SPEEDS

CAS: Calibrated Airspeed. Indicated airspeed, corrected for installation and

instrument errors.
The Calibrated Air Speed (CAS) is obtained from the difference between the
total pressure (Pt) and the static pressure (Ps). This difference is called dynamic
pressure (q).

IAS: The Indicated Air Speed (IAS) is the speed indicated by the airspeed
indicator. IAS is equal CAS + Ki instrumental correction.

TAS: True Airspeed. The speed of the airplane relative to the air mass. TAS is
CAS with air density and compressibility correction .

Ground Speed is equal True Air Speed + Wind Component

The Mach Number is a ratio of the TAS to the speed of sound.

FLIGHT MECHANICS

WHY DOES AIRPLANE FLY:

When acft is moving thru the air with nessasery TAS for this configuration, wing of
the acft produces lift by deviding airflow on two streams at the leading edge of wing
airfoil and rejoining these streams behign trailing edge, this process forces airflow
banding around the airfoil and differences btw speeds and pressures on upper and
lower serfaces of the wing .

As a general rule, when engine thrust is higher than drag, the aircraft can use
this excess thrust to accelerate and/or climb. On the other hand, when the thrust is
insufficient to compensate for drag, the aircraft is forced to decelerate and/or
descend.

In flight, four forces are applied to an aircraft : Thrust, drag, lift and weight.
If the aircraft is in steady level flight:
• The thrust for steady level flight is equal to drag ,
• Weight (mg) is equal to lift

THRUST—the forward force produced by the powerplant .It acts parallel to the
longitudinal axis.

DRAG—rearward force caused by disruption of airflow by the wing, fuselage,

and other parts of acft. Drag opposes thrust, and acts rearward parallel to the
relative wind.
LIFT— upward force produced by the dynamic effect of the air acting on the
airfoil, and acts perpendicular to the flightpath through the center of lift.

WEIGHT—the combined load of the aircraft itself, the crew, the fuel, and the
cargo or baggage. Weight pulls the aircraft downward because of the force of
gravity.

SHOCK WAVE - when flow velocities reach sonic speeds at some location on an
aircraft (such as the area of maximum camber on the wing), further acceleration
results in the onset of compressibility effects such as shock wave formation,
drag increase, buffeting, stability, and control difficulties

ANGLE OF ATTACK (AOA)—the angle between the mean aerodynamic chord

and the direction of the relative wind

INDICATED ALTITUDE - is the vertical distance between the following two

pressure surfaces:
1. The pressure surface of actual aircraft’s location
2. The reference pressure surface
QFEis the pressure at the airport reference point.
QNHis the Mean Sea Level pressure. With the QNH setting, the altimeter indicates
the altitude above Mean Sea Level
Standard corresponds to 1013 hPa

THE FLIGHT LEVEL corresponds to the Indicated Altitude in feet divided by

100, provided the standard setting is selected.

The primary function of the PFD is to provide attitude, heading, air data,
navigation, and alerting information to the pilot.

The primary function of the MFD is to provide engine information, mapping,

terrain information, autopilot operation, and for flight planning
 STABILITY/ CONTROLLABILITY
STABILITY is the tendency of an aircraft to maintain its attitude in flight and
return to this attitude if displaced, without pilot intervention.

STATIC STABILITY is the initial tendency of an airplane, to return to the

original position when disturbed.

DYNAMIC STABILITY is the overall tendency of an airplane to dump moments

and forses

STABILITY MAY BE:

• Positive static stability—the initial tendency of the
aircraft to return to the balance after being disturbed
• Neutral static stability—the initial tendency of the aircraft to remain in a
new condition after its balance has been disturbed
• Negative static stability—the initial tendency of the aircraft to continue
away from the original balance after being disturbed

CONTROLLABILITY—the capability of an aircraft to respond to the pilot’s

control, especially with regard to flightpath and attitude.

STABILITY/ CONTROLLABILITY— DEPENDS ON CG LIMIT:

Center of Gravity, also called 'center of mass'. Imaginary point in which

the airplane mass is assumed to be concentrated for mass and balance
calculations. Another words it is point over which acft is balanced.

FWD CG:
↑ Stibility
↑Stall speed
↓Efficient

AFT CG:
↑Controloble
↑ Cruese speed
↑ Efficient
May be possible ti recover from stall

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