PoF

• above Mcrit shock waves begin to form and drag increases more rapidly than i twould have wothout the shock waves

• the addition drag is called wave drag due to energy drag and boundary layer separation

• the mach number at which the drag begins to increase rapidly is called the Drag divergence Mach number

1/cos = L/W

speed difference / Distanz zum Stall

low speed buffet margin decreases bedeutet, dass der Stall bei einer geringeren speed Reduktion bereits erreicht werden kann

reduces the control forces

increases the control panel effectiveness and increase required control forces

only the tab is controlled, which in turn controls the control surfaces

only deflection of the control surface at low speeds; at high speeds only the control tab or servo tab is moved

normal category (CS23): 3,8

utility: 4,4

arobatic: 6

CS 25: 2,5

Design manoeuvring speed

> all speeds below: full elevator deflection leads to stall

> speed above: full elevator deflection leads to structural damage

vA: stall speed for maximum load factor

thrust -> parallel to movement (Forward)

torque -> opposite of plane of rotation

about / around lateral axis: pitch

along axis: the other 2 (yaw and roll)

about/around: immer Drehung um die genannte Achse, wenn man die Achse als Drehpunkt nimmt, um die sich das Flugzeug bewegt

along axis: Der Drehpunkt der Achse ist fix, die ganze starre achse wird um einen anderen drehpunkt bewegt

ratio of maximum thickness to chord length

• Flap assymetry will give different lift on the wings that causes a large rolling moment

  • This happens at any speed since flap extension changes the camber of the wing

• Slat asymmetry on the other hand will only be noticeable at very high angles of attack because slats extends the lift coefficient

  • difference in the max value of cl

  • at normal aoa only slight difference in drag

chamber line folgt der Krümmung des Flügels, die chord line nicht

chamber line follows the center of all inscriped circles

cL increases further until the shock stall

cD increases up to M0.98 and then decreases again

unswept wing

AOA increases: CP moves forward

AOA exceeds critical AOA: CP moves aft

swept wing:

AOA increases: CP moves forward

AOA exceeds critical AOA: CP moves further forward

pitch up moment -> prone to deep stall

swept wing-> stalls at tips first, because air flow to the wing tips and thicker boundary layer

IAS

• vB (max gust intensity speed) +/- 66ft/sec

• vC (design cruise speed) +/- 50ft/sec

• vD (design dive speed) +/- 25ft/sec

angle of advance; wie viel der Propeller nach vorne geht

p factor

normally the downgoing blade has a greater AOA

design maximum cruising soeed > vMO

-> with saftey factor vMO

total drag is lowest

maximum at an AOA of about 4

aerodynamic center = neutral point of the aerofoil

only variabel is the lift

no change of CP anymore

always the same moment independent of lift and AOA, CP position

point about which all lift changes effectively act

-> refering to the aeroplane instead of the wing

Punkt an dem das Moment des Fkugzeugs ansetzt. Stärke des moments ändert sich nur durch die Stärke des Lifts, nicht aber durch eine Verschiebung des angriffspunkts

Aerodynamic center -> wing

neutral point -> whole ac

only use V MO

never Vne

min control speed takeoff climb

• flaps to pos

• landing gear up

• not more than 5degr bank

• most unfv cg

• take off trim setting

low weight worse

IAS relevant -> IAS = Dynamic pressure

cL/cD kurve

the distance the prop would travel forward in one complete revlution if it were moving through the air at the blad angle

effective pitch: actual distance

m * g

blade angle

AR = b/c

AR = b2 / S

b= Span

c = average chord

ACHTUNG WAS GEFRAGT IS

TAPER RATIO = AUßEN / INNEN

maximum thickness to chord length

außen / innen

kleiner 1

cL increases

cD only increases slightly