B1-11a Aeroplane Aerodynamics SR

Student Resource
Subject B1-11a:
Aeroplane Aerodynamics and Flight
Controls
Copyright 2008 Aviation Australia

All rights reserved. No part of this document may be reproduced, transferred, sold, or
otherwise disposed of, without the written permission of Aviation Australia.
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Part-66 Subject
B1--11 Aeroplane Aerodynamics and Flight Control
CONTENTS
Page
Definitions
Study Resources
Introduction
Aeroplane Aerodynamics
11.1.1-1
High Speed Flight
11.1.2-1
Flight Controls Systems
Issue B: January 2008
11.9-1
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DEFINITIONS
Define
To describe the nature or basic qualities of.
To state the precise meaning of (a word or sense of a word).
State
Specify in words or writing.
To set forth in words; declare.
Identify
To establish the identity of.
Itemise.
List
Describe
Represent in words enabling hearer or reader to form an idea of an object or process.
To tell the facts, details, or particulars of something verbally or in writing.
Explain
Make known in detail.
Offer reason for cause and effect.
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STUDY RESOURCES
Jeppesen Sanderson Training Products:
A&P Technician General Textbook.
A&P Technician Airframe Textbook.
B1-11a Student Handout
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INTRODUCTION
The purpose of this subject is to explain how basic aerodynamics is applied to a variety of
different aeroplane designs/types and effects of high speed flight. The purpoise , function and
opertion of basic aeroplne flight control systems and components.
On completion of the following topics you will be able to:
Topic 11.1.1
Aeroplane Aerodynamics
Describe the operation and effects of the following primary control systems:
roll control (ailerons and spoilers)
pitch control (elevators, stabilators, variable incidence stabilisers and canards)
yaw control and rudder limiters
Describe flight control using elevons and ruddervators.
Describe the following high lift devices:
Slots
Slats
Flaps
Flaperons
Describe the operation and effects of:
Drag inducing devices (spoilers, lift dumpers and speed brakes)
Wing fences and saw tooth leading edges
Describe boundary layer control using:
Vortex generators
Stall wedges
Leading edge devices.
Describe the operation and effects of the following:
Trim tabs
Balance and antibalance (leading) tabs
Servo tabs
Spring tabs
Mass balance
Control surface bias
Aerodynamic balance panels
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Topic 11.1.2
High Speed Flight

Describe the following:
Speed of sound
Subsonic flight
Transonic flight
Supersonic flight
Mach number
Critical mach number
Compressibility buffet
shock wave
aerodynamic heating
area rule
Describe the airflow conditions in engine intakes of high speed aircraft and the factors
which affect them.
Describe the effects of sweepback on critical Mach number.
Topic 11.9
Flight Control Systems

Identify the following primary flight controls and explain their operation:
Ailerons.
Elevators.
Rudders.
Spoilers.
State the purpose of the following flight control systems and explain their operation:
Trim Control.
Active Load Control.
High Lift Devices.
Lift Dump.
Speed Brakes.
Explain the operation of flight controls by the following methods:
Manual.
Hydraulic.
Pneumatic.
Electrical.
Fly by Wire.
Explain the operation and effect of:
Artificial Feel.
Yaw Damper.
Mach Trim.
Rudder Limiter
Gust locks.
Explain balancing and rigging of flight controls.
Explain the operation of stall protection systems.
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B1-11.1 Aeroplane Aerodynamics and Flight Controls
TOPIC 11.1.1 AEROPLANE AERODYNAMICS

Control About Two Axes
Ruddervators
A combination of rudder and elevator mounted on a Vee tail which provides simultaneous
longitudinal and directional control
Vee Tail is also known as a Butterfly tail.

Control About Two Axes - Elevons
DELTA WINGS
Elevons provide simultaneous control about the lateral axis and the longitudinal axis i.e. pitch
and roll.
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Aerodynamic Balancing And Trimming

Control forces depend on the airspeed2 and area of surface, the larger and/or faster the
aircraft the higher the force required to manoeuvre.
For this reason controls are often balanced to assist the pilots input force during manoeuvres.
(Reduce forces)
Trimming however, means removing all control forces during steady flight using a separate
control in the cockpit.
Horn Balance
A portion of the control surface is extended out ahead of the hinge line. This utilises the
airflow about the aircraft to aid in moving the surface. Although very simple,
it does
create drag.
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Balance Panels
The hinged balance panel moves inside a sealed space ahead of the aileron.
When the aileron is deflected upward, (as seen above) the air over the bottom surface
speeds up and produces a low pressure below the balance panel. (Venturi effect)
This low pressure pulls the balance panel down and puts a force on the leading edge of the
aileron in such a direction that it assists the pilot in holding the aileron deflected upward.
There is no extra drag.
Drag Inducing Devices

Spoilers & Lift Dumpers
Spoilers are flight controls that rise up from the upper surface of the wing to destroy, or spoil,
lift.
Flight spoilers are used at high speed to decrease lift on one wing and roll the aircraft.
As lift dumpers, they are used to destroy the lift of the aircraft after touchdown to aid in
slowing the aircraft
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Speed Brakes
Speed brakes, also called dive brakes,are large drag panels used for airspeed control.
They can also be used to slow an aircraft after touchdown, and reduce the landing roll.
Boundary Layer Control

Wing Fences
WING FENCE
Boundary layer control devices are designed to delay airflow separation over the wing.
Wing fences are fixed vanes that extend chord wise across the wing of swept wing aircraft.
Their purpose is to prevent air from flowing outward along the span of the wing, for this in turn
is likely to cause airflow separation near the wing tips and so lead to tip stalling and pitch-up
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Saw Tooth Leading Edge

Tip separation and stall can also be delayed reduced by introducing a notch or saw tooth in
the leading edge.
NOTCH
Each notch generates a strong vortex which controls the boundary layer in the tip region
Vortex Generators
These are small plates or wedges, projecting an inch or so from the top surface of the wing,
Each plate generates a vortex adding energy to the boundary layer.
The boundary layer travels further along the surface before being slowed up and separating
from the wing.
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TOPIC 11.1.2 HIGH SPEED FLIGHT

Mach Number
The ratio of the speed of the airplane to the speed of sound in the same atmospheric
conditions.
True Airspeed
=
Flight Mach No.
Local Speed of Sound

M = 1 is called SONIC flow
High speed flight is measured in terms of Mach Number, which is the ratio of the speed of the
aircraft to the speed of sound.
When the aircraft is flying at Mach 75 it is flying at 75% of the speed of sound at the ambient
air temperature.
The Speed of Sound varies with temperature, and the temp varies with altitude.
So aircraft reach Mach 1 earlier at higher altitudes.
Critical Mach Number (Mcrit)
The flight Mach number at which there is the first indication of sonic airflow, over the wing.
At Mach 0.5 All airflow over the aircraft wing is less than M =1. As the aircraft accelerates,
the Flight Mach No. at which the airflow over the wing, (due to the venturi effect), becomes
sonic, is known as the Critical Mach Number.
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Shock Induced Stall

Beyond Mcrit, the shock wave grows. Airflow through this region undergoes a sudden static
pressure increase.
The effect of the sudden pressure rise is to cause the boundary layer to separate from the
wing immediately behind the shock, taking with it the layers of air above it, so precipitating a
Shock Stall.
The shock wave causes early airflow separation. (partial stall)
The Shock Stall and the ordinary\ stall, although having different causes have certain
points in common:A sudden increase in drag often accompanied by compressibility buffeting which increases
in intensity with growth of stall, and a loss of lift.
Shock Induced Drag
The sudden extra drag which is a marked feature of shock stall, is of the same nature as form
drag and skin friction.
Overcoming this sudden drag rise gives rise to the expression, breaking the Sound Barrier.
Area Rule
To minimise the increase in drag in transonic flight the aircrafts total cross sectional area,
along its length should increase gradually to a maximum and then decrease just as gradually.
The fuselage cross section area should decrease at the wing root. The coke bottle effect.
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Supersonic Intakes
Shockwaves are used in the design of supersonic aircraft jet intakes to aid engine
performance. At Mach 1 the airflow within the intake will cause the compressors stall and the
engine to flame out. This undesirable effect is eliminated by keeping the intake air velocity
below sonic.
A simple method to slow down the airflow within the intake is to induce a Normal Shockwave
in front of the compressor, airflow behind a normal shockwave is always subsonic.
One method of achieving this is to build in a device such, as a moveable plug, that will cause
a Normal Shockwave to form. Another common method used is the variable
convergent/divergent intake duct. During supersonic flight, the Normal shockwaves forms in
the convergent section of the duct reducing the intake velocity to subsonic, the airflow
velocity is then further reduced in the divergent section before entering the compressor.
Dump and spill valves in the intake keep the intake pressure to an optimum.
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TOPIC 11.9 FLIGHT CONTROLS
Load Alleviation
a system of wing bending relief is devised for some larger aircraft types;
allows manufacturers to build lighter wings and save money on construction;
allow aerodynamic stresses to be alleviated and, in some types, is termed load alleviation
function (LAF).
passive way of achieving load alleviation is to store fuel in the wings.
An active method of load alleviation is for hydraulic actuation to rapidly move the ailerons
and/or spoilers in response to turbulence sensed by a flight management computer.
Yaw damper components in the rudder system automatically input rudder movement to
prevent Dutch Roll.
Mach Trim.
As the mach increases, so the centre of pressure moves aft and the nose of the aircraft will
tend to drop. (mach tuck).
Some aircraft have a system that will increase the angle of attack to prevent mach tuck.
If the aircraft approaches this condition, the autopilot will input to the elevator or stab trim to
lift the nose of the aircraft. Operation:- mach information received from air data computer is
used by m/t coupler to generate a mach trim servo position command signal which is routed
to m/t actuator [signal modified/cancelled if flap not full up].the actuator changes elevator
position thru elevator feel and centering unit and elevator pcu in order to maintain correct
pitch attitude.
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Spoiler/Speedbrakes.
Airbus fly by wire system.

All panels are used for ground spoilers.
Panels 2.3 and 4 used as speed brakes.
Panels 2,3, 4 and 5 plus ailerons are used for roll control..
Panel 4 and 5 plus ailerons are used for load alleviation function (LAF).
ELACs and SECs are the computers that are controlling the panel movement.
Blue Green or Yellow hydraulic systems.
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B737
The speedbrake lever is connected to rods which operate a quadrant and cable system.
The cables run to a spoiler control valve which allows hydraulic power to be ported to the
speedbrake / spoiler actuators.
If air loads are excessive on the panel then it will blow down via a check valve.
Last part of travel is snubbed to prevent damage of piston.
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Boeing:
When taking off, lever selected to down detent, upon reverse thrust being selected (rejected
take off above 60 knots) the speedbrake lever will be lifted by a cam and the electric actuator
will drive the lever and cable run to deploy all ground spoilers.
When landing (lever set to ARM in flight) if a wheel speed is sensed (60 knots B737) and the
throttles are retarded, spoilers will be deployed. Absence of wheel speed sensing will mean
that the system will sense squat switch on ground and deploy spoilers.
Advancing either throttle retracts spoilers.
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Lateral control, provided by the ailerons, is initiated by control wheel or stick movement.
In this schematic the piston is fixed, the cylinder moves and repositions itself with the spool
thereby following up and cancelling hydraulic input when desired travel of control surface
has been achieved.
If spool is displaced to the right by cable movement, this will open R/H px port and also open
return for L/H side of actuator. Px will flow to R/H side of actuator and it will move to the right
(panel will raise). As this happens the pressure and return ports will be blocked off again (will
catch up to the spool).
Outboard ailerons only able to be used during low speed flight. On 747 this is when flaps are
not up, and on 767 aircraft speed is used to lock out outboard aileron.
Yaw damper components in the rudder system automatically input rudder movement to
prevent Dutch Roll:- (directional and lateral oscillation that swept back wings are
susceptible to.) Flight management computers sense uncommanded roll and pitch
movements then will input to rudder.
Mach Trim:
Some aircraft have a system that will increase the angle of attack to prevent mach tuck.
If the aircraft approaches this condition, the autopilot will input to the elevator or stab trim to
lift the nose of the aircraft. (Mach Tuck: - as the mach increases, so the centre of pressure
moves aft and the nose of the aircraft will tend to drop).
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Rudder Limiter.
Some aircraft need to limit the amount of rudder travel at high speed to avoid overstress.
This is usually accomplished by altering the amount of mechanical input based on airspeed.
An electric actuator alters the amount of mechanical input that the rudder pedals can cause.
On a 747 at about 165 knots, the rudder deflection capability goes from 25 deg to 5 deg.
High speed aircraft need a more complicated feel computer than the simple spring due to
several factors:
variation in C of G and gross weight;
variation in altitude.
There is considerable variation in elevator effectiveness between an aft C of G and a forward

C of G. To achieve a constant stick force, the feel system must build in stiffness for aft C of
G and reduce the stiffness for a forward C of G.
Feel computers have inputs from two hydraulic systems, pitot / static air pressure and
stabiliser position.
A variable feel is created as C of G changes during fuel burn, and at differing airspeeds and
altitudes.
The feel is transmitted as a hydraulic resistance to the pilot control inputs.
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Trim, Centre & Feel Mechanism.
Left hand diagram shows control wheel input with control cables moving quadrant with feel
gained by roller riding up cam against spring pressure. When control wheel is released the
spring returns wheel to centre (neutral).
Right diagram is trim input, where actuator extends or retracts and the cam moves with the
cam follower (aileron system friction forces are less than spring force) to produce a new
neutral position. Control wheel moves.
Trim input without hydraulics will have the same effect as feel in the above schematics. The
system will be ready to move as soon as hydraulics are applied, causing dangerous
situation.
(B737)
During flight, if small lateral control movements are needed, the pilot will trim the aircraft.
Aileron trim in this system is provided by an electric actuator displacing the control quadrant.
Trim;
Electric actuator controlled by the two switches repositions the aileron cables which cause
an input to the aileron hydraulic actuator.
Feel;
Cables operate against the spring to give the pilot feel.
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Trailing Edge Flaps.
Hydraulic motors in the wheel well drive torque tubes along the wing. The torque tubes drive
gearboxes which rotate jackscrews. The jackscrews drive the flap panel via the ball nut. The
flap drive system also normally incorporates an electric motor which can drive the same
torque tubes in the event of hydraulic power failure.
At any flap position or while in transit, the left and right flap positions are compared.
If a difference is detected then the flap asymmetry protection system is activated. The flaps
will be de-activated or lock out if one side is sensed to be moving at a different rate to the
other side.
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Movement of the flap lever positions the control valve which ports hydraulic fluid to one port
of the hydraulic motor. The linkage is also moved but as the motor turns the follow up drum
is rotated which repositions the cam on the linkage and nulls the input at the position
selected. (follow up)
The load limiter is a device that will move the flaps from 40 units to 30 units (737) to protect
the trailing edge flaps against excessive air loads.
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These aircraft use an electronic stall warning system.

A stall warning computer uses airspeed, angle of attack, flap position and engine power
setting to determine approaching stall and will activate a stick shaker and provide master
warning with aural tones.
With large aircraft the margin between pre-stall buffet and actual stall is very small. Some
manufacturers incorporate a stick nudger, which will push the control column forward if a
stall is imminent.
AILERON DRAG/DIFFERENTIAL AILERONS
The aileron that moves downward creates both more lift and drag, and this drag way out
near the wing tip pulls the nose of the airplane around in the direction opposite to the way
the airplane should turn.
To overcome this problem the aileron moving upward travels a greater distance than the one
moving downward and are called Differential Ailerons.
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Airbus System
Aileron Servocontrol
1. Solenoid Valve
2. Pressure Line Closing Valve
3. Return Line Closing Valve
4. Servovalve
5. Mode Selector Valve
6. Damping Orifice
7. Check Valve
8. Return Relief Valve
9. Fluid Reserve
10 Feedback Transducer
11.Mode Selector Valve Transducer
This is an Airbus fly by wire aileron servo control. Hydraulic pressure goes to a servo which
is the same principle as the antiskid servo. How much sidestick deflection is measured by a
displacement transducer which is sent as a signal to a computer and then on to the servo.
The amount of flapper deflection in servo is controlled by the coil in servo, which displaces
the spool and moves aileron. Movement of aileron is picked up by the feedback transducer
and when input signal and output signal match, the spool will be back in null. This is the
principle of all airbus flight controls. Internal stops for travel throws and a thumbwheel at eye
end for rigging.
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Balancing of Flight Controls.

In general, control forces which the pilot has to exert in order to move the controls, depend on
the airspeed and area of surface. The larger and/or faster the aircraft, the higher the force
required to manoeuvre. For this reason controls are often balanced to assist the pilots input
force during maneuvers. (Reduce forces)
Flight, especially high speed flight, demands that all control surfaces be well aligned and
balanced.
Surfaces are aerodynamically and statically / mass balanced.
Aerodynamic balancing makes it easier for pilots to operate the controls in flight requires
less input force.
Static balancing prevents control surface flutter and subsequent vibration.
One form of aerodynamic balance is when a portion of the control surface of the aircraft is
extended out ahead of the hinge line. The portion is known as a Horn Balance. This utilises
the airflow about the aircraft to aid in moving the surface.
Mass Balance
The control surface is balanced on a knife-edge mandrel. A sliding weight of known weight is
moved along a graduated scale until the flight control is balanced (use spirit level).
The weight must be a certain distance from the hinge to achieve equilibrium.
For example, if the weight is one pound and it must be positioned one inch forward of the
hinge to achieve equilibrium, the moment arm is said to be one inch pound.
Two pounds placed half an inch forward of the hinge will achieve the same result.
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Therefore, it is necessary to know the distance from the hinge that the provision for installing
the balance weights is on the control surface.
A formula can then be used for balance weights required:
M1 x S1 = M2 x S2,
where M1 is the mass used along the sliding scale and M2 is the mass to be installed
on the control surface.
S1 is the distance of the balance weight from the hinge line and S2 is the distance from the
hinge that the weights are mounted on the control surface.
If S2 is known already (for example, 2 inches), the formula can now read:
M1 x S1 = M2
2
If, on the sliding scale, a mass of 0.5 pounds at a distance of 1 inch from the hinge achieved
balance, then:
0.5 x 1 = M2
2
0.25 = M2
Therefore, a mass of 0.25 pounds is installed to balance this control surface.
Rebalance is required after any repair or repaint and should be carried out to aircraft
manufacturers specifications.
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Control System Rigging.

A common characteristic is that all control systems need to be rigged, taking into account:
correct control system routing,
wear and damage of any system hardware,
correct adjustment and tension of adjustable components,
safety of all adjustable components,
correct sense, that is, the control input does what the operator wants to achieve
(instinctive control).
correct neutral fairing and correct travel (throw) of all control surfaces and,
freedom of movement of the whole system.
The following pages examine these seven points to consider when rigging a control system.
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1. Correct system routing

Means that all hardware components are in their correct location with respect to other
components. For example, it is very important for a cable run to pass the correct way over
pulleys and cable guards, fairleads and cable drums.
If these cables pictured above were routed the wrong side of the cable guard, the cable
would grind on the guard, causing premature wear and rough system operation, possibly
leading to cable breakage.
Any roughness when operating a cable system is cause to check for correct routing along the
entire cable run.
2. Wear and damage of any system hardware

Should be assessed when carrying out any system rigging or adjustment.
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3. Correct adjustment and tension of adjustable components

Is required to ensure correct system operation. Adjustment of cable and chain ends, pushpull rod ends and adjustable stops will determine cable and chain tension, control surface
neutral position and control surface travel. Cable tensiometer is read on the scale and then
converted to cable tension in pounds. Each unit has a calibrated card and the scale reading
is converted depending on the riser being used and the gauge of the cable.
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4. Safety of all adjustable components

It is essential to ensure the system components do not loosen off. This will firstly affect
system length or tension and eventually compromise system integrity. Lock wiring on
turnbuckles must be terminated with at least four wraps around the shank of the turnbuckle. If
a cable run has become loose, or there is lost motion in a control run, it is important to check
that all turnbuckles and end fittings are still secure. Precautions for ensuring that push-pull
rod adjustable eye ends and cable turnbuckles are secure
5. Correct sense
Is absolutely critical to aircraft operation. Imagine the consequences if a control run was
rigged so that the aircraft started to climb when the control column was pushed forward,
rather than descend or rolled to the left when the pilot wanted to roll to the right.
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6. Correct neutral fairing and correct travel (throw)

Is important because any deviation of a control surface from a streamlined position will:
Cause a net result similar to a control movement in that direction, e.g. if an elevator
is sitting below its normal faired position, the aircraft will adopt a constant nose-down
attitude. Pilots must actively correct this.
Cause increased fuel burn because of increased drag
Cause undue aerodynamic stress on the airframe.
Control system rigging is usually done in a neutral position and parts of the system may be
held in the neutral by the use of rig pins.
Rig pins are used to easily set portions of the control system in neutral. There may be a pin
to be fitted at the control column or at its base, for example, then another in a bellcrank or
pulley half way through the system. Finally, there may be a rig pin or rigging board to be
fitted at the control surface to lock it at neutral or to adjust the bias of the surface the amount
it should sit away from neutral, if applicable.
Rigging any control system requires that step-by-step methodical procedures be followed
from the aircraft maintenance manual. The basic method has more steps with increasing
aircraft complexity but follows the same format:
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Lock the cockpit control, bellcranks and control surfaces in the neutral position.
Adjust the cable tension, maintaining the rudder, elevators or ailerons in the neutral position.
Adjust the control stops to limit the control surface travel to the dimensions given.
When all adjustments have been made, check that the rig pins are not under tension, should
be able to be removed easily, indicating that the cable or push-pull rod adjustment has not
disturbed the system away from its original neutral position.
The control surfaces themselves move through an arc which is determined by the
manufacturer. Maximum deflection from neutral may be measured in degrees by using an
inclinometer.
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These two types of inclinometers or protractors are mounted on the control surface. As the
surface moves either way from neutral, the vernier graduations will show the amount of
deflection in degrees. Another method of checking maximum control surface deflection is by
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measuring the linear distance from the trailing edge of the control surface to the trailing edge
of the surface on which the control is mounted e.g. elevator trailing edge to horizontal
stabiliser trailing edge.
It is important for the primary stops to contact first then, with further control column
movement, the secondary stops to contact.
This further control column movement is termed springback.
This ensures full travel of the surface will be achieved before full control column deflection. If
a control surface does not achieve its specified travel range, primary and secondary stops
must be checked for correct dimension.
Also, assuming cable rigging is correct and rig pins are easily removed, ensure any pushpull hardware in the system near the control surface is the correct length.
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7. Freedom of movement
is the final check to be made on a control system after any work has been carried out.
The control system should be operated through the whole range of movement in all modes
of operation e.g. hydraulic power on and off.
Any binding, grinding, restrictions in movement or failure of the control system to return to
neutral must be investigated.
Check for correct routing of system elements and excessive deflection of cables as they
pass through fairleads etc.
Look, also, for any worn, rusted or seized bearings, either quadrant and bellcrank pivot
bearings or push-pull rod eye end bearings.
8. Duplicate Inspections
On completion of all rigging and before flight, a duplicate inspection must be carried out.
Duplicate inspections are required by all Regulatory Authorities after assembly or adjustment
of aircraft of flight and engine controls, airlines may requires duplicate inspections of other
systems including:
fuel,
landing gear
and other systems vital to aircraft safety.
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Sample Rig.
Here is a simple control system. To rig this system, the logical sequence would be:
Lock the control column in neutral

Lock any intermediate hardware i.e. bellcrank in neutral
Lock the control surface in neutral or install an inclinometer or rigging board
Adjust cable and chain tensions to specified values and lock all turnbuckles
Adjust the push-pull tube length to connect the bellcrank and the control surface and
lock the adjustable eye ends
Remove all rig pins
Operate the system through it s entire range and check for specified control surface
deflection. Adjust primary/secondary stops if required.
Remove any inclinometers or rigging boards.
Ensure duplicate inspection carried out and certified for.
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B1--11 Aeroplane Aerodynamics and Flight Control

High Speed Flight

Flight Controls Systems

Issue B: January 2008

B1--11 Aeroplane Aerodynamics and Flight Control

This Page Intentionally Left Blank

Issue B: January 2008

B1--11 Aeroplane Aerodynamics and Flight Control

To describe the nature or basic qualities of.

To state the precise meaning of (a word or sense of a word).

Specify in words or writing.

To set forth in words; declare.

To establish the identity of.

Represent in words enabling hearer or reader to form an idea of an object or process.

To tell the facts, details, or particulars of something verbally or in writing.

Make known in detail.

Offer reason for cause and effect.

Issue B: January 2008

B1--11 Aeroplane Aerodynamics and Flight Control

A&P Technician General Textbook.

A&P Technician Airframe Textbook.

B1-11a Student Handout

Issue B: January 2008

B1--11 Aeroplane Aerodynamics and Flight Control

Issue B: January 2008

B1--11 Aeroplane Aerodynamics and Flight Control

High Speed Flight

Flight Control Systems

Issue B: January 2008

B1-11.1 Aeroplane Aerodynamics and Flight Controls

TOPIC 11.1.1 AEROPLANE AERODYNAMICS

Vee Tail is also known as a Butterfly tail.

Issue B: January 2008

B1-11.1.1: Aeroplane Aerodynamics

B1-11.1 Aeroplane Aerodynamics and Flight Controls

Aerodynamic Balancing And Trimming

Issue B: January 2008

B1-11.1.1: Aeroplane Aerodynamics

B1-11.1 Aeroplane Aerodynamics and Flight Controls

Drag Inducing Devices

Issue B: January 2008

B1-11.1.1: Aeroplane Aerodynamics

B1-11.1 Aeroplane Aerodynamics and Flight Controls

Boundary Layer Control

Issue B: January 2008

B1-11.1.1: Aeroplane Aerodynamics

B1-11.1 Aeroplane Aerodynamics and Flight Controls

Saw Tooth Leading Edge

Issue B: January 2008

B1-11.1.1: Aeroplane Aerodynamics

B1-11.1 Aeroplane Aerodynamics and Flight Controls

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Issue B: January 2008

B1-11.1.1: Aeroplane Aerodynamics

B1-11.1 Aeroplane Aerodynamics and Flight Controls

TOPIC 11.1.2 HIGH SPEED FLIGHT

Flight Mach No.

Local Speed of Sound

Issue B: January 2008

B1-11.1.2: High Speed Flight

B1-11.1 Aeroplane Aerodynamics and Flight Controls