of Flight Control Surfaces. Basic Flight Control Surfaces & Hydraulic Control Surfaces Main Flight Control Surfaces & Tertiary control Surfaces Main Flight Control Surfaces & Auxiliary Control Surfaces Auxiliary Control Surfaces & Secondary Control Surfaces .
The primary flight control surfaces on a fixed-wing aircraft include: Ailerons, Flaps, Elevators & Rudder Ailerons, Elevators, & Rudder Ailerons, Elevators, & Flaps Elevators, Trimtabs & Rudder.
Are attached to the trailing edge of both wings and when moved, rotate the aircraft around the longitudinal axis. Rudder Flaps Ailerons Rudder .
Is attached to the trailing edge of the horizontal stabilizer. When it is moved, it alters aircraft pitch, which is the attitude about the horizontal or lateral axis.
Trimtabs Rudder Elevator Aileron.
Is hinged to the trailing edge of the vertical stabilizer. When the rudder changes position, the aircraft rotates about the vertical axis (yaw). Aileron Rudder Elevator Trimtabs.
What is the airplane movement of the Aileron Roll Pitch Yaw .
What is the airplane movement of the Rudder Roll Pitch Yaw.
What is the airplane movement of the Elevator Roll Pitch Yaw.
What is the Type of stability of the Aileron Lateral Vertical Longitudinal Directional.
What is the Type of stability of the Rudder Lateral Vertical Longitudinal Directional.
What is the Type of stability of the Elevator Lateral Longitudinal Vertical Directional .
Are usually similar in construction to one another and vary only in size, shape, and methods of attachment Primary Control Surfaces Secondary Control Surfaces Auxiliary Control Surfaces Main Power Control Surfaces.
They are typically made from an aluminum alloy structure built around a single spar member or torque tube to which ribs are fitted and a skin is attached.
Auxiliary Control Surfaces Main Control Surfaces Secondary Control Surfaces Main Power Control Surfaces.
balancing usually consists of assuring that the center of gravity of a particular device is at? Forward of the Hinge point Aft of the hinge point Center of the hinge point.
Are the primary flight control surfaces that move the aircraft about the longitudinal axis Flaps Trimtabs Ailerons Elevators.
This type of Aircraft may also have a second set of ailerons located inboard on the trailing edge of the wings.
Large Aircraft Civil Aircraft Small Aircraft Military Aircraft.
Are usually located on the outboard trailing edge of each of the wings. Flaps Ailerons Stabilizer Elevator.
Is the primary flight control surface that moves the aircraft around the horizontal or lateral axis Rudder Flaps Elevator Trimtabs .
Is hinged to the trailing edge of the horizontal stabilizer and typically spans most or all of its width. Rudder Elevator Trimtabs Stabilizer .
This provides directional control and thus points the nose of the aircraft in the direction desired.
Rudder Elevator Trimtab Flaps .
Performs the combined functions of the ailerons and the elevator Ailevators Elevons Ruddervator Elevadder .
Is a control surface that combines the action of both the horizontal stabilizer and the elevator Stabilator Stabilizer Ailevators Ruddervator .
Combines the action of the rudder and elevator Stabilizer Ailevator Ruddervator Elevadder.
Extends the camber of the wing for greater lift and slower flight. Flaps Ailerons Elevators Trimtabs.
Allows control at low speeds for short field takeoffs and landings Flaps Trimtabs Balance Tabs Ailerons .
Reduces the force needed to move a primary control surfaces Flaps Trimtabs Slats Aileron.
Reduces the force needed to move a primary control surface. Flaps Balance tabs Servo tabs Slats .
Increases feel and effectiveness of primary control surfaces Servo Tabs Trimtabs Balance tabs Anti-balance tabs .
Assist or provides the force for moving a primary flight control. Servo tabs Trimtabs Anti-balance tabs Flaps .
Decreases lift. Can augment aileron function Slots Slats Leading edge flap Spoilers .
Extends the camber of the wing for greater lift and slower flight. Slots Slats Servo tabs Leading edge flap.
Directs air over upper surface of wing during high angle of attack. Slats Slots Spoilers Leading Edge flaps .
Lowers stall speed and provides control during slow flight Slots Slats Leading edge flaps Servo tabs.
Statistically balances the aircraft in flight. it also allows "hands off" maintenance of flight condition. Trim Balance Anti Balance Spring .
Aids pilot in overcoming the force needed to move the control surface. Trim Balance Servo Spring .
Aerodynamically positions control surfaces that require too much force to move manually. Trim Balance Servo Anti-Servo.
Increases force needed by pilot to change flight control position. De-sensitizes flight control Anti-balance Trim Spring Servo.
Enables moving control surfaces when forces are high. Inactive during slow flight. Spring Anti-servo Balance Trim .
Is an obvious vertical upturn of the wingβs tip resembling a vertical stabilizer Vortex Generators Winglet Spoilers Stall Fence .
It is an aerodynamic device designed to reduce the drag created by wing tip vortices in flight.
Winglet Spoilers Gap seals Stall fence .
Are small airfoil sections usually attached to the upper surface of a wing. Vortex Generators Winglet Stall Fence Gap Seals .
They are designed to promote positive laminar airflow over the wing and control surfaces Gap Seals Winglet Vortex Generators Stall Fence .
Is a chordwise barrier on the upper surface of the wing, it is used to halt the span wise flow of air. Gap Seals Spoilers Stall Fence Vortex Generators .
Is common to promote smooth airflow in these gap areas such as a gap between the stationary trailing edge of a wing or stabilizer and the movable control surface(s). Winglet Stall Fence Gap Seals Vortex Generators .
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