Thrust PPL ground lesson 5 stage 1

forward CG increases/decreases stall speed?

increases

heavy weight increases stall speed because

it takes more effort to maintain straight and level (need to generate more lift, higher straight and level angle of attack)

plane’s fly via which two principles?

Bernoulli’s principle and newton’s third law

power on stalls are more dangerous than power off because they can easily lead to ______ due to p-factor higher AoA

spins

accelerated stalls happen when performing ________ and with high Gs

extreme banks

cross-control stall

happens during base-to-final, left aileron and right rudder when you try to correct for a bad turn

elevator trim stall

happens during touch and goes. You put the nose up while flying, then pitch up too much and it’s too hard to push down

secondary stall

if you stall, nose down, and pull up too fast. No adequate lift

falling leaf stall

repeated secondary stalls

ways to recognize a stall

sluggish controls, loss in RPM, quieter engine, buffeting/shaking, uncontrollable pitch, vibrations, sinking feeling

stall recovery steps

1. decrease AoA

2. Smoothly apply max power (but don’t slap throttle)

3. Regain sufficient airspeed (Vx minimum) and positive VSI

4. With positive climb, retract flaps/landing gear if applicable

what causes a spin?

a stall with unequal load on the wings (adverse lift). Uncoordinated rudder flight

you can’t spin without

stalling

PARE acronym (spins cessna)

Power idle

Ailerons neutral

Rudder opposite

Elevator down

REAP acronym (spins piper archer)

Rudder full opposite

Elevator down

Ailerons neutral

Power idle

Stall prevention

No taking off with ice/snow/frost (91.5.25)

Stay coordinated

Consider higher airspeed in gusty wings

Go around

Not all aircrafts are certified for spins

If there’s frost on the wings

wipe it off, wait 30 mins, if it forms again, no flying for you!

landing speed calculation with gust

take difference between gust speed and regular windspeed, divide by 2, add to landing speed (70)

4 left turning tendencies

torque

p-factor

spiraling slipstream

gyroscopic procession

torque

left roll, propellor spins one way, fuselage wants to spin the opposite way (Newton’s third law, equal opposite reaction)

p-factor

when you pitch up, the AoA of the prop changes, and the descending blade has a bigger “bite,” creating a left yaw. It’s asymmetrical thrust

spiraling slipstream

backward flow of air. Backward flow hits the tail/empennage, pushing it leftwards. This doesn’t happen in multiengine planes, because the engine is on the lower wing and it equalizes

gyroscopic procession

force applies 90 degrees ahead of time. In a climb, it’s a left-turning tendency, in a descend, it’s a right turning tendency

what is a turn?

an airplane overcoming inertia via the ailerons, dividing the forces of lift into vertical and horizontal lift

In a steep bank, there is more (vertical/horizontal) lift

horizontal

adverse yaw

nose wants to go in the opposite direction of turn. High wing travels faster and creates more lift. Counteract with rudder

aileron says hi in the (direction of turn, opposite of turn) to counteract adverse yaw

direction of the turn

the left and right aileron are equally banked/unequally banked during a turn?

unequally—lower is 12.5 degrees, the upper one is 25 degrees

larger angle of bank = (smaller/bigger) turn radius

smaller, and bigger turn rate

slower airspeed = (smaller/larger) turn radius

smaller, and bigger turn rate

load factor is the ratio of

load supported by wings to actual weight of aircraft. measured in Gs

at a 60 degree bank, you feel 2gs. load factor increases with bank, the load on the wings is (higher/lower)

higher

limit load factor graph

shows where aircraft stalls before imposing structural damage on wings (the red part of the graph is very bad!—you won’t stall before you lose a wing!)

Is Va marked on the ASI?

no

Va range is 98-113. It (increases/decreases) with weight

increases