0
25
1024
768
false
false
6
235130130
110220120
23520090
185140240
150190210
190190140
6
1303030
3012040
15013030
11570140
7080110
10011060
255255255
0
0
0
100
100
12
object
0
2495
362
278
815
185140240
11570140
1
false
false
true
false
true
0
0
0
dialog
12
000
10
0
0
0
00
9
Cool. Now I understand the physics behind the instruments much better - I believe that a good, solid understanding of *why* is realloy important before learning to fly, don't you agree? It's interesting that the relatively low-tech instruments -- the ones that have been around for a while, and have been in aircraft for years -- are still found in modern aircraft, especialy considering the moder "age of electronics" with GPS, sattelite communications, etc.
I think I could better answer your question regarding how the aircraft gets 2 kinds of air pressure if I know exactly what is meant by "dynamic" air pressure. Since you stated that the dynamic pressure is proportiaonal to the aircrafts speed, I am assuming that it was something to do with the air pressure built up along the craft control surfaces (maybe?) during forward movement. I could be completely off about this, though. I'm just really not sure what "dynamic pressure" means.
I'm getting rather excited by know - since we've completed the exterior and interior checks, I'm hoping that means we'll be taking to the air pretty soon - I'm getting sortof impatient!
I have another question: If it is said that someone is "instruments rated", does that mean they are qualified to fly a plane in zero visibility; that is, flying purely by the input provided by the instruments? Is this a very difficult talk to do, and are average pilots called on to perform this task very frequently?
Well, I suppose I've asked enough questions this time around. Now it's time to start the engines, and get in the air!
11
object
0
2060
264
425
914
110220120
3012040
1
false
false
false
false
true
0
0
0
dialog
12
000
10
0
0
0
00
31
Hi, Adam!
Before talking about interior cockpit check, I answer your previous question.
You asked me about the attitude and altitude indicator.
Basically, attitude and heading indicator include gyro. The gyro always indicate and keep the specific position such as the North. So, gyro keep the same position rigidly even in acrobatic aircraft. The attitude and heading indicator use the property of gyro. They show us the relative relationship between gyro and aircraft. My explanation is too much abstract. Think about the magnetic! The needle indicates always the North. Even though we rotate and move, the needle keeps the north direction rigidly. That is like the gyro.
Also, the aircraft move in 3 dimensional space. So attitude indicator represent the 3 dimenstional information such as pitch and bank. If you see the attitude instrument, there is small miniature aircraft, which represent your aircraft. If you dive, the miniature aircraft sink below the white horizontal line. If you pitch up, the miniatrue aircraft go up above the horizon.
If you bank the aircraft, the miniature aircraft is banked in the same direction.
Now, let's look at the altitude indicator.
Altitude indicator represent the diffrence between static air pressure.
The static air pressure is decreased with the increased altitude.
Additionally, airspeed indicator represents the exact difference between dynamic air pressure and static air pressure.
The dynamic air pressure is proportional to the aircraft speed. It also include static air pressure.
Thus, the difference of dynamic and static air pressure is the air speed.
It's simple principle.
I ask a question for you. How do the aircraft get the 2 kinds of air pressure?
Just review the 3rd class, which is exterior check. You can answer that easily.
Remember all aircraft equipments are invented with reason.
Now look at the interior cockpit.
In interior cockpit, there are lots of equipment. Basically, it is composed of navigation, communication, engine part. We check the all equipments to verify whether those are good condition. It's pretty simple. Again, it is important. How do we judge whether it is normal or not?
First, check the damage and shape change of equipment.
For example, if the cover glass of altitude indicator is broken, it is likely that the indicator doesn't work well due to leakage of air pressure.
Second, check the each needle to indicate properly.
For example, if the altitude indicates totally different altitude, it is very supicious for malfunction.
Usually, altitude must show Field Elevation plus minus 75 ft. Within 75 ft, the error is acceptable. Over 75 ft, it must be checked.
Third, check the equipment is in the proper position.
For example, the throttle must be close position before starting engine.
If the throttle is in open position, it open the fuel pipe to the engine. Some fuel is in the engine. If you start the engine in this situation, sometimes it causes the engine fire and engine overtemperature.
Today, I talked about the interior cockpit check. Please, answer my question.
Next time, I will tell you starting engine.
10
object
0
1734
264
316
676
185140240
11570140
1
false
false
false
false
true
0
0
0
dialog
12
000
10
0
0
0
00
13
Hi Seungkug:
Wow. I didn't realize all the work that went into the pre-flight check. I suppose I thought that the pilot's check was less strenuous than this, because -- like you mentioned -- the mechanics have already taken care of it. It is interesting to note that pilots take such an active role in ensuring the safety of the aircraft.
I'm curious; it this also the case on commercial airliners? For example, would an American Airlines pilot do this same sort of check before a passneger flight?
Another interesting fact that struck me was your mention of "pilot tube", which I presume is a mechanism to allow certain instruments access to the outside environment to record airspeed and altitude. I have never heard of this concept before.
You mentioned that symmetry is important in the aircraft - this certainly makes sense to me. I understand that fiel is often stored inside the wings of certain aircraft - does this need for symmetry mean that the fuel must be reduced at a constant rate from both wings? If not, wouldn't that seriously affect the weight and balance of the aircraft? How is this accomplished? Or can level flight be maintained even though the aircraft is unbalanced?
Back to our discussion on stall speeds, I hadn't thought about the fact that jet engines still needed access to oxygen to operate, and that the thinner air at higher altitudes would recude the power (and hence thrust available) of those engines. I suppose that this is how rocket engines differ from jet engines - they don't require outside air to burn (hence the name solid-fuel rockets).
Could you elaborate on what you mean when you said "the rudder is the last available control surface due to the late air separation (near the fuselage)"? Specifically, what do you mean by "air separation"?
9
object
0
1324
171
402
962
110220120
3012040
1
false
false
false
false
true
0
0
0
dialog
12
000
10
0
0
0
00
22
Hi, Adam!
When I read your reply, I was surprised again.
You have the exact view of stall. All options in problem 4 are to explain the stall except choice 5. The choice 5 is wrong because the rudder is the last available control surface due to the late air separation (near the fuselage). The order of fast loss of control is aileron, elevator, and rudder. In severe stall near the spin, even rudder is not available.
And your opinion about the relationship between the lift and stall is right. In diagnosis test, I shed light on several reasons of drastic loss of lift such as high angle of attack, air separation and loss of thrust.
If the aircraft has the thrust enough to overcome the weight, the stall doesn't happen.
However, the aircraft always can't get the thrust to avoid the stall. For example, the superpower aircraft climb with steep angle, at some altitude the aircraft encounter the stall. Why? Since the air density is very rare at high altitude, the engine can't supply the thrust enough to overcome the weight. More specifically, the engine is not available without the oxygen.
Thus, all aircraft has the specific altitude range for the performance. The jet aircraft can reach higher altitude than the propeller aircraft. Because the jet engine has the air compressor, which collect the air through the air intake and compress the air.
All right! I explain the previous one too much.
Sorry about that.
Today, I talk about the exterior check.
Why the pilot check the exterior of aircraft, even though the maintenance expert check all? The first reason is the safety. And the second reason is the responsibility of pilot. You can get the first reason intuitively. Let me explain the second reason. If you finish the check and sign the form, you are responsible for the aircraft. It means that the aircraft is perfect. The maintenance have no responsibility after signing the form. There are lots of sophisticated reason.
But I'll mention of that sometime.
When you check the exterior of aircraft, first see the shape of aircraft. Is it symmetric or not? It sounds very stupid. But it's important. Unbalaced aircraft cause the change of aerodynamic center and center of gravity. It is critical for the aircraft control. Also, it is most likely that some critical damage causes unbalanced shape such as partial refueling. After seeing the whole appearance, you check the left wing, nose, nose gear, right wing, fuel, fuselage, landing gear, and tail part. Several parts include lots of specific parts. I'll tell you general part.
Wing section ( left/right wing) includes navigation light, aileron, flap, fuel cap. Check the bulb of light and the condition of aileron and flap, and fuel quantity.
Check the nose compartment, pitot tube, and nose gear.
When you check the pitot tube, you must see each hole.
If there is a blocked hole, the airspeed and altitude instrument indicates the wrong information. Like main gear the nose gear is very sensitive part. If there is a little bit damage and shape change, it doesn't works such as landing gear extention and retraction failure. The fuselage includes several antena and landing gear and so on. Check any damage. The tail part is composed of rudder, elevator and tail light. Check the bulb of light and control surface.
If you finish the exterior check, sign up the form.
Today I mentioned of the exterior check breifly.
If you have a question, feel free to ask me.
And I will answer your question about the attitude and altimeter next time.
5
object
0
952
170
365
613
185140240
11570140
1
false
false
false
false
true
0
0
0
dialog
12
000
10
0
0
0
00
11
Thanks for the good words! I appreciate the encouragement.
Yes, I think you're right about question number 4; I didn't fully understand the answers I think. At first I thought there would be an "All of the above" option, because I thought that several of these options were all aspects of a stall condition - dramatic decrease in lift (but perhaps it is more accurate to say complete lack of lift - I'm not sure), control of the aircraft is limited, and drag in increased. Is this not correct?
As for a definition of stall, I always thought that stall occured when the control surface of the aircraft reached a critical angle, above which it fails to provide lift. Also, the stall angle is dependent on airspeed, right? the slower the aircraft is traveling, the lower the angle of climb that will create a stall. It is my understnding that with enough thrust, stall never happens (like the photos of fighter jets that show pure vertical climb).
I'm ready to continue on with the intermediate/advanced knowledge, including the starting procedures you described. I did some preliminary research into aircraft instrument panels, and I understand what the altimeter does (indicate altitude, or hieght in the air), and heading indicator should show the heading relative to north in degrees, right? Question: Is the altitude displayed the absolute altitude calculated from sea level, or a relative altitude based on the current geography?
The attitude is the orientation relative to the ground, which covers 2 planes - pitch and roll (yaw doesn't affect the orientation toward the ground). I don't understand how a single instrument conveys both of the data points at one, though.
One other instrument you didn't mention is airspeed. It is my understanding that this is still indicated in knots, and not mph or kph. Is this true? What is the conversion ratio for knots to mph?
2
object
0
512
89
128
598
185140240
11570140
1
false
false
false
false
true
0
0
0
dialog
12
000
10
0
0
0
00
38
Adam's Responses:
1. Lift
2. Elevator
3. Rudder
4. i
5.
T
T
T
T
6. i
7. v
8.
F
T
4
object
0
647
89
299
694
110220120
3012040
1
false
false
false
false
true
0
0
0
dialog
12
000
10
0
0
0
00
14
Hi, Adam!
I really suprised of your answer. I asked 12 problems with subproblems. You got 9 points out of 12 points.
Especially, the questions are composed of the basic knowledge and intermediatae knowledge.
You solved the basic knowledge almost perfectly. I think you got probably confused with the problem 4. You choose exactly the explaination of stall in problem 4. The right answer is v) The aileron is the last control surface in stall. And problem 8 is for checking whether you are experienced or not. The answer for 8 is F, T.
I take a interesting example of second one of problem 8. After taking off, the pilot encounter the emergency situation and return the runway immediately at low altitude and low speed with high gross weight. Pilot must dump the all fuel to reduce the landing gross weight. It is very helpful to increase the speed and get the more altitude. If the pilot don't decrease the gross weight and land the aircraft, the result is unexpected. The worst case is flat tire and fire. The best case is to land safely. The pilots do not cast the dice to take a risk and life.
I talked about the side story a lot.
Anyway, I checked your knowledge level through the test.
The result shows me that you are the itermediate student pilot. It means you don't need learning the basic flight knowledge. I'll give you more advanced knowledge. Are you ready to go with me?
Next time, I will teach you ground operation such as exterior check, interior cockpit check, start engine and taxiing. All right, see you next time.
If you have any question about the diagnosis test. please let me know. And I recommend you preview the basic aircraft instrument such as altitude, attitude, and heading indicator, which are most important and basic instrument.
1
object
0
13
14
492
803
110220120
3012040
1
false
false
false
false
true
0
0
0
dialog
12
000
10
0
0
0
00
50
Welcome to the Cyber Flight School!
I am the flight instructor, Choi. I will teach the basic and advanced flight
information based on your status of flight knowledge. No matter what your
flight experience is, I will start at your level. Don't worry about that.
First of all, I would like to check your flight knowledge. Please, feel free
to answer the following question. It is not the test but something like
questionnaire to know your level.
1. Fill the blank with the answer. What are 4 main forces to affect aircrafts?
Thrust, Drag, Weight, ( )
2. Choose the one. What is for controlling the pitch of aircraft?
i) Rudder ii) Elevator iii) Aileron iv) Flap
3. Choose the one. What is for controlling the yawing of aircraft?
i) Rudder ii) Elevator iii) Aileron iv) Flap
4. What is not the appropriate explanation of Stall?
i) At that point, the lift is decreased drastically.
ii) At that point, the drag is increased drastically.
iii) In aspect of aerodynamics, the air separation is occurred.
iv) The control of aircraft is limited.
v) The aileron is the last control surface in stall.
5. Answer the True or False.
The stall speed is affected by the degree of bank, pitch, and air speed.(T, F)
When we take off, we do not exceed the take-off pitch due to stall. (T,F)
When we increase the bank for turning, the stall speed is decreased. (T,F)
If we encounter the stall, we can not control the aircraft. (T, F)
6. Choose the one to recover the stall correctly.
i) Lower the pitch to increase the speed.
ii) Increase the power to increase the speed.
iii) Use the rudder to lower the pitch.
iv) Control the aircraft very smoothly.
7. What is not the navigation equipment in aircraft?
i) TACAN ii) VOR iii) GPS iv) ADF v) IFF
8. Answer the True or False.
At 15,0000 ft, Mach 1.0 is 490 knots. At 25,000ft, Mach 1.0 is 490 knots. (T, F)
In case of heavy gross weight aircraft, it is more likely to cause the flat tire and increase the landing distance. (T, F)
Up to now, I asked the basic flight knowledge. If you know the flight well,
it is boring. If you don't know, it is the challenge. But don't be afraid. I
will teach you step by step.
Today, I am very happy to meet you. Sooner or later, you will be good
aviator, if you follow me well. I want to tell you the good saying about
flight.
The flight is sustained by the knowledge, not feeling. Just keep in mind.
0
6
0
null
0
10
13
Hi Seungkug:
Wow. I didn't realize all the work that went into the pre-flight check. I suppose I thought that the pilot's check was less strenuous than this, because -- like you mentioned -- the mechanics have already taken care of it. It is interesting to note that pilots take such an active role in ensuring the safety of the aircraft.
I'm curious; it this also the case on commercial airliners? For example, would an American Airlines pilot do this same sort of check before a passneger flight?
Another interesting fact that struck me was your mention of "pilot tube", which I presume is a mechanism to allow certain instruments access to the outside environment to record airspeed and altitude. I have never heard of this concept before.
You mentioned that symmetry is important in the aircraft - this certainly makes sense to me. I understand that fiel is often stored inside the wings of certain aircraft - does this need for symmetry mean that the fuel must be reduced at a constant rate from both wings? If not, wouldn't that seriously affect the weight and balance of the aircraft? How is this accomplished? Or can level flight be maintained even though the aircraft is unbalanced?
Back to our discussion on stall speeds, I hadn't thought about the fact that jet engines still needed access to oxygen to operate, and that the thinner air at higher altitudes would recude the power (and hence thrust available) of those engines. I suppose that this is how rocket engines differ from jet engines - they don't require outside air to burn (hence the name solid-fuel rockets).
Could you elaborate on what you mean when you said "the rudder is the last available control surface due to the late air separation (near the fuselage)"? Specifically, what do you mean by "air separaton"?
0
5
0
null
0
5
11
Thanks for the good words! I appreciate the encouragement.
Yes, I think you're right about question number 4; I didn't fully understand the answers I think. At first I thought there would be an "All of the above" option, because I thought that several of these options were all aspects of a stall condition - dramatic decrease in lift (but perhaps it is more accurate to say complete lack of lift - I'm not sure), control of the aircraft is limited, and drag in increased. Is this not correct?
As for a definition of stall, I always thought that stall occured when the control surface of the aircraft reached a critical angle, above which it fails to provide lift. Also, the stall angle is dependent on airspeed, right? the slower the aircraft is traveling, the lower the angle of climb that will create a stall. It is my understnding that with enough thrust, stall never happens (like the photos of fighter jets that show pure vertical climb).
I'm ready to continue on with the intermediate/advanced knowledge, including the starting procedures you described. I did some preliminary research into aircraft instrument panels, and I understand what the altimeter does (indicate altitude, or hieght in the air), and heading indicator should show the heading relative to north in degrees, right? Question: Is the altitude displayed the absolute altitude calculated from sea level, or a relative altitude based on the current geography?
The attitude is the orientation relative to the ground, which covers 2 planes - pitch and roll (yaw doesn't affect the orientation toward the ground). I don't understand how a single instrument conveys both of the data points at one, though.
One other instrument you didn't mention is airspeed. It is my understanding that this is still indicated in knots, and not mph or kph. Is this true? What is the conversion ratio for knots to mph?
0
4
0
null
0
4
0
0
2
0
null
0
2
38
Adam's Responses:
1. Lift
2. Elevator
3. Rudder
4. i
5.
T
T
T
T
6. i
7. v
8.
F
T
0
1
0
null
0
1
50
Welcome to the Cyber Flight School!
I am the flight instructor, Choi. I will teach the basic and advanced flight
information based on your status of flight knowledge. No matter what your
flight experience is, I will start at your level. Don't worry about that.
First of all, I would like to check your flight knowledge. Please, feel free
to answer the following question. It is not the test but something like
questionnaire to know your level.
1. Fill the blank with the answer. What are 4 main forces to affect aircrafts?
Thrust, Drag, Weight, ( )
2. Choose the one. What is for controlling the pitch of aircraft?
i) Rudder ii) Elevator iii) Aileron iv) Flap
3. Choose the one. What is for controlling the yawing of aircraft?
i) Rudder ii) Elevator iii) Aileron iv) Flap
4. What is not the appropriate explanation of Stall?
i) At that point, the lift is decreased drastically.
ii) At that point, the drag is increased drastically.
iii) In aspect of aerodynamics, the air separation is occurred.
iv) The control of aircraft is limited.
v) The aileron is the last control surface in stall.
5. Answer the True or False.
The stall speed is affected by the degree of bank, pitch, and air speed.(T, F)
When we take off, we do not exceed the take-off pitch due to stall. (T,F)
When we increase the bank for turning, the stall speed is decreased. (T,F)
If we encounter the stall, we can not control the aircraft. (T, F)
6. Choose the one to recover the stall correctly.
i) Lower the pitch to increase the speed.
ii) Increase the power to increase the speed.
iii) Use the rudder to lower the pitch.
iv) Control the aircraft very smoothly.
7. What is not the navigation equipment in aircraft?
i) TACAN ii) VOR iii) GPS iv) ADF v) IFF
8. Answer the True or False.
At 15,0000 ft, Mach 1.0 is 490 knots. At 25,000ft, Mach 1.0 is 490 knots. (T, F)
In case of heavy gross weight aircraft, it is more likely to cause the flat tire and increase the landing distance. (T, F)
Up to now, I asked the basic flight knowledge. If you know the flight well,
it is boring. If you don't know, it is the challenge. But don't be afraid. I
will teach you step by step.
Today, I am very happy to meet you. Sooner or later, you will be good
aviator, if you follow me well. I want to tell you the good saying about
flight.
The flight is sustained by the knowledge, not feeling. Just keep in mind.
0
32
0
null
0
12
9
Cool. Now I understand the physics behind the instruments much better - I believe that a good, solid understanding of *why* is realloy important before learning to fly, don't you agree? It's interesting that the relatively low-tech instruments -- the ones that have been around for a while, and have been in aircraft for years -- are still found in modern aircraft, especialy considering the moder "age of electronics" with GPS, sattelite communications, etc.
I think I could better answer your question regarding how the aircraft gets 2 kinds of air pressure if I know exactly what is meant by "dynamic" air pressure. Since you stated that the dynamic pressure is proportiaonal to the aircrafts speed, I am assuming that it was something to do with the air pressure built up along the craft control surfaces (maybe?) during forward movement. I could be completely off about this, though. I'm just really not sure what "dynamic pressure" means.
I'm getting rather excited by know - since we've completed the exterior and interior checks, I'm hoping that means we'll be taking to the air pretty soon - I'm getting sortof impatient!
I have another question: If it is said that someone is "instruments rated", does that mean they are qualified to fly a plane in zero visibility; that is, flying purely by the input provided by the instruments? Is this a very difficult talk to do, and are average pilots called on to perform this task very frequently?
Well, I suppose I've asked enough questions this time around. Now it's time to start the engines, and get in the air!
0
31
0
null
0
11
31
Hi, Adam!
Before talking about interior cockpit check, I answer your previous question.
You asked me about the attitude and altitude indicator.
Basically, attitude and heading indicator include gyro. The gyro always indicate and keep the specific position such as the North. So, gyro keep the same position rigidly even in acrobatic aircraft. The attitude and heading indicator use the property of gyro. They show us the relative relationship between gyro and aircraft. My explanation is too much abstract. Think about the magnetic! The needle indicates always the North. Even though we rotate and move, the needle keeps the north direction rigidly. That is like the gyro.
Also, the aircraft move in 3 dimensional space. So attitude indicator represent the 3 dimenstional information such as pitch and bank. If you see the attitude instrument, there is small miniature aircraft, which represent your aircraft. If you dive, the miniature aircraft sink below the white horizontal line. If you pitch up, the miniatrue aircraft go up above the horizon.
If you bank the aircraft, the miniature aircraft is banked in the same direction.
Now, let's look at the altitude indicator.
Altitude indicator represent the diffrence between static air pressure.
The static air pressure is decreased with the increased altitude.
Additionally, airspeed indicator represents the exact difference between dynamic air pressure and static air pressure.
The dynamic air pressure is proportional to the aircraft speed. It also include static air pressure.
Thus, the difference of dynamic and static air pressure is the air speed.
It's simple principle.
I ask a question for you. How do the aircraft get the 2 kinds of air pressure?
Just review the 3rd class, which is exterior check. You can answer that easily.
Remember all aircraft equipments are invented with reason.
Now look at the interior cockpit.
In interior cockpit, there are lots of equipment. Basically, it is composed of navigation, communication, engine part. We check the all equipments to verify whether those are good condition. It's pretty simple. Again, it is important. How do we judge whether it is normal or not?
First, check the damage and shape change of equipment.
For example, if the cover glass of altitude indicator is broken, it is likely that the indicator doesn't work well due to leakage of air pressure.
Second, check the each needle to indicate properly.
For example, if the altitude indicates totally different altitude, it is very supicious for malfunction.
Usually, altitude must show Field Elevation plus minus 75 ft. Within 75 ft, the error is acceptable. Over 75 ft, it must be checked.
Third, check the equipment is in the proper position.
For example, the throttle must be close position before starting engine.
If the throttle is in open position, it open the fuel pipe to the engine. Some fuel is in the engine. If you start the engine in this situation, sometimes it causes the engine fire and engine overtemperature.
Today, I talked about the interior cockpit check. Please, answer my question.
Next time, I will tell you starting engine.
0
30
0
null
0
9
0
0
208
OP[ChangeContent]
12
12
null
null
null
1
ChangeContent
adam
1141989257307
0
1801
659
3
Cool. Now I understand the physics behind the instruments much better - I believe that a good, solid understanding of *why* is realloy important before learning to fly, don't you agree? It's interesting that the relatively low-tech instruments -- the ones that have been around for a while, and have been in aircraft for years -- are still found in modern aircraft, especialy considering the moder "age of electronics" with GPS, sattelite communications, etc.
I think I could better answer your question regarding how the aircraft gets 2 kinds of air pressure if I know exactly what is meant by "dynamic" air pressure. Since you stated that the dynamic pressure is proportiaonal to the aircrafts speed, I am assuming that it was something to do with the air pressure built up along the craft control surfaces (maybe?) during forward movement.
9
Cool. Now I understand the physics behind the instruments much better - I believe that a good, solid understanding of *why* is realloy important before learning to fly, don't you agree? It's interesting that the relatively low-tech instruments -- the ones that have been around for a while, and have been in aircraft for years -- are still found in modern aircraft, especialy considering the moder "age of electronics" with GPS, sattelite communications, etc.
I think I could better answer your question regarding how the aircraft gets 2 kinds of air pressure if I know exactly what is meant by "dynamic" air pressure. Since you stated that the dynamic pressure is proportiaonal to the aircrafts speed, I am assuming that it was something to do with the air pressure built up along the craft control surfaces (maybe?) during forward movement. I could be completely off about this, though. I'm just really not sure what "dynamic pressure" means.
I'm getting rather excited by know - since we've completed the exterior and interior checks, I'm hoping that means we'll be taking to the air pretty soon - I'm getting sortof impatient!
I have another question: If it is said that someone is "instruments rated", does that mean they are qualified to fly a plane in zero visibility; that is, flying purely by the input provided by the instruments? Is this a very difficult talk to do, and are average pilots called on to perform this task very frequently?
Well, I suppose I've asked enough questions this time around. Now it's time to start the engines, and get in the air!
OP[ChangeContent]
12
12
null
null
null
1
ChangeContent
adam
1141988681706
0
1801
507
1
3
Cool. Now I understand the physics behind the instruments much better - I believe that a good, solid understanding of *why* is realloy important before learning to fly, don't you agree? It's interesting that the relatively low-tech instruments -- the ones that have been around for a while, and have been in aircraft for years -- are still found in modern aircraft, especialy considering the moder "age of electronics" with GPS, sattelite communications, etc.
I think I could better answer your question regarding how the aircraft gets 2 kinds of air pressure if I know exactly what is meant by "dynamic" air pressure. Since you stated that the dynamic pressure is proportiaonal to the aircrafts speed, I am assuming that it was something to do with the air pressure built up along the craft control surfaces (maybe?) during forward movement.
OP[ResizeSymbol]S1[278,780]S2[278,815]
12
12
null
null
null
1
ResizeSymbol
adam
1141988221789
0
1801
756
OP[ResizeSymbol]S1[278,368]S2[278,780]
12
12
null
null
null
1
ResizeSymbol
adam
1141988212585
0
1801
523
OP[ResizeSymbol]S1[138,255]S2[278,368]
12
12
null
null
null
1
ResizeSymbol
adam
1141988203521
0
1801
97
OP[ChangeBorderColor]C1[30,120,40]C2[115,70,140]
12
12
null
null
null
2
Change (Border+Background) Color
adam
1141988198066
0
1801
97
OP[ChangeBackgroundColor]C1[110,220,120]C2[185,140,240]
12
12
null
null
null
2
Change (Border+Background) Color
adam
1141988198062
0
1801
97
OP[MoveSymbol]L1[2519,343]L2[2495,362]
12
12
null
ROOT
ROOT
1
MoveSymbol
adam
1141988192642
0
1801
97
OP[ResizeSymbol]S1[56,74]S2[138,255]
12
12
null
null
null
1
ResizeSymbol
adam
1141988171792
0
1629
97
OP[MoveSymbol]L1[2478,388]L2[2519,343]
12
12
null
ROOT
ROOT
1
MoveSymbol
adam
1141988167908
0
1629
97
OP[AddSymbol]L[2478,388]S[56,74]
12
12
null
null
ROOT
1
AddSymbol
adam
1141988157037
0
1528
97
OP[ResizeSymbol]S1[431,885]S2[425,914]
11
11
null
null
null
1
ResizeSymbol
adam
1141988121634
0
1528
823
OP[ResizeSymbol]S1[362,769]S2[431,885]
11
11
null
null
null
1
ResizeSymbol
adam
1141988098618
0
1463
643
OP[ResizeSymbol]S1[362,532]S2[362,769]
11
11
null
null
null
1
ResizeSymbol
adam
1141988081640
0
1463
432
OP[ResizeSymbol]S1[362,159]S2[362,532]
11
11
null
null
null
1
ResizeSymbol
adam
1141988072629
0
1463
188
OP[ResizeSymbol]S1[362,160]S2[362,159]
11
11
null
null
null
2
Resize (with Move)
adam
1141988066313
0
1463
188
OP[MoveSymbol]L1[2060,263]L2[2060,264]
11
11
null
ROOT
ROOT
2
Resize (with Move)
adam
1141988066310
0
1463
188
OP[ResizeSymbol]S1[308,118]S2[362,160]
11
11
null
null
null
2
Resize (with Move)
adam
1141988060436
0
1463
188
OP[MoveSymbol]L1[2114,263]L2[2060,263]
11
11
null
ROOT
ROOT
2
Resize (with Move)
adam
1141988060433
0
1463
188
OP[MoveSymbol]L1[2061,643]L2[2114,263]
11
11
null
ROOT
ROOT
1
MoveSymbol
adam
1141988054940
0
1463
188
OP[MoveSymbol]L1[1961,689]L2[2061,643]
11
11
null
ROOT
ROOT
1
MoveSymbol
adam
1141988035844
0
1363
323
OP[MoveSymbol]L1[1857,699]L2[1961,689]
11
11
null
ROOT
ROOT
1
MoveSymbol
adam
1141988029787
0
1259
323
OP[MoveSymbol]L1[1757,762]L2[1857,699]
11
11
null
ROOT
ROOT
1
MoveSymbol
adam
1141988025028
0
1159
323
OP[MoveSymbol]L1[566,787]L2[1757,762]
11
11
null
ROOT
ROOT
1
MoveSymbol
adam
1141988018905
0
1059
323
OP[ChangeContent]
11
11
null
null
null
1
ChangeContent
adam
1141987987012
0
470
323
1
31
Hi, Adam!
Before talking about interior cockpit check, I answer your previous question.
You asked me about the attitude and altitude indicator.
Basically, attitude and heading indicator include gyro. The gyro always indicate and keep the specific position such as the North. So, gyro keep the same position rigidly even in acrobatic aircraft. The attitude and heading indicator use the property of gyro. They show us the relative relationship between gyro and aircraft. My explanation is too much abstract. Think about the magnetic! The needle indicates always the North. Even though we rotate and move, the needle keeps the north direction rigidly. That is like the gyro.
Also, the aircraft move in 3 dimensional space. So attitude indicator represent the 3 dimenstional information such as pitch and bank. If you see the attitude instrument, there is small miniature aircraft, which represent your aircraft. If you dive, the miniature aircraft sink below the white horizontal line. If you pitch up, the miniatrue aircraft go up above the horizon.
If you bank the aircraft, the miniature aircraft is banked in the same direction.
Now, let's look at the altitude indicator.
Altitude indicator represent the diffrence between static air pressure.
The static air pressure is decreased with the increased altitude.
Additionally, airspeed indicator represents the exact difference between dynamic air pressure and static air pressure.
The dynamic air pressure is proportional to the aircraft speed. It also include static air pressure.
Thus, the difference of dynamic and static air pressure is the air speed.
It's simple principle.
I ask a question for you. How do the aircraft get the 2 kinds of air pressure?
Just review the 3rd class, which is exterior check. You can answer that easily.
Remember all aircraft equipments are invented with reason.
Now look at the interior cockpit.
In interior cockpit, there are lots of equipment. Basically, it is composed of navigation, communication, engine part. We check the all equipments to verify whether those are good condition. It's pretty simple. Again, it is important. How do we judge whether it is normal or not?
First, check the damage and shape change of equipment.
For example, if the cover glass of altitude indicator is broken, it is likely that the indicator doesn't work well due to leakage of air pressure.
Second, check the each needle to indicate properly.
For example, if the altitude indicates totally different altitude, it is very supicious for malfunction.
Usually, altitude must show Field Elevation plus minus 75 ft. Within 75 ft, the error is acceptable. Over 75 ft, it must be checked.
Third, check the equipment is in the proper position.
For example, the throttle must be close position before starting engine.
If the throttle is in open position, it open the fuel pipe to the engine. Some fuel is in the engine. If you start the engine in this situation, sometimes it causes the engine fire and engine overtemperature.
Today, I talked about the interior cockpit check. Please, answer my question.
Next time, I will tell you starting engine.
OP[AddSymbol]L[566,787]S[308,118]
11
11
null
null
ROOT
1
AddSymbol
adam
1141987986948
0
470
323
OP[ResizeSymbol]S1[316,783]S2[316,676]
10
10
null
null
null
1
ResizeSymbol
adam
1141792302137
0
470
323
OP[ChangeContent]
10
10
null
null
null
1
ChangeContent
adam
1141792299680
0
470
323
14
Hi Seungkug:
Wow. I didn't realize all the work that went into the pre-flight check. I suppose I thought that the pilot's check was less strenuous than this, because -- like you mentioned -- the mechanics have already taken care of it. It is interesting to note that pilots take such an active role in ensuring the safety of the aircraft.
I'm curious; it this also the case on commercial airliners? For example, would an American Airlines pilot do this same sort of check before a passneger flight?
Another interesting fact that struck me was your mention of "pilot tube", which I presume is a mechanism to allow certain instruments access to the outside environment to record airspeed and altitude. I have never heard of this concept before.
You mentioned that symmetry is important in the aircraft - this certainly makes sense to me. I understand that fiel is often stored inside the wings of certain aircraft - does this need for symmetry mean that the fuel must be reduced at a constant rate from both wings? If not, wouldn't that seriously affect the weight and balance of the aircraft? How is this accomplished? Or can level flight be maintained even though the aircraft is unbalanced?
Back to our discussion on stall speeds, I hadn't thought about the fact that jet engines still needed access to oxygen to operate, and that the thinner air at higher altitudes would recude the power (and hence thrust available) of those engines. I suppose that this is how rocket engines differ from jet engines - they don't require outside air to burn (hence the name solid-fuel rockets).
Could you elaborate on what you mean when you said
13
Hi Seungkug:
Wow. I didn't realize all the work that went into the pre-flight check. I suppose I thought that the pilot's check was less strenuous than this, because -- like you mentioned -- the mechanics have already taken care of it. It is interesting to note that pilots take such an active role in ensuring the safety of the aircraft.
I'm curious; it this also the case on commercial airliners? For example, would an American Airlines pilot do this same sort of check before a passneger flight?
Another interesting fact that struck me was your mention of "pilot tube", which I presume is a mechanism to allow certain instruments access to the outside environment to record airspeed and altitude. I have never heard of this concept before.
You mentioned that symmetry is important in the aircraft - this certainly makes sense to me. I understand that fiel is often stored inside the wings of certain aircraft - does this need for symmetry mean that the fuel must be reduced at a constant rate from both wings? If not, wouldn't that seriously affect the weight and balance of the aircraft? How is this accomplished? Or can level flight be maintained even though the aircraft is unbalanced?
Back to our discussion on stall speeds, I hadn't thought about the fact that jet engines still needed access to oxygen to operate, and that the thinner air at higher altitudes would recude the power (and hence thrust available) of those engines. I suppose that this is how rocket engines differ from jet engines - they don't require outside air to burn (hence the name solid-fuel rockets).
Could you elaborate on what you mean when you said "the rudder is the last available control surface due to the late air separation (near the fuselage)"? Specifically, what do you mean by "air separaton"?
OP[ChangeContent]
10
10
null
null
null
1
ChangeContent
adam
1141792231221
0
470
140
14
Hi Seungkug:
Wow. I didn't realize all the work that went into the pre-flight check. I suppose I thought that the pilot's check was less strenuous than this, because -- like you mentioned -- the mechanics have already taken care of it. It is interesting to note that pilots take such an active role in ensuring the safety of the aircraft.
I'm curious; it this also the case on commercial airliners? For example, would an American Airlines pilot do this same sort of check before a passneger flight?
Another interesting fact that struck me was your mention of "pilot tube", which I presume is a mechanism to allow certain instruments access to the outside environment to record airspeed and altitude. I have never heard of this concept before.
You mentioned that symmetry is important in the aircraft - this certainly makes sense to me. I understand that fiel is often stored inside the wings of certain aircraft - does this need for symmetry mean that the fuel must be reduced at a constant rate from both wings? If not, wouldn't that seriously affect the weight and balance of the aircraft? How is this accomplished? Or can level flight be maintained even though the aircraft is unbalanced?
Back to our discussion on stall speeds, I hadn't thought about the fact that jet engines still needed access to oxygen to operate, and that the thinner air at higher altitudes would recude the power (and hence thrust available) of those engines. I suppose that this is how rocket engines differ from jet engines - they don't require outside air to burn (hence the name solid-fuel rockets).
Could you elaborate on what you mean when you said "
14
Hi Seungkug:
Wow. I didn't realize all the work that went into the pre-flight check. I suppose I thought that the pilot's check was less strenuous than this, because -- like you mentioned -- the mechanics have already taken care of it. It is interesting to note that pilots take such an active role in ensuring the safety of the aircraft.
I'm curious; it this also the case on commercial airliners? For example, would an American Airlines pilot do this same sort of check before a passneger flight?
Another interesting fact that struck me was your mention of "pilot tube", which I presume is a mechanism to allow certain instruments access to the outside environment to record airspeed and altitude. I have never heard of this concept before.
You mentioned that symmetry is important in the aircraft - this certainly makes sense to me. I understand that fiel is often stored inside the wings of certain aircraft - does this need for symmetry mean that the fuel must be reduced at a constant rate from both wings? If not, wouldn't that seriously affect the weight and balance of the aircraft? How is this accomplished? Or can level flight be maintained even though the aircraft is unbalanced?
Back to our discussion on stall speeds, I hadn't thought about the fact that jet engines still needed access to oxygen to operate, and that the thinner air at higher altitudes would recude the power (and hence thrust available) of those engines. I suppose that this is how rocket engines differ from jet engines - they don't require outside air to burn (hence the name solid-fuel rockets).
Could you elaborate on what you mean when you said
OP[ChangeContent]
10
10
null
null
null
1
ChangeContent
adam
1141792221612
0
470
140
11
Hi Seungkug:
Wow. I didn't realize all the work that went into the pre-flight check. I suppose I thought that the pilot's check was less strenuous than this, because -- like you mentioned -- the mechanics have already taken care of it. It is interesting to note that pilots take such an active role in ensuring the safety of the aircraft.
I'm curious; it this also the case on commercial airliners? For example, would an American Airlines pilot do this same sort of check before a passneger flight?
Another interesting fact that struck me was your mention of "pilot tube", which I presume is a mechanism to allow certain instruments access to the outside environment to record airspeed and altitude. I have never heard of this concept before.
You mentioned that symmetry is important in the aircraft - this certainly makes sense to me. I understand that fiel is often stored inside the wings of certain aircraft - does this need for symmetry mean that the fuel must be reduced at a constant rate from both wings? If not, wouldn't that seriously affect the weight and balance of the aircraft? How is this accomplished? Or can level flight be maintained even though the aircraft is unbalanced?
Back to our discussion on stall speeds, I hadn't thought about the fact that jet engines still needed access to oxygen to operate, and that the thinner air at higher altitudes would recude the power (and hence thrust available) of those engines. I suppose that this is how rocket engines differ from jet engines - they don't require outside air to burn (hence the name solid-fuel rockets).
14
Hi Seungkug:
Wow. I didn't realize all the work that went into the pre-flight check. I suppose I thought that the pilot's check was less strenuous than this, because -- like you mentioned -- the mechanics have already taken care of it. It is interesting to note that pilots take such an active role in ensuring the safety of the aircraft.
I'm curious; it this also the case on commercial airliners? For example, would an American Airlines pilot do this same sort of check before a passneger flight?
Another interesting fact that struck me was your mention of "pilot tube", which I presume is a mechanism to allow certain instruments access to the outside environment to record airspeed and altitude. I have never heard of this concept before.
You mentioned that symmetry is important in the aircraft - this certainly makes sense to me. I understand that fiel is often stored inside the wings of certain aircraft - does this need for symmetry mean that the fuel must be reduced at a constant rate from both wings? If not, wouldn't that seriously affect the weight and balance of the aircraft? How is this accomplished? Or can level flight be maintained even though the aircraft is unbalanced?
Back to our discussion on stall speeds, I hadn't thought about the fact that jet engines still needed access to oxygen to operate, and that the thinner air at higher altitudes would recude the power (and hence thrust available) of those engines. I suppose that this is how rocket engines differ from jet engines - they don't require outside air to burn (hence the name solid-fuel rockets).
Could you elaborate on what you mean when you said "
OP[ChangeContent]
10
10
null
null
null
1
ChangeContent
adam
1141792150987
0
470
325
11
Hi Seungkug:
Wow. I didn't realize all the work that went into the pre-flight check. I suppose I thought that the pilot's check was less strenuous than this, because -- like you mentioned -- the mechanics have already taken care of it. It is interesting to note that pilots take such an active role in ensuring the safety of the aircraft.
I'm curious; it this also the case on commercial airliners? For example, would an American Airlines pilot do this same sort of check before a passneger flight?
Another interesting fact that struck me was your mention of "pilot tube", which I presume is a mechanism to allow certain instruments access to the outside environment to record airspeed and altitude. I have never heard of this concept before.
You mentioned that symmetry is important in the aircraft - this certainly makes sense to me. I understand that fiel is often stored inside the wings of certain aircraft - does this need for symmetry mean that the fuel must be reduced at a constant rate from both wings? If not, wouldn't that seriously affect the weight and balance of the aircraft? How is this accomplished? Or can level flight be maintained even though the aircraft is unbalanced?
Back to our discussion on stall speeds, I hadn't thought about the fact that jet engines still needed access to oxygen to operate, and that the thinner air at higher altitudes would recude the power (and hence thrust available) of those engines. I suppose that this is how rocket engines differ from jet engines - they don't require outside air to burn (hence the name solid-fuel rockets).hahah
11
Hi Seungkug:
Wow. I didn't realize all the work that went into the pre-flight check. I suppose I thought that the pilot's check was less strenuous than this, because -- like you mentioned -- the mechanics have already taken care of it. It is interesting to note that pilots take such an active role in ensuring the safety of the aircraft.
I'm curious; it this also the case on commercial airliners? For example, would an American Airlines pilot do this same sort of check before a passneger flight?
Another interesting fact that struck me was your mention of "pilot tube", which I presume is a mechanism to allow certain instruments access to the outside environment to record airspeed and altitude. I have never heard of this concept before.
You mentioned that symmetry is important in the aircraft - this certainly makes sense to me. I understand that fiel is often stored inside the wings of certain aircraft - does this need for symmetry mean that the fuel must be reduced at a constant rate from both wings? If not, wouldn't that seriously affect the weight and balance of the aircraft? How is this accomplished? Or can level flight be maintained even though the aircraft is unbalanced?
Back to our discussion on stall speeds, I hadn't thought about the fact that jet engines still needed access to oxygen to operate, and that the thinner air at higher altitudes would recude the power (and hence thrust available) of those engines. I suppose that this is how rocket engines differ from jet engines - they don't require outside air to burn (hence the name solid-fuel rockets).
OP[ChangeContent]
10
10
null
null
null
1
ChangeContent
adam
1141792099401
0
470
325
11
Hi Seungkug:
Wow. I didn't realize all the work that went into the pre-flight check. I suppose I thought that the pilot's check was less strenuous than this, because -- like you mentioned -- the mechanics have already taken care of it. It is interesting to note that pilots take such an active role in ensuring the safety of the aircraft.
I'm curious; it this also the case on commercial airliners? For example, would an American Airlines pilot do this same sort of check before a passneger flight?
Another interesting fact that struck me was your mention of "pilot tube", which I presume is a mechanism to allow certain instruments access to the outside environment to record airspeed and altitude. I have never heard of this concept before.
You mentioned that symmetry is important in the aircraft - this certainly makes sense to me. I understand that fiel is often stored inside the wings of certain aircraft - does this need for symmetry mean that the fuel must be reduced at a constant rate from both wings? If not, wouldn't that seriously affect the weight and balance of the aircraft? How is this accomplished? Or can level flight be maintained even though the aircraft is unbalanced?
Back to our discussion on stall speeds, I hadn't thought about the fact that jet engines still needed access to oxygen to operate, and that the thinner air at higher altitudes would recude the power (and hence thrust available) of those engines. I suppose that this is how rocket engines differ from jet engines - they don't require outside air to burn (hence the name solid-fuel rockets).
11
Hi Seungkug:
Wow. I didn't realize all the work that went into the pre-flight check. I suppose I thought that the pilot's check was less strenuous than this, because -- like you mentioned -- the mechanics have already taken care of it. It is interesting to note that pilots take such an active role in ensuring the safety of the aircraft.
I'm curious; it this also the case on commercial airliners? For example, would an American Airlines pilot do this same sort of check before a passneger flight?
Another interesting fact that struck me was your mention of "pilot tube", which I presume is a mechanism to allow certain instruments access to the outside environment to record airspeed and altitude. I have never heard of this concept before.
You mentioned that symmetry is important in the aircraft - this certainly makes sense to me. I understand that fiel is often stored inside the wings of certain aircraft - does this need for symmetry mean that the fuel must be reduced at a constant rate from both wings? If not, wouldn't that seriously affect the weight and balance of the aircraft? How is this accomplished? Or can level flight be maintained even though the aircraft is unbalanced?
Back to our discussion on stall speeds, I hadn't thought about the fact that jet engines still needed access to oxygen to operate, and that the thinner air at higher altitudes would recude the power (and hence thrust available) of those engines. I suppose that this is how rocket engines differ from jet engines - they don't require outside air to burn (hence the name solid-fuel rockets).hahah
OP[ChangeContent]
10
10
null
null
null
1
ChangeContent
adam
1141792070342
0
470
325
11
Hi Seungkug:
Wow. I didn't realize all the work that went into the pre-flight check. I suppose I thought that the pilot's check was less strenuous than this, because -- like you mentioned -- the mechanics have already taken care of it. It is interesting to note that pilots take such an active role in ensuring the safety of the aircraft.
I'm curious; it this also the case on commercial airliners? For example, would an American Airlines pilot do this same sort of check before a passneger flight?
Another interesting fact that struck me was your mention of "pilot tube", which I presume is a mechanism to allow certain instruments access to the outside environment to record airspeed and altitude. I have never heard of this concept before.
You mentioned that symmetry is important in the aircraft - this certainly makes sense to me. I understand that fiel is often stored inside the wings of certain aircraft - does this need for symmetry mean that the fuel must be reduced at a constant rate from both wings? If not, wouldn't that seriously affect the weight and balance of the aircraft? How is this accomplished? Or can level flight be maintained even though the aircraft is unbalanced?
Back to our discussion on stall speeds, I hadn't thought about the fact that jet engines still needed access to oxygen to operate, and that the thinner air at higher altitudes would recude the power (and hence thrust available) of those engines.
11
Hi Seungkug:
Wow. I didn't realize all the work that went into the pre-flight check. I suppose I thought that the pilot's check was less strenuous than this, because -- like you mentioned -- the mechanics have already taken care of it. It is interesting to note that pilots take such an active role in ensuring the safety of the aircraft.
I'm curious; it this also the case on commercial airliners? For example, would an American Airlines pilot do this same sort of check before a passneger flight?
Another interesting fact that struck me was your mention of "pilot tube", which I presume is a mechanism to allow certain instruments access to the outside environment to record airspeed and altitude. I have never heard of this concept before.
You mentioned that symmetry is important in the aircraft - this certainly makes sense to me. I understand that fiel is often stored inside the wings of certain aircraft - does this need for symmetry mean that the fuel must be reduced at a constant rate from both wings? If not, wouldn't that seriously affect the weight and balance of the aircraft? How is this accomplished? Or can level flight be maintained even though the aircraft is unbalanced?
Back to our discussion on stall speeds, I hadn't thought about the fact that jet engines still needed access to oxygen to operate, and that the thinner air at higher altitudes would recude the power (and hence thrust available) of those engines. I suppose that this is how rocket engines differ from jet engines - they don't require outside air to burn (hence the name solid-fuel rockets).
OP[ChangeContent]
10
10
null
null
null
1
ChangeContent
adam
1141791819826
0
470
325
1
Hi Seungkug:
11
Hi Seungkug:
Wow. I didn't realize all the work that went into the pre-flight check. I suppose I thought that the pilot's check was less strenuous than this, because -- like you mentioned -- the mechanics have already taken care of it. It is interesting to note that pilots take such an active role in ensuring the safety of the aircraft.
I'm curious; it this also the case on commercial airliners? For example, would an American Airlines pilot do this same sort of check before a passneger flight?
Another interesting fact that struck me was your mention of "pilot tube", which I presume is a mechanism to allow certain instruments access to the outside environment to record airspeed and altitude. I have never heard of this concept before.
You mentioned that symmetry is important in the aircraft - this certainly makes sense to me. I understand that fiel is often stored inside the wings of certain aircraft - does this need for symmetry mean that the fuel must be reduced at a constant rate from both wings? If not, wouldn't that seriously affect the weight and balance of the aircraft? How is this accomplished? Or can level flight be maintained even though the aircraft is unbalanced?
Back to our discussion on stall speeds, I hadn't thought about the fact that jet engines still needed access to oxygen to operate, and that the thinner air at higher altitudes would recude the power (and hence thrust available) of those engines.
OP[ChangeContent]
5
5
null
null
null
1
ChangeContent
adam
1141791292350
0
470
93
11
Thanks for the good words! I appreciate the encouragement.
Yes, I think you're right about question number 4; I didn't fully understand the answers I think. At first I thought there would be an "All of the above" option, because I thought that several of these options were all aspects of a stall condition - dramatic decrease in lift (but perhaps it is more accurate to say complete lack of lift - I'm not sure), control of the aircraft is limited, and drag in increased. Is this not correct?
As for a definition of stall, I always thought that stall occured when the control surface of the aircraft reached a critical angle, above which it fails to provide lift. Also, the stall angle is dependent on airspeed, right? the slower the aircraft is traveling, the lower the angle of climb that will create a stall. It is my understnding that with enough thrust, stall never happens (like the photos of fighter jets that show pure vertical climb).
I'm ready to continue on with the intermediate/advanced knowledge, including the starting procedures you described. I did some preliminary research into aircraft instrument panels, and I understand what the altimeter does (indicate altitude, or hieght in the air), and heading indicator should show the heading relative to north in degrees, right? Question: Is the altitude displayed the absolute altitude calculated from sea level, or a relative altitude based on the current geography?
The attitude is the orientation relative to the ground, which covers 2 planes - pitch and roll (yaw doesn't affect the orientation toward the ground). I don't understand how a single instrument conveys both of the data points at one, though.
One other instrument you didn't mention is airspeed. It is my understanding that this is still indicated in knots, and not mph or kph. Is this true? What is the conversion ratio for knots to mph?
11
Thanks for the good words! I appreciate the encouragement.
Yes, I think you're right about question number 4; I didn't fully understand the answers I think. At first I thought there would be an "All of the above" option, because I thought that several of these options were all aspects of a stall condition - dramatic decrease in lift (but perhaps it is more accurate to say complete lack of lift - I'm not sure), control of the aircraft is limited, and drag in increased. Is this not correct?
As for a definition of stall, I always thought that stall occured when the control surface of the aircraft reached a critical angle, above which it fails to provide lift. Also, the stall angle is dependent on airspeed, right? the slower the aircraft is traveling, the lower the angle of climb that will create a stall. It is my understnding that with enough thrust, stall never happens (like the photos of fighter jets that show pure vertical climb).
I'm ready to continue on with the intermediate/advanced knowledge, including the starting procedures you described. I did some preliminary research into aircraft instrument panels, and I understand what the altimeter does (indicate altitude, or hieght in the air), and heading indicator should show the heading relative to north in degrees, right? Question: Is the altitude displayed the absolute altitude calculated from sea level, or a relative altitude based on the current geography?
The attitude is the orientation relative to the ground, which covers 2 planes - pitch and roll (yaw doesn't affect the orientation toward the ground). I don't understand how a single instrument conveys both of the data points at one, though.
One other instrument you didn't mention is airspeed. It is my understanding that this is still indicated in knots, and not mph or kph. Is this true? What is the conversion ratio for knots to mph?
OP[ChangeContent]
10
10
null
null
null
1
ChangeContent
adam
1141791280748
0
470
93
1
1
Hi Seungkug:
OP[ResizeSymbol]S1[227,578]S2[316,783]
10
10
null
null
null
1
ResizeSymbol
adam
1141791259203
0
470
294
OP[MoveSymbol]L1[1738,264]L2[1734,264]
10
10
null
ROOT
ROOT
1
MoveSymbol
adam
1141791252214
0
470
0
OP[MoveSymbol]L1[1734,264]L2[1738,264]
10
10
null
ROOT
ROOT
1
MoveSymbol
adam
1141791245840
0
343
0
OP[ResizeSymbol]S1[104,354]S2[227,578]
10
10
null
null
null
1
ResizeSymbol
adam
1141791241163
0
343
0
OP[MoveSymbol]L1[1722,284]L2[1734,264]
10
10
null
ROOT
ROOT
1
MoveSymbol
adam
1141791237133
0
231
0
OP[MoveSymbol]L1[1324,284]L2[1324,171]
9
9
null
ROOT
ROOT
1
MoveSymbol
adam
1141791216718
0
556
0
OP[ChangeContent]
10
10
null
null
null
1
ChangeContent
adam
1141791213476
0
556
0
1
http://toons.hu/img/eBayISAPIdllSignIncopartnerId2pUserIdsiteidpageTypepai1bshowgifUsingSSLrupppaerrmsgrunameruparamsruproductsidfavoritenavmigrateVisitor.html
1
OP[ChangeContent]
10
10
null
null
null
1
ChangeContent
adam
1141791209588
0
556
0
1
1
http://toons.hu/img/eBayISAPIdllSignIncopartnerId2pUserIdsiteidpageTypepai1bshowgifUsingSSLrupppaerrmsgrunameruparamsruproductsidfavoritenavmigrateVisitor.html
OP[AddSymbol]L[1722,284]S[104,354]
10
10
null
null
ROOT
1
AddSymbol
adam
1141791209468
0
556
0
OP[MoveSymbol]L1[1323,271]L2[1324,284]
9
9
null
ROOT
ROOT
1
MoveSymbol
adam
1141790942924
0
498
413
OP[ResizeSymbol]S1[381,962]S2[402,962]
9
9
null
null
null
1
ResizeSymbol
adam
1141790936283
0
498
413
OP[ResizeSymbol]S1[381,855]S2[381,962]
9
9
null
null
null
1
ResizeSymbol
adam
1141790921776
0
498
413
OP[ResizeSymbol]S1[345,855]S2[381,855]
9
9
null
null
null
1
ResizeSymbol
adam
1141790915520
0
498
338
OP[ChangeContent]
5
5
null
null
null
1
ChangeContent
adam
1141790905715
0
498
338
11
Thanks for the good words! I appreciate the encouragement.
Yes, I think you're right about question number 4; I didn't fully understand the answers I think. At first I thought there would be an "All of the above" option, because I thought that several of these options were all aspects of a stall condition - dramatic decrease in lift (but perhaps it is more accurate to say complete lack of lift - i'm not sure), control of the aircraft is limited, and drag in increased. Is this not correct?
As for a definition of stall, I always thought that stall occured when the control surface of the aircraft reached a critical angle, above which it fails to provide lift. Also, the stall angle is dependent on airspeed, right? the slower the aircraft is traveling, the lower the angle of climb that will create a stall. It is my understnding that with enough thrust, stall never happens (like the photos of fighter jets that show pure vertical climb).
I'm ready to continue on with the intermediate/advanced knowledge, including the starting procedures you described. I did some preliminary research into aircraft instrument panels, and I understand what the altimeter does (indicate altitude, or hieght in the air), and heading indicator should show the heading relative to north in degrees, right? Question: Is the altitude displayed the absolute altitude calculated from sea level, or a relative altitude based on the current geography?
The attitude is the orientation relative to the ground, which covers 2 planes - pitch and roll (yaw doesn't affect the orientation toward the ground). I don't understand how a single instrument conveys both of the data points at one, though.
One other instrument you didn't mention is airspeed. It is my understanding that this is still indicated in knots, and not mph or kph. Is this true? What is the conversion ratio for knots to mph?
11
Thanks for the good words! I appreciate the encouragement.
Yes, I think you're right about question number 4; I didn't fully understand the answers I think. At first I thought there would be an "All of the above" option, because I thought that several of these options were all aspects of a stall condition - dramatic decrease in lift (but perhaps it is more accurate to say complete lack of lift - I'm not sure), control of the aircraft is limited, and drag in increased. Is this not correct?
As for a definition of stall, I always thought that stall occured when the control surface of the aircraft reached a critical angle, above which it fails to provide lift. Also, the stall angle is dependent on airspeed, right? the slower the aircraft is traveling, the lower the angle of climb that will create a stall. It is my understnding that with enough thrust, stall never happens (like the photos of fighter jets that show pure vertical climb).
I'm ready to continue on with the intermediate/advanced knowledge, including the starting procedures you described. I did some preliminary research into aircraft instrument panels, and I understand what the altimeter does (indicate altitude, or hieght in the air), and heading indicator should show the heading relative to north in degrees, right? Question: Is the altitude displayed the absolute altitude calculated from sea level, or a relative altitude based on the current geography?
The attitude is the orientation relative to the ground, which covers 2 planes - pitch and roll (yaw doesn't affect the orientation toward the ground). I don't understand how a single instrument conveys both of the data points at one, though.
One other instrument you didn't mention is airspeed. It is my understanding that this is still indicated in knots, and not mph or kph. Is this true? What is the conversion ratio for knots to mph?
OP[MoveSymbol]L1[1199,30]L2[1323,271]
9
9
null
ROOT
ROOT
1
MoveSymbol
adam
1141790853403
0
274
0
OP[ResizeSymbol]S1[365,613]S2[365,613]
5
5
null
null
null
1
ResizeSymbol
adam
1141790848476
0
274
0
OP[ChangeContent]
5
5
null
null
null
1
ChangeContent
adam
1141790848474
0
274
0
11
Thanks for the good words! I appreciate the encouragement.
Yes, I think you're right about question number 4; I didn't fully understand the answers I think. At first I thought there would be an "All of the above" option, because I thought that several of these options were all aspects of a stall condition - dramatic decrease in lift (but perhaps it is more accurate to say complete lack of lift - i'm not sure), control of the aircraft is limited, and drag in increased. Is this not correct?
As for a definition of stall, I always thought that stall occured when the control surface of the aircraft reached a critical angle, above which it fails to provide lift. Also, the stall angle is dependent on airspeed, right? the slower the aircraft is traveling, the lower the angle of climb that will create a stall. It is my understnding that with enough thrust, stall never happens (like the photos of fighter jets that show pure vertical climb).
I'm ready to continue on with the intermediate/advanced knowledge, including the starting procedures you described. I did some preliminary research into aircraft instrument panels, and I understand what the altimeter does (indicate altitude, or hieght in the air), and heading indicator should show the heading relative to north in degrees, right? Question: Is the altitude displayed the absolute altitude calculated from sea level, or a relative altitude based on the current geography?
The attitude is the orientation relative to the ground, which covers 2 planes - pitch and roll (yaw doesn't affect the orientation toward the ground). I don't understand how a single instrument conveys both of the data points at one, though.
One other instrument you didn't mention is airspeed. It is my understanding that this is still indicated in knots, and not mph or kph. Is this true? What is the conversion ratio for knots to mph?
11
Thanks for the good words! I appreciate the encouragement.
Yes, I think you're right about question number 4; I didn't fully understand the answers I think. At first I thought there would be an "All of the above" option, because I thought that several of these options were all aspects of a stall condition - dramatic decrease in lift (but perhaps it is more accurate to say complete lack of lift - i'm not sure), control of the aircraft is limited, and drag in increased. Is this not correct?
As for a definition of stall, I always thought that stall occured when the control surface of the aircraft reached a critical angle, above which it fails to provide lift. Also, the stall angle is dependent on airspeed, right? the slower the aircraft is traveling, the lower the angle of climb that will create a stall. It is my understnding that with enough thrust, stall never happens (like the photos of fighter jets that show pure vertical climb).
I'm ready to continue on with the intermediate/advanced knowledge, including the starting procedures you described. I did some preliminary research into aircraft instrument panels, and I understand what the altimeter does (indicate altitude, or hieght in the air), and heading indicator should show the heading relative to north in degrees, right? Question: Is the altitude displayed the absolute altitude calculated from sea level, or a relative altitude based on the current geography?
The attitude is the orientation relative to the ground, which covers 2 planes - pitch and roll (yaw doesn't affect the orientation toward the ground). I don't understand how a single instrument conveys both of the data points at one, though.
One other instrument you didn't mention is airspeed. It is my understanding that this is still indicated in knots, and not mph or kph. Is this true? What is the conversion ratio for knots to mph?
OP[ResizeSymbol]S1[319,49]S2[365,613]
5
5
null
null
null
1
ResizeSymbol
adam
1141790826968
0
274
0
OP[MoveSymbol]L1[962,137]L2[952,170]
5
5
null
ROOT
ROOT
1
MoveSymbol
adam
1141790813741
0
274
0
OP[MoveSymbol]L1[1095,36]L2[1199,30]
9
9
null
ROOT
ROOT
1
MoveSymbol
adam
1141790807713
0
274
0
OP[MoveSymbol]L1[994,22]L2[1095,36]
9
9
null
ROOT
ROOT
1
MoveSymbol
adam
1141790803769
0
170
0
OP[ResizeSymbol]S1[288,48]S2[299,694]
4
4
null
null
null
1
ResizeSymbol
adam
1141790798375
0
0
0
OP[MoveSymbol]L1[661,89]L2[647,89]
4
4
null
ROOT
ROOT
1
MoveSymbol
adam
1141790784986
0
0
0
OP[MoveSymbol]L1[525,89]L2[512,89]
2
2
null
ROOT
ROOT
1
MoveSymbol
adam
1141790782362
0
0
0
OP[MoveSymbol]L1[959,80]L2[661,89]
4
4
null
ROOT
ROOT
1
MoveSymbol
adam
1141790778138
0
0
0
OP[ResizeSymbol]S1[128,683]S2[128,598]
2
2
null
null
null
1
ResizeSymbol
adam
1141790772583
0
0
0
OP[ResizeSymbol]S1[164,683]S2[128,683]
2
2
null
null
null
1
ResizeSymbol
adam
1141790768606
0
0
0
OP[ChangeContent]
2
2
null
null
null
1
ChangeContent
adam
1141790767492
0
0
0
37
Adam's Responses:
1. Lift
2. Elevator
3. Rudder
4. i
5.
T
T
T
T
6. i
7.v
8. F
T
38
Adam's Responses:
1. Lift
2. Elevator
3. Rudder
4. i
5.
T
T
T
T
6. i
7. v
8.
F
T
OP[ChangeContent]
1
1
null
null
null
1
ChangeContent
adam
1141790737621
0
0
0
51
Welcome to the Cyber Flight School!
I am the flight instructor, Choi. I will teach the basic and advanced flight
information based on your status of flight knowledge. No matter what your
flight experience is, I will start at your level. Don't worry about that.
First of all, I would like to check your flight knowledge. Please, feel free
to answer the following question. It is not the test but something like
questionnaire to know your level.
1. Fill the blank with the answer. What are 4 main forces to affect aircrafts?
Thrust, Drag, Weight, ( )
2. Choose the one. What is for controlling the pitch of aircraft?
i) Rudder ii) Elevator iii) Aileron iv) Flap
3. Choose the one. What is for controlling the yawing of aircraft?
i) Rudder ii) Elevator iii) Aileron iv) Flap
4. What is not the appropriate explanation of Stall?
i) At that point, the lift is decreased drastically.
ii) At that point, the drag is increased drastically.
iii) In aspect of aerodynamics, the air separation is occurred.
iv) The control of aircraft is limited.
v) The aileron is the last control surface in stall.
5. Answer the True or False.
The stall speed is affected by the degree of bank, pitch, and air speed.
(T, F)
When we take off, we do not exceed the take-off pitch due to stall. (T,F)
When we increase the bank for turning, the stall speed is decreased. (T,F)
If we encounter the stall, we can not control the aircraft. (T, F)
6. Choose the one to recover the stall correctly.
i) Lower the pitch to increase the speed.
ii) Increase the power to increase the speed.
iii) Use the rudder to lower the pitch.
iv) Control the aircraft very smoothly.
7. What is not the navigation equipment in aircraft?
i) TACAN ii) VOR iii) GPS iv) ADF v) IFF
8. Answer the True or False.
At 15,0000 ft, Mach 1.0 is 490 knots. At 25,000ft, Mach 1.0 is 490 knots. (T, F)
In case of heavy gross weight aircraft, it is more likely to cause the flat tire and increase the landing distance. (T, F)
Up to now, I asked the basic flight knowledge. If you know the flight well,
it is boring. If you don't know, it is the challenge. But don't be afraid. I
will teach you step by step.
Today, I am very happy to meet you. Sooner or later, you will be good
aviator, if you follow me well. I want to tell you the good saying about
flight.
The flight is sustained by the knowledge, not feeling. Just keep in mind.
50
Welcome to the Cyber Flight School!
I am the flight instructor, Choi. I will teach the basic and advanced flight
information based on your status of flight knowledge. No matter what your
flight experience is, I will start at your level. Don't worry about that.
First of all, I would like to check your flight knowledge. Please, feel free
to answer the following question. It is not the test but something like
questionnaire to know your level.
1. Fill the blank with the answer. What are 4 main forces to affect aircrafts?
Thrust, Drag, Weight, ( )
2. Choose the one. What is for controlling the pitch of aircraft?
i) Rudder ii) Elevator iii) Aileron iv) Flap
3. Choose the one. What is for controlling the yawing of aircraft?
i) Rudder ii) Elevator iii) Aileron iv) Flap
4. What is not the appropriate explanation of Stall?
i) At that point, the lift is decreased drastically.
ii) At that point, the drag is increased drastically.
iii) In aspect of aerodynamics, the air separation is occurred.
iv) The control of aircraft is limited.
v) The aileron is the last control surface in stall.
5. Answer the True or False.
The stall speed is affected by the degree of bank, pitch, and air speed.(T, F)
When we take off, we do not exceed the take-off pitch due to stall. (T,F)
When we increase the bank for turning, the stall speed is decreased. (T,F)
If we encounter the stall, we can not control the aircraft. (T, F)
6. Choose the one to recover the stall correctly.
i) Lower the pitch to increase the speed.
ii) Increase the power to increase the speed.
iii) Use the rudder to lower the pitch.
iv) Control the aircraft very smoothly.
7. What is not the navigation equipment in aircraft?
i) TACAN ii) VOR iii) GPS iv) ADF v) IFF
8. Answer the True or False.
At 15,0000 ft, Mach 1.0 is 490 knots. At 25,000ft, Mach 1.0 is 490 knots. (T, F)
In case of heavy gross weight aircraft, it is more likely to cause the flat tire and increase the landing distance. (T, F)
Up to now, I asked the basic flight knowledge. If you know the flight well,
it is boring. If you don't know, it is the challenge. But don't be afraid. I
will teach you step by step.
Today, I am very happy to meet you. Sooner or later, you will be good
aviator, if you follow me well. I want to tell you the good saying about
flight.
The flight is sustained by the knowledge, not feeling. Just keep in mind.
OP[ChangeContent]
2
2
null
null
null
1
ChangeContent
adam
1141790735345
0
0
0
32
Adam's Responses:
1. Lift
2. Elevator
3. Rudder
4. i
5.
T
T
T
T
6. i
7.v
8. F
T
37
Adam's Responses:
1. Lift
2. Elevator
3. Rudder
4. i
5.
T
T
T
T
6. i
7.v
8. F
T
OP[MoveSymbol]L1[525,92]L2[525,89]
2
2
null
ROOT
ROOT
1
MoveSymbol
adam
1141790715682
0
50
0
OP[ChangeContent]
2
2
null
null
null
1
ChangeContent
adam
1141790714709
0
50
0
32
Adam's Responses:
1. Lift
2. Elevator
3. Rudder
4. i
5.
T
T
T
T
6. i
7.v
8. F
T
32
Adam's Responses:
1. Lift
2. Elevator
3. Rudder
4. i
5.
T
T
T
T
6. i
7.v
8. F
T
OP[ResizeSymbol]S1[130,51]S2[164,683]
2
2
null
null
null
1
ResizeSymbol
adam
1141790708071
0
50
0
OP[MoveSymbol]L1[505,9]L2[525,92]
2
2
null
ROOT
ROOT
1
MoveSymbol
adam
1141790704733
0
50
0
OP[MoveSymbol]L1[990,147]L2[962,137]
5
5
null
ROOT
ROOT
1
MoveSymbol
adam
1141790702132
0
50
0
OP[MoveSymbol]L1[484,62]L2[959,80]
4
4
null
ROOT
ROOT
1
MoveSymbol
adam
1141790699351
0
50
0
OP[MoveSymbol]L1[500,123]L2[990,147]
5
5
null
ROOT
ROOT
1
MoveSymbol
adam
1141790697545
0
50
0
OP[MoveSymbol]L1[678,44]L2[994,22]
9
9
null
ROOT
ROOT
1
MoveSymbol
adam
1141790693794
0
50
0
OP[ResizeSymbol]S1[492,858]S2[492,803]
1
1
null
null
null
1
ResizeSymbol
adam
1141790684849
0
0
271
OP[MoveSymbol]L1[10,12]L2[13,14]
1
1
null
ROOT
ROOT
1
MoveSymbol
adam
1141790682954
0
0
271
OP[ResizeSymbol]S1[451,858]S2[492,858]
1
1
null
null
null
1
ResizeSymbol
adam
1141790679291
0
0
271
OP[ResizeSymbol]S1[451,867]S2[451,858]
1
1
null
null
null
1
ResizeSymbol
adam
1141790670959
0
0
271
OP[ResizeSymbol]S1[451,44]S2[451,867]
1
1
null
null
null
1
ResizeSymbol
adam
1141790664544
0
0
0
OP[MoveSymbol]L1[119,279]L2[500,123]
5
5
null
ROOT
ROOT
1
MoveSymbol
adam
1141790660291
0
0
0
OP[MoveSymbol]L1[130,217]L2[484,62]
4
4
null
ROOT
ROOT
1
MoveSymbol
adam
1141790657517
0
0
0
OP[MoveSymbol]L1[198,152]L2[505,9]
2
2
null
ROOT
ROOT
1
MoveSymbol
adam
1141790655425
0
0
0
OP[MoveSymbol]L1[105,91]L2[10,12]
1
1
null
ROOT
ROOT
1
MoveSymbol
adam
1141790653595
0
0
0
OP[MoveSymbol]L1[533,48]L2[678,44]
9
9
null
ROOT
ROOT
1
MoveSymbol
adam
1141790644578
0
97
0
OP[MoveSymbol]L1[121,400]L2[119,279]
5
5
null
ROOT
ROOT
1
MoveSymbol
choi
1141765687739
0
105
80
OP[MoveSymbol]L1[126,341]L2[130,217]
4
4
null
ROOT
ROOT
1
MoveSymbol
choi
1141765684450
0
105
80
OP[MoveSymbol]L1[176,272]L2[198,152]
2
2
null
ROOT
ROOT
1
MoveSymbol
choi
1141765682586
0
105
80
OP[ResizeSymbol]S1[451,79]S2[451,44]
1
1
null
null
null
1
ResizeSymbol
choi
1141765680738
0
105
80
OP[ResizeSymbol]S1[451,167]S2[451,79]
1
1
null
null
null
1
ResizeSymbol
choi
1141765672279
0
105
80
OP[ResizeSymbol]S1[319,228]S2[319,49]
5
5
null
null
null
1
ResizeSymbol
choi
1141765659748
0
105
80
OP[MoveSymbol]L1[137,838]L2[121,400]
5
5
null
ROOT
ROOT
1
MoveSymbol
choi
1141765656568
0
105
80
OP[ResizeSymbol]S1[319,646]S2[319,228]
5
5
null
null
null
2
Resize (with Move)
choi
1141765653811
0
105
80
OP[MoveSymbol]L1[137,420]L2[137,838]
5
5
null
ROOT
ROOT
2
Resize (with Move)
choi
1141765653811
0
105
80
OP[MoveSymbol]L1[914,175]L2[137,420]
5
5
null
ROOT
ROOT
1
MoveSymbol
choi
1141765651963
0
105
80
OP[ResizeSymbol]S1[288,327]S2[288,48]
4
4
null
null
null
1
ResizeSymbol
choi
1141765645901
0
105
80
OP[MoveSymbol]L1[176,759]L2[126,341]
4
4
null
ROOT
ROOT
1
MoveSymbol
choi
1141765643066
0
105
80
OP[ResizeSymbol]S1[288,731]S2[288,327]
4
4
null
null
null
2
Resize (with Move)
choi
1141765640622
0
105
80
OP[MoveSymbol]L1[176,355]L2[176,759]
4
4
null
ROOT
ROOT
2
Resize (with Move)
choi
1141765640622
0
105
80
OP[MoveSymbol]L1[616,89]L2[176,355]
4
4
null
ROOT
ROOT
1
MoveSymbol
choi
1141765638006
0
105
80
OP[MoveSymbol]L1[164,517]L2[176,272]
2
2
null
ROOT
ROOT
1
MoveSymbol
choi
1141765632743
0
105
80
OP[MoveSymbol]L1[80,328]L2[105,91]
1
1
null
ROOT
ROOT
1
MoveSymbol
choi
1141765629532
0
105
80
OP[MoveSymbol]L1[163,199]L2[164,517]
2
2
null
ROOT
ROOT
1
MoveSymbol
choi
1141765624112
0
105
80
OP[MoveSymbol]L1[110,83]L2[80,328]
1
1
null
ROOT
ROOT
1
MoveSymbol
choi
1141765619225
0
105
80
OP[MoveSymbol]L1[66,0]L2[110,83]
1
1
null
ROOT
ROOT
1
MoveSymbol
choi
1141765608934
0
105
80
OP[MoveSymbol]L1[224,207]L2[163,199]
2
2
null
ROOT
ROOT
1
MoveSymbol
choi
1141765601995
0
105
80
OP[ResizeSymbol]S1[130,529]S2[130,51]
2
2
null
null
null
1
ResizeSymbol
choi
1141765599269
0
105
80
OP[MoveSymbol]L1[225,201]L2[224,207]
2
2
null
ROOT
ROOT
1
MoveSymbol
choi
1141765596309
0
105
80
OP[MoveSymbol]L1[476,89]L2[225,201]
2
2
null
ROOT
ROOT
1
MoveSymbol
choi
1141765593614
0
105
80
OP[ResizeSymbol]S1[451,807]S2[451,167]
1
1
null
null
null
1
ResizeSymbol
choi
1141765589824
0
105
80
OP[MoveSymbol]L1[16,13]L2[66,0]
1
1
null
ROOT
ROOT
1
MoveSymbol
choi
1141765586237
0
105
80
OP[ChangeContent]
9
9
null
null
null
1
ChangeContent
choi
1141765559107
0
105
80
22
Hi, Adam!
When I read your reply, I was surprised again.
You have the exact view of stall. All options in problem 4 are to explain the stall except choice 5. The choice 5 is wrong because the rudder is the last available control surface due to the late air separation (near the fuselage). The order of fast loss of control is aileron, elevator, and rudder. In severe stall near the spin, even rudder is not available.
And your opinion about the relationship between the lift and stall is right. In diagnosis test, I shed light on several reasons of drastic loss of lift such as high angle of attack, air separation and loss of thrust.
If the aircraft has the thrust enough to overcome the weight, the stall doesn't happen.
However, the aircraft always can't get the thrust to avoid the stall. For example, the superpower aircraft climb with steep angle, at some altitude the aircraft encounter the stall. Why? Since the air density is very rare at high altitude, the engine can't supply the thrust enough to overcome the weight. More specifically, the engine is not available without the oxygen.
Thus, all aircraft has the specific altitude range for the performance. The jet aircraft can reach higher altitude than the propeller aircraft. Because the jet engine has the air compressor, which collect the air through the air intake and compress the air.
All right! I explain the previous one too much.
Sorry about that.
Today, I talk about the exterior check.
Why the pilot check the exterior of aircraft, even though the maintenance expert check all? The first reason is the safety. And the second reason is the responsibility of pilot. You can get the first reason intuitively. Let me explain the second reason. If you finish the check and sign the form, you are responsible for the aircraft. It means that the aircraft is perfect. The maintenance have no responsibility after signing the form. There are lots of sophisticated reason.
But I'll mention of that sometime.
When you check the exterior of aircraft, first see the shape of aircraft. Is it symmetric or not? It sounds very stupid. But it's important. Unbalaced aircraft cause the change of aerodynamic center and center of gravity. It is critical for the aircraft control. Also, it is most likely that some critical damage causes unbalanced shape such as partial refueling. After seeing the whole appearance, you check the left wing, nose, nose gear, right wing, fuel, fuselage, landing gear, and tail part. Several parts include lots of specific parts.
Wing section ( left/right wing) includes navigation light, aileron, flap, fuel cap. Check the bulb of light and the condition of aileron and flap, and fuel quantity.
Check the nose compartment, pitot tube, and nose gear.
When you check the pitot tube, you must see each hole.
If there is a blocked hole, the airspeed and altitude instrument indicates the wrong information. Like main gear the nose gear is very sensitive part. If there is a little bit damage and shape change, it doesn't works such as landing gear extention and retraction failure. The fuselage includes several antena and landing gear and so on. Check any damage. The tail part is composed of rudder, elevator and tail light. Check the bulb of light and control surface.
If you finish the exterior check, sign up the form.
Today I mentioned of the exterior check breifly.
If you have a question, feel free to ask me.
And I will answer your question about the attitude and altimeter next time.
22
Hi, Adam!
When I read your reply, I was surprised again.
You have the exact view of stall. All options in problem 4 are to explain the stall except choice 5. The choice 5 is wrong because the rudder is the last available control surface due to the late air separation (near the fuselage). The order of fast loss of control is aileron, elevator, and rudder. In severe stall near the spin, even rudder is not available.
And your opinion about the relationship between the lift and stall is right. In diagnosis test, I shed light on several reasons of drastic loss of lift such as high angle of attack, air separation and loss of thrust.
If the aircraft has the thrust enough to overcome the weight, the stall doesn't happen.
However, the aircraft always can't get the thrust to avoid the stall. For example, the superpower aircraft climb with steep angle, at some altitude the aircraft encounter the stall. Why? Since the air density is very rare at high altitude, the engine can't supply the thrust enough to overcome the weight. More specifically, the engine is not available without the oxygen.
Thus, all aircraft has the specific altitude range for the performance. The jet aircraft can reach higher altitude than the propeller aircraft. Because the jet engine has the air compressor, which collect the air through the air intake and compress the air.
All right! I explain the previous one too much.
Sorry about that.
Today, I talk about the exterior check.
Why the pilot check the exterior of aircraft, even though the maintenance expert check all? The first reason is the safety. And the second reason is the responsibility of pilot. You can get the first reason intuitively. Let me explain the second reason. If you finish the check and sign the form, you are responsible for the aircraft. It means that the aircraft is perfect. The maintenance have no responsibility after signing the form. There are lots of sophisticated reason.
But I'll mention of that sometime.
When you check the exterior of aircraft, first see the shape of aircraft. Is it symmetric or not? It sounds very stupid. But it's important. Unbalaced aircraft cause the change of aerodynamic center and center of gravity. It is critical for the aircraft control. Also, it is most likely that some critical damage causes unbalanced shape such as partial refueling. After seeing the whole appearance, you check the left wing, nose, nose gear, right wing, fuel, fuselage, landing gear, and tail part. Several parts include lots of specific parts. I'll tell you general part.
Wing section ( left/right wing) includes navigation light, aileron, flap, fuel cap. Check the bulb of light and the condition of aileron and flap, and fuel quantity.
Check the nose compartment, pitot tube, and nose gear.
When you check the pitot tube, you must see each hole.
If there is a blocked hole, the airspeed and altitude instrument indicates the wrong information. Like main gear the nose gear is very sensitive part. If there is a little bit damage and shape change, it doesn't works such as landing gear extention and retraction failure. The fuselage includes several antena and landing gear and so on. Check any damage. The tail part is composed of rudder, elevator and tail light. Check the bulb of light and control surface.
If you finish the exterior check, sign up the form.
Today I mentioned of the exterior check breifly.
If you have a question, feel free to ask me.
And I will answer your question about the attitude and altimeter next time.
OP[ChangeContent]
9
9
null
null
null
1
ChangeContent
choi
1141765457000
0
105
80
12
Hi, Adam!
When I read your reply, I was surprised again.
You have the exact view of stall. All options in problem 4 are to explain the stall except choice 5. The choice 5 is wrong because the rudder is the last available control surface due to the late air separation (near the fuselage). The order of fast loss of control is aileron, elevator, and rudder. In severe stall near the spin, even rudder is not available.
And your opinion about the relationship between the lift and stall is right. In diagnosis test, I shed light on several reasons of drastic loss of lift such as high angle of attack, air separation and loss of thrust.
If the aircraft has the thrust enough to overcome the weight, the stall doesn't happen.
However, the aircraft always can't get the thrust to avoid the stall. For example, the superpower aircraft climb with steep angle, at some altitude the aircraft encounter the stall. Why? Since the air density is very rare at high altitude, the engine can't supply the thrust enough to overcome the weight. More specifically, the engine is not available without the oxygen.
Thus, all aircraft has the specific altitude range for the performance. The jet aircraft can reach higher altitude than the propeller aircraft. Because the jet engine has the air compressor, which collect the air through the air intake and compress the air.
All right! I explain the previous one too much.
Sorry about that.
Today, I talk about the exterior and interior check.
Why the pilot check the exterior and interior aircraft, even though the maintenance expert check all? The first reason is the safety. And the second reason is the responsibility of pilot. You can get the first reason intuitively. Let me explain the second reason. If you finish the check and sign the form, you are responsible for the aircraft. It means that the aircraft is perfect. The maintenance have no responsibility after signing the form.
22
Hi, Adam!
When I read your reply, I was surprised again.
You have the exact view of stall. All options in problem 4 are to explain the stall except choice 5. The choice 5 is wrong because the rudder is the last available control surface due to the late air separation (near the fuselage). The order of fast loss of control is aileron, elevator, and rudder. In severe stall near the spin, even rudder is not available.
And your opinion about the relationship between the lift and stall is right. In diagnosis test, I shed light on several reasons of drastic loss of lift such as high angle of attack, air separation and loss of thrust.
If the aircraft has the thrust enough to overcome the weight, the stall doesn't happen.
However, the aircraft always can't get the thrust to avoid the stall. For example, the superpower aircraft climb with steep angle, at some altitude the aircraft encounter the stall. Why? Since the air density is very rare at high altitude, the engine can't supply the thrust enough to overcome the weight. More specifically, the engine is not available without the oxygen.
Thus, all aircraft has the specific altitude range for the performance. The jet aircraft can reach higher altitude than the propeller aircraft. Because the jet engine has the air compressor, which collect the air through the air intake and compress the air.
All right! I explain the previous one too much.
Sorry about that.
Today, I talk about the exterior check.
Why the pilot check the exterior of aircraft, even though the maintenance expert check all? The first reason is the safety. And the second reason is the responsibility of pilot. You can get the first reason intuitively. Let me explain the second reason. If you finish the check and sign the form, you are responsible for the aircraft. It means that the aircraft is perfect. The maintenance have no responsibility after signing the form. There are lots of sophisticated reason.
But I'll mention of that sometime.
When you check the exterior of aircraft, first see the shape of aircraft. Is it symmetric or not? It sounds very stupid. But it's important. Unbalaced aircraft cause the change of aerodynamic center and center of gravity. It is critical for the aircraft control. Also, it is most likely that some critical damage causes unbalanced shape such as partial refueling. After seeing the whole appearance, you check the left wing, nose, nose gear, right wing, fuel, fuselage, landing gear, and tail part. Several parts include lots of specific parts.
Wing section ( left/right wing) includes navigation light, aileron, flap, fuel cap. Check the bulb of light and the condition of aileron and flap, and fuel quantity.
Check the nose compartment, pitot tube, and nose gear.
When you check the pitot tube, you must see each hole.
If there is a blocked hole, the airspeed and altitude instrument indicates the wrong information. Like main gear the nose gear is very sensitive part. If there is a little bit damage and shape change, it doesn't works such as landing gear extention and retraction failure. The fuselage includes several antena and landing gear and so on. Check any damage. The tail part is composed of rudder, elevator and tail light. Check the bulb of light and control surface.
If you finish the exterior check, sign up the form.
Today I mentioned of the exterior check breifly.
If you have a question, feel free to ask me.
And I will answer your question about the attitude and altimeter next time.
OP[ChangeContent]
9
9
null
null
null
1
ChangeContent
choi
1141764161605
0
105
80
12
Hi, Adam!
When I read your reply, I was surprised again.
You have the exact view of stall. All options in problem 4 are to explain the stall except choice 5. The choice 5 is wrong because the rudder is the last available control surface due to the late air separation (near the fuselage). The order of fast loss of control is aileron, elevator, and rudder. In severe stall near the spin, even rudder is not available.
And your opinion about the relationship between the lift and stall is right. In diagnosis test, I shed light on several reasons of drastic loss of lift such as high angle of attack, air separation and loss of thrust.
If the aircraft has the thrust enough to overcome the weight, the stall doesn't happen.
However, the aircraft always can't get the thrust to avoid the stall. For example, the superpower aircraft climb with steep angle, at some altitude the aircraft encounter the stall. Why? Since the air density is very rare at high altitude, the engine can't supply the thrust enough to overcome the weight. More specifically, the engine is not available without the oxygen.
Thus, all aircraft has the specific altitude range for the performance. The jet aircraft can reach higher altitude than the propeller aircraft. Because the jet engine has the air compressor, which collect the air through the air intake and compress the air.
All right! I explain the previous one too much.
Sorry about that.
Today, I talk about the exterior and interior check.
Why the pilot check the exterior and interior aircraft, even though the maintenance expert check all? The first reason is the safety. And the second reason is the responsibility of pilot. You can get the first reason intuitively. Let me explain the second reason. If you finish the check and sign the form, you are responsible for the aircraft. It means that the aircraft is perfect. So the pilot can After sign, the maintenance have no responsibility.
12
Hi, Adam!
When I read your reply, I was surprised again.
You have the exact view of stall. All options in problem 4 are to explain the stall except choice 5. The choice 5 is wrong because the rudder is the last available control surface due to the late air separation (near the fuselage). The order of fast loss of control is aileron, elevator, and rudder. In severe stall near the spin, even rudder is not available.
And your opinion about the relationship between the lift and stall is right. In diagnosis test, I shed light on several reasons of drastic loss of lift such as high angle of attack, air separation and loss of thrust.
If the aircraft has the thrust enough to overcome the weight, the stall doesn't happen.
However, the aircraft always can't get the thrust to avoid the stall. For example, the superpower aircraft climb with steep angle, at some altitude the aircraft encounter the stall. Why? Since the air density is very rare at high altitude, the engine can't supply the thrust enough to overcome the weight. More specifically, the engine is not available without the oxygen.
Thus, all aircraft has the specific altitude range for the performance. The jet aircraft can reach higher altitude than the propeller aircraft. Because the jet engine has the air compressor, which collect the air through the air intake and compress the air.
All right! I explain the previous one too much.
Sorry about that.
Today, I talk about the exterior and interior check.
Why the pilot check the exterior and interior aircraft, even though the maintenance expert check all? The first reason is the safety. And the second reason is the responsibility of pilot. You can get the first reason intuitively. Let me explain the second reason. If you finish the check and sign the form, you are responsible for the aircraft. It means that the aircraft is perfect. The maintenance have no responsibility after signing the form.
OP[ChangeContent]
9
9
null
null
null
1
ChangeContent
choi
1141764125672
0
105
80
9
Hi, Adam!
When I read your reply, I was surprised again.
You have the exact view of stall. All options in problem 4 are to explain the stall except choice 5. The choice 5 is wrong because the rudder is the last available control surface due to the late air separation (near the fuselage). The order of fast loss of control is aileron, elevator, and rudder. In severe stall near the spin, even rudder is not available.
And your opinion about the relationship between the lift and stall is right. In diagnosis test, I shed light on several reasons of drastic loss of lift such as high angle of attack, air separation and loss of thrust.
If the aircraft has the thrust enough to overcome the weight, the stall doesn't happen.
However, the aircraft always can't get the thrust to avoid the stall. For example, the superpower aircraft climb with steep angle, at some altitude the aircraft encounter the stall. Why? Since the air density is very rare at high altitude, the engine can't supply the thrust enough to overcome the weight. More specifically, the engine is not available without the oxygen.
Thus, all aircraft has the specific altitude range for the performance. The jet aircraft can reach higher altitude than the propeller aircraft. Because the jet engine has the air compressor, which collect the air through the air intake and compress the air.
All right! I explain the previous one too much.
12
Hi, Adam!
When I read your reply, I was surprised again.
You have the exact view of stall. All options in problem 4 are to explain the stall except choice 5. The choice 5 is wrong because the rudder is the last available control surface due to the late air separation (near the fuselage). The order of fast loss of control is aileron, elevator, and rudder. In severe stall near the spin, even rudder is not available.
And your opinion about the relationship between the lift and stall is right. In diagnosis test, I shed light on several reasons of drastic loss of lift such as high angle of attack, air separation and loss of thrust.
If the aircraft has the thrust enough to overcome the weight, the stall doesn't happen.
However, the aircraft always can't get the thrust to avoid the stall. For example, the superpower aircraft climb with steep angle, at some altitude the aircraft encounter the stall. Why? Since the air density is very rare at high altitude, the engine can't supply the thrust enough to overcome the weight. More specifically, the engine is not available without the oxygen.
Thus, all aircraft has the specific altitude range for the performance. The jet aircraft can reach higher altitude than the propeller aircraft. Because the jet engine has the air compressor, which collect the air through the air intake and compress the air.
All right! I explain the previous one too much.
Sorry about that.
Today, I talk about the exterior and interior check.
Why the pilot check the exterior and interior aircraft, even though the maintenance expert check all? The first reason is the safety. And the second reason is the responsibility of pilot. You can get the first reason intuitively. Let me explain the second reason. If you finish the check and sign the form, you are responsible for the aircraft. It means that the aircraft is perfect. So the pilot can After sign, the maintenance have no responsibility.
OP[ResizeSymbol]S1[345,576]S2[345,855]
9
9
null
null
null
2
Resize (with Move)
choi
1141763620767
0
105
80
OP[MoveSymbol]L1[533,327]L2[533,48]
9
9
null
ROOT
ROOT
2
Resize (with Move)
choi
1141763620767
0
105
80
OP[ChangeContent]
9
9
null
null
null
1
ChangeContent
choi
1141763619780
0
105
80
6
Hi, Adam!
When I read your reply, I was surprised again.
You have the exact view of stall. All options in problem 4 are to explain the stall except choice 5. The choice 5 is wrong because the rudder is the last available control surface due to the late air separation (near the fuselage). The order of fast loss of control is aileron, elevator, and rudder. In severe stall near the spin, even rudder is not available.
And your opinion about the relationship between the lift and stall is right. In diagnosis test, I shed light on several reasons of drastic loss of lift such as high angle of attack, air separation and loss of thrust.
If the aircraft has the thrust enough to overcome the weight, the stall doesn't happen.
However, the aircraft always can't get the thrust to avoid the stall. For example, the superpower aircraft climb with steep angle, at some altitude the aircraft encounter the stall. Why? Since the air density is very rare at high altitude, the engine can't supply the thrust enough to overcome the weight. More specifically, the engine is not available without the oxygen.
9
Hi, Adam!
When I read your reply, I was surprised again.
You have the exact view of stall. All options in problem 4 are to explain the stall except choice 5. The choice 5 is wrong because the rudder is the last available control surface due to the late air separation (near the fuselage). The order of fast loss of control is aileron, elevator, and rudder. In severe stall near the spin, even rudder is not available.
And your opinion about the relationship between the lift and stall is right. In diagnosis test, I shed light on several reasons of drastic loss of lift such as high angle of attack, air separation and loss of thrust.
If the aircraft has the thrust enough to overcome the weight, the stall doesn't happen.
However, the aircraft always can't get the thrust to avoid the stall. For example, the superpower aircraft climb with steep angle, at some altitude the aircraft encounter the stall. Why? Since the air density is very rare at high altitude, the engine can't supply the thrust enough to overcome the weight. More specifically, the engine is not available without the oxygen.
Thus, all aircraft has the specific altitude range for the performance. The jet aircraft can reach higher altitude than the propeller aircraft. Because the jet engine has the air compressor, which collect the air through the air intake and compress the air.
All right! I explain the previous one too much.
OP[ChangeContent]
9
9
null
null
null
1
ChangeContent
choi
1141763399826
0
105
80
7
Hi, Adam!
When I read your reply, I was surprised again.
You have the exact view of stall. All options in problem 4 are to explain the stall except choice 5. The choice 5 is wrong because the rudder is the last available control surface due to the late air separation (near the fuselage). The order of fast loss of control is aileron, elevator, and rudder. In severe stall near the spin, even rudder is not available.
And your opinion about the relationship between the lift and stall is right. In diagnosis test, I shed light on several reasons of drastic loss of lift.
If the aircraft has the thrust enough to overcome the weight, the stall doesn't happen.
However, the aircraft always can't get the thrust to avoid the stall. For example, the superpower aircraft climb with steep angle, at some altitude the aircraft encounter the stall. Why? Since the air density is very rare at high altitude, the engine can't supply the thrust enough to overcome the weight.
Thus,
6
Hi, Adam!
When I read your reply, I was surprised again.
You have the exact view of stall. All options in problem 4 are to explain the stall except choice 5. The choice 5 is wrong because the rudder is the last available control surface due to the late air separation (near the fuselage). The order of fast loss of control is aileron, elevator, and rudder. In severe stall near the spin, even rudder is not available.
And your opinion about the relationship between the lift and stall is right. In diagnosis test, I shed light on several reasons of drastic loss of lift such as high angle of attack, air separation and loss of thrust.
If the aircraft has the thrust enough to overcome the weight, the stall doesn't happen.
However, the aircraft always can't get the thrust to avoid the stall. For example, the superpower aircraft climb with steep angle, at some altitude the aircraft encounter the stall. Why? Since the air density is very rare at high altitude, the engine can't supply the thrust enough to overcome the weight. More specifically, the engine is not available without the oxygen.
OP[ChangeContent]
9
9
null
null
null
1
ChangeContent
choi
1141763128436
0
105
80
6
Hi, Adam!
When I read your reply, I was surprised again.
You have the exact view of stall. All options in problem 4 are to explain the stall except choice 5. The choice 5 is wrong because the rudder is the last available control surface due to the late air separation.
If the aircraft has the thrust enough to overcome the weight, the stall doesn't happen.
However, the aircraft always can't get the thrust to avoid the stall. For example, the aircraft climb with steep vertical angle, at some altitude the aircraft encounter the stall. Why? Since the air density is very rare at high altitude, the engine can't supply the thrust enough to overcome the weight.
Thus,
7
Hi, Adam!
When I read your reply, I was surprised again.
You have the exact view of stall. All options in problem 4 are to explain the stall except choice 5. The choice 5 is wrong because the rudder is the last available control surface due to the late air separation (near the fuselage). The order of fast loss of control is aileron, elevator, and rudder. In severe stall near the spin, even rudder is not available.
And your opinion about the relationship between the lift and stall is right. In diagnosis test, I shed light on several reasons of drastic loss of lift.
If the aircraft has the thrust enough to overcome the weight, the stall doesn't happen.
However, the aircraft always can't get the thrust to avoid the stall. For example, the superpower aircraft climb with steep angle, at some altitude the aircraft encounter the stall. Why? Since the air density is very rare at high altitude, the engine can't supply the thrust enough to overcome the weight.
Thus,
OP[ChangeContent]
9
9
null
null
null
1
ChangeContent
choi
1141762718424
0
105
80
6
Hi, Adam!
When I read your reply, I was surprised again.
You have the exact view of stall. All options in problem 4 are to explain the stall except 5.
If the aircraft has the thrust enough to overcome the weight, the stall doesn't happen.
However, the aircraft always can't get the thrust to avoid the stall. For example, the aircraft climb with steep vertical angle, at some altitude the aircraft encounter the stall. Why? Since the air density is very rare at high altitude, the engine can't supply the thrust enough to overcome the weight.
Thus,
6
Hi, Adam!
When I read your reply, I was surprised again.
You have the exact view of stall. All options in problem 4 are to explain the stall except choice 5. The choice 5 is wrong because the rudder is the last available control surface due to the late air separation.
If the aircraft has the thrust enough to overcome the weight, the stall doesn't happen.
However, the aircraft always can't get the thrust to avoid the stall. For example, the aircraft climb with steep vertical angle, at some altitude the aircraft encounter the stall. Why? Since the air density is very rare at high altitude, the engine can't supply the thrust enough to overcome the weight.
Thus,
OP[ChangeContent]
9
9
null
null
null
1
ChangeContent
choi
1141762633901
0
105
80
5
Hi, Adam!
When I read your reply, I was surprised again.
You have the exact view of stall. If the aircraft has the thrust enough to overcome the weight, the stall doesn't happen.
However, the aircraft always can't get the thrust to avoid the stall. For example, the aircraft climb with steep vertical angle, at some altitude the aircraft encounter the stall. Why? Since the air density is very rare at high altitude, the engine can't supply the thrust enough to overcome the weight.
Thus,
6
Hi, Adam!
When I read your reply, I was surprised again.
You have the exact view of stall. All options in problem 4 are to explain the stall except 5.
If the aircraft has the thrust enough to overcome the weight, the stall doesn't happen.
However, the aircraft always can't get the thrust to avoid the stall. For example, the aircraft climb with steep vertical angle, at some altitude the aircraft encounter the stall. Why? Since the air density is very rare at high altitude, the engine can't supply the thrust enough to overcome the weight.
Thus,
OP[ChangeContent]
9
9
null
null
null
1
ChangeContent
choi
1141762495478
0
105
80
1
5
Hi, Adam!
When I read your reply, I was surprised again.
You have the exact view of stall. If the aircraft has the thrust enough to overcome the weight, the stall doesn't happen.
However, the aircraft always can't get the thrust to avoid the stall. For example, the aircraft climb with steep vertical angle, at some altitude the aircraft encounter the stall. Why? Since the air density is very rare at high altitude, the engine can't supply the thrust enough to overcome the weight.
Thus,
OP[MoveSymbol]L1[538,372]L2[533,327]
9
9
null
ROOT
ROOT
1
MoveSymbol
choi
1141762000333
0
105
80
OP[ResizeSymbol]S1[345,275]S2[345,576]
9
9
null
null
null
1
ResizeSymbol
choi
1141761992297
0
105
80
OP[MoveSymbol]L1[520,670]L2[538,372]
9
9
null
ROOT
ROOT
1
MoveSymbol
choi
1141761990010
0
105
80
OP[AddSymbol]L[520,670]S[345,275]
9
9
null
null
ROOT
1
AddSymbol
choi
1141761985154
0
105
80
OP[ResizeSymbol]S1[319,646]S2[319,646]
5
5
null
null
null
1
ResizeSymbol
adam
1141705740189
0
361
322
OP[ResizeSymbol]S1[451,751]S2[451,807]
1
1
null
null
null
1
ResizeSymbol
adam
1141705717668
0
0
322
OP[ChangeContent]
5
5
null
null
null
1
ChangeContent
adam
1141705695544
0
301
322
11
Thanks for the good words! I appreciate the encouragement.
Yes, I think you're right about question number 4; I didn't fully understand the answers I think. At first I thought there would be an "All of the above" option, because I thought that several of these options were all aspects of a stall condition - dramatic decrease in lift (but perhaps it is more accurate to say complete lack of lift - i'm not sure), control of the aircraft is limited, and drag in increased. Is this not correct?
As for a definition of stall, I always thought that stall occured when the control surface of the aircraft reached a critical angle, above which it fails to provide lift. Also, the stall angle is dependent on airspeed, right? the slower the aircraft is traveling, the lower the angle of climb that will create a stall. It is my understnding that with enough thrust, stall never happens (like the photos of fighter jets that show pure vertical climb).
I'm ready to continue on with the intermediate/advanced knowledge, including the starting procedures you described. I did some preliminary research into aircraft instrument panels, and I understand what the altimeter does (indicate altitude, or hieght in the air), and heading indicator should show the heading relative to north in degrees, right? Question: Is the altitude displayed the absolute altitude calculated from sea level, or a relative altitude based on the current geography?
The attitude is the orientation relative to the ground, which covers 2 planes - pitch and roll (yaw doesn't affect the orientation toward the ground). I don't understand how a single instrument conveys both of the data points at one, though.
One other instrument you didn't mention
11
Thanks for the good words! I appreciate the encouragement.
Yes, I think you're right about question number 4; I didn't fully understand the answers I think. At first I thought there would be an "All of the above" option, because I thought that several of these options were all aspects of a stall condition - dramatic decrease in lift (but perhaps it is more accurate to say complete lack of lift - i'm not sure), control of the aircraft is limited, and drag in increased. Is this not correct?
As for a definition of stall, I always thought that stall occured when the control surface of the aircraft reached a critical angle, above which it fails to provide lift. Also, the stall angle is dependent on airspeed, right? the slower the aircraft is traveling, the lower the angle of climb that will create a stall. It is my understnding that with enough thrust, stall never happens (like the photos of fighter jets that show pure vertical climb).
I'm ready to continue on with the intermediate/advanced knowledge, including the starting procedures you described. I did some preliminary research into aircraft instrument panels, and I understand what the altimeter does (indicate altitude, or hieght in the air), and heading indicator should show the heading relative to north in degrees, right? Question: Is the altitude displayed the absolute altitude calculated from sea level, or a relative altitude based on the current geography?
The attitude is the orientation relative to the ground, which covers 2 planes - pitch and roll (yaw doesn't affect the orientation toward the ground). I don't understand how a single instrument conveys both of the data points at one, though.
One other instrument you didn't mention is airspeed. It is my understanding that this is still indicated in knots, and not mph or kph. Is this true? What is the conversion ratio for knots to mph?
OP[ResizeSymbol]S1[308,646]S2[319,646]
5
5
null
null
null
1
ResizeSymbol
adam
1141705578101
0
301
322
OP[ChangeContent]
5
5
null
null
null
1
ChangeContent
adam
1141705577299
0
301
322
9
Thanks for the good words! I appreciate the encouragement.
Yes, I think you're right about question number 4; I didn't fully understand the answers I think. At first I thought there would be an "All of the above" option, because I thought that several of these options were all aspects of a stall condition - dramatic decrease in lift (but perhaps it is more accurate to say complete lack of lift - i'm not sure), control of the aircraft is limited, and drag in increased. Is this not correct?
As for a definition of stall, I always thought that stall occured when the control surface of the aircraft reached a critical angle, above which it fails to provide lift. Also, the stall angle is dependent on airspeed, right? the slower the aircraft is traveling, the lower the angle of climb that will create a stall. It is my understnding that with enough thrust, stall never happens (like the photos of fighter jets that show pure vertical climb).
I'm ready to continue on with the intermediate/advanced knowledge, including the starting procedures you described. I did some preliminary research into aircraft instrument panels, and I understand what the altimeter does (indicate altitude, or hieght in the air), and heading indicator should show the heading relative to north in degrees, right? Question: Is the altitude displayed the absolute altitude calculated from sea level, or a relative altitude based on the current geography?
The attitude is the orientation relative to the ground, which covers 2 planes - pitch and roll (yaw doesn't affect the orientation toward the ground). I don't understand how
11
Thanks for the good words! I appreciate the encouragement.
Yes, I think you're right about question number 4; I didn't fully understand the answers I think. At first I thought there would be an "All of the above" option, because I thought that several of these options were all aspects of a stall condition - dramatic decrease in lift (but perhaps it is more accurate to say complete lack of lift - i'm not sure), control of the aircraft is limited, and drag in increased. Is this not correct?
As for a definition of stall, I always thought that stall occured when the control surface of the aircraft reached a critical angle, above which it fails to provide lift. Also, the stall angle is dependent on airspeed, right? the slower the aircraft is traveling, the lower the angle of climb that will create a stall. It is my understnding that with enough thrust, stall never happens (like the photos of fighter jets that show pure vertical climb).
I'm ready to continue on with the intermediate/advanced knowledge, including the starting procedures you described. I did some preliminary research into aircraft instrument panels, and I understand what the altimeter does (indicate altitude, or hieght in the air), and heading indicator should show the heading relative to north in degrees, right? Question: Is the altitude displayed the absolute altitude calculated from sea level, or a relative altitude based on the current geography?
The attitude is the orientation relative to the ground, which covers 2 planes - pitch and roll (yaw doesn't affect the orientation toward the ground). I don't understand how a single instrument conveys both of the data points at one, though.
One other instrument you didn't mention
OP[ResizeSymbol]S1[271,646]S2[308,646]
5
5
null
null
null
1
ResizeSymbol
adam
1141705538614
0
301
322
OP[ChangeContent]
5
5
null
null
null
1
ChangeContent
adam
1141705535847
0
301
322
7
Thanks for the good words! I appreciate the encouragement.
Yes, I think you're right about question number 4; I didn't fully understand the answers I think. At first I thought there would be an "All of the above" option, because I thought that several of these options were all aspects of a stall condition - dramatic decrease in lift (but perhaps it is more accurate to say complete lack of lift - i'm not sure), control of the aircraft is limited, and drag in increased. Is this not correct?
As for a definition of stall, I always thought that stall occured when the control surface of the aircraft reached a critical angle, above which it fails to provide lift. Also, the stall angle is dependent on airspeed, right? the slower the aircraft is traveling, the lower the angle of climb that will create a stall. It is my understnding that with enough thrust, stall never happens (like the photos of fighter jets that show pure vertical climb).
I'm ready to continue on with the intermediate/advanced knowledge, including the starting procedures you described. I did some preliminary research into aircraft instrument panels, and I understand what the altimeter does (indicate altitude, or hieght in the air), and heading indicator should show the heading relative to north in degrees, right?
9
Thanks for the good words! I appreciate the encouragement.
Yes, I think you're right about question number 4; I didn't fully understand the answers I think. At first I thought there would be an "All of the above" option, because I thought that several of these options were all aspects of a stall condition - dramatic decrease in lift (but perhaps it is more accurate to say complete lack of lift - i'm not sure), control of the aircraft is limited, and drag in increased. Is this not correct?
As for a definition of stall, I always thought that stall occured when the control surface of the aircraft reached a critical angle, above which it fails to provide lift. Also, the stall angle is dependent on airspeed, right? the slower the aircraft is traveling, the lower the angle of climb that will create a stall. It is my understnding that with enough thrust, stall never happens (like the photos of fighter jets that show pure vertical climb).
I'm ready to continue on with the intermediate/advanced knowledge, including the starting procedures you described. I did some preliminary research into aircraft instrument panels, and I understand what the altimeter does (indicate altitude, or hieght in the air), and heading indicator should show the heading relative to north in degrees, right? Question: Is the altitude displayed the absolute altitude calculated from sea level, or a relative altitude based on the current geography?
The attitude is the orientation relative to the ground, which covers 2 planes - pitch and roll (yaw doesn't affect the orientation toward the ground). I don't understand how
OP[ChangeContent]
5
5
null
null
null
1
ChangeContent
adam
1141705368073
0
301
322
7
Thanks for the good words! I appreciate the encouragement.
Yes, I think you're right about question number 4; I didn't fully understand the answers I think. At first I thought there would be an "All of the above" option, because I thought that several of these options were all aspects of a stall condition - dramatic decrease in lift (but perhaps it is more accurate to say complete lack of lift - i'm not sure), control of the aircraft is limited, and drag in increased. Is this not correct?
As for a definition of stall, I always thought that stall occured when the control surface of the aircraft reached a critical angle, above which it fails to provide lift. Also, the stall angle is dependent on airspeed, right? the slower the aircraft is traveling, the lower the angle of climb that will create a stall. It is my understnding that with enough thrust, stall never happens (like the photos of fighter jets that show pure vertical climb).
I'm ready to continue on with the intermediate/advanced knowledge, including the starting procedures you described.
7
Thanks for the good words! I appreciate the encouragement.
Yes, I think you're right about question number 4; I didn't fully understand the answers I think. At first I thought there would be an "All of the above" option, because I thought that several of these options were all aspects of a stall condition - dramatic decrease in lift (but perhaps it is more accurate to say complete lack of lift - i'm not sure), control of the aircraft is limited, and drag in increased. Is this not correct?
As for a definition of stall, I always thought that stall occured when the control surface of the aircraft reached a critical angle, above which it fails to provide lift. Also, the stall angle is dependent on airspeed, right? the slower the aircraft is traveling, the lower the angle of climb that will create a stall. It is my understnding that with enough thrust, stall never happens (like the photos of fighter jets that show pure vertical climb).
I'm ready to continue on with the intermediate/advanced knowledge, including the starting procedures you described. I did some preliminary research into aircraft instrument panels, and I understand what the altimeter does (indicate altitude, or hieght in the air), and heading indicator should show the heading relative to north in degrees, right?
OP[ResizeSymbol]S1[271,580]S2[271,646]
5
5
null
null
null
1
ResizeSymbol
adam
1141705088024
0
301
322
OP[ResizeSymbol]S1[271,492]S2[271,580]
5
5
null
null
null
1
ResizeSymbol
adam
1141705080938
0
301
322
OP[ChangeContent]
5
5
null
null
null
1
ChangeContent
adam
1141705079937
0
301
322
5
Thanks for the good words! I appreciate the encouragement.
Yes, I think you're right about question number 4; I didn't fully understand the answers I think. At first I thought there would be an "All of the above" option, because I thought that several of these options were all aspects of a stall condition - dramatic decrease in lift (but perhaps it is more accurate to say complete lack of lift - i'm not sure), control of the aircraft is limited, and drag in increased. Is this not correct?
As for a definition of stall, I always thought that stall occured when the control surface of the aircraft reached a critical angle, above which it fails to provide lift. Also, the stall angle is dependent on airspeed, right? the slower the aircraft is traveling, the lower the angle of climb that will create a stall. It is my understnding that with enough thrust, stall never happens (like the photos of fighter jets that show pure vertical climb).
7
Thanks for the good words! I appreciate the encouragement.
Yes, I think you're right about question number 4; I didn't fully understand the answers I think. At first I thought there would be an "All of the above" option, because I thought that several of these options were all aspects of a stall condition - dramatic decrease in lift (but perhaps it is more accurate to say complete lack of lift - i'm not sure), control of the aircraft is limited, and drag in increased. Is this not correct?
As for a definition of stall, I always thought that stall occured when the control surface of the aircraft reached a critical angle, above which it fails to provide lift. Also, the stall angle is dependent on airspeed, right? the slower the aircraft is traveling, the lower the angle of climb that will create a stall. It is my understnding that with enough thrust, stall never happens (like the photos of fighter jets that show pure vertical climb).
I'm ready to continue on with the intermediate/advanced knowledge, including the starting procedures you described.
OP[ResizeSymbol]S1[271,492]S2[271,492]
5
5
null
null
null
1
ResizeSymbol
adam
1141704558222
0
301
262
OP[ResizeSymbol]S1[271,492]S2[271,492]
5
5
null
null
null
1
ResizeSymbol
adam
1141704558063
0
301
262
OP[ResizeSymbol]S1[244,492]S2[271,492]
5
5
null
null
null
1
ResizeSymbol
adam
1141704557366
0
301
262
OP[ChangeContent]
5
5
null
null
null
1
ChangeContent
adam
1141704308856
0
210
238
3
Thanks for the good words! I appreciate the encouragement.
Yes, I think you're right about question number 4; I didn't fully understand the answers I think.
5
Thanks for the good words! I appreciate the encouragement.
Yes, I think you're right about question number 4; I didn't fully understand the answers I think. At first I thought there would be an "All of the above" option, because I thought that several of these options were all aspects of a stall condition - dramatic decrease in lift (but perhaps it is more accurate to say complete lack of lift - i'm not sure), control of the aircraft is limited, and drag in increased. Is this not correct?
As for a definition of stall, I always thought that stall occured when the control surface of the aircraft reached a critical angle, above which it fails to provide lift. Also, the stall angle is dependent on airspeed, right? the slower the aircraft is traveling, the lower the angle of climb that will create a stall. It is my understnding that with enough thrust, stall never happens (like the photos of fighter jets that show pure vertical climb).
OP[MoveSymbol]L1[952,180]L2[914,175]
5
5
null
ROOT
ROOT
1
MoveSymbol
adam
1141703852333
0
185
0
OP[MoveSymbol]L1[653,88]L2[616,89]
4
4
null
ROOT
ROOT
1
MoveSymbol
adam
1141703839460
0
0
0
OP[MoveSymbol]L1[513,88]L2[476,89]
2
2
null
ROOT
ROOT
1
MoveSymbol
adam
1141703833948
0
0
0
OP[ResizeSymbol]S1[490,751]S2[451,751]
1
1
null
null
null
1
ResizeSymbol
adam
1141703830241
0
0
0
OP[MoveSymbol]L1[1022,87]L2[952,180]
5
5
null
ROOT
ROOT
1
MoveSymbol
adam
1141703777675
0
274
0
OP[ResizeSymbol]S1[288,779]S2[288,731]
4
4
null
null
null
1
ResizeSymbol
adam
1141703745996
0
274
402
OP[ResizeSymbol]S1[264,779]S2[288,779]
4
4
null
null
null
1
ResizeSymbol
adam
1141703741676
0
274
402
OP[ResizeSymbol]S1[264,772]S2[264,779]
4
4
null
null
null
1
ResizeSymbol
adam
1141703733235
0
274
402
OP[ResizeSymbol]S1[264,666]S2[264,772]
4
4
null
null
null
1
ResizeSymbol
adam
1141703726926
0
274
257
OP[ResizeSymbol]S1[318,666]S2[264,666]
4
4
null
null
null
1
ResizeSymbol
adam
1141703719515
0
274
30
OP[MoveSymbol]L1[662,83]L2[653,88]
4
4
null
ROOT
ROOT
1
MoveSymbol
adam
1141703712489
0
274
30
OP[MoveSymbol]L1[520,87]L2[513,88]
2
2
null
ROOT
ROOT
1
MoveSymbol
adam
1141703707303
0
274
30
OP[MoveSymbol]L1[691,87]L2[662,83]
4
4
null
ROOT
ROOT
1
MoveSymbol
adam
1141703693245
0
274
169
OP[ResizeSymbol]S1[124,529]S2[130,529]
2
2
null
null
null
1
ResizeSymbol
adam
1141703685404
0
274
0
OP[ResizeSymbol]S1[124,529]S2[124,529]
2
2
null
null
null
1
ResizeSymbol
adam
1141703683120
0
274
0
OP[ResizeSymbol]S1[160,529]S2[124,529]
2
2
null
null
null
1
ResizeSymbol
adam
1141703680899
0
274
0
OP[ChangeContent]
5
5
null
null
null
1
ChangeContent
adam
1141703676907
0
274
0
1
3
Thanks for the good words! I appreciate the encouragement.
Yes, I think you're right about question number 4; I didn't fully understand the answers I think.
OP[MoveSymbol]L1[1023,88]L2[1022,87]
5
5
null
ROOT
ROOT
1
MoveSymbol
adam
1141703446454
0
274
0
OP[ChangeContent]
5
5
null
null
null
1
ChangeContent
adam
1141703443881
0
274
0
2
information on the
geologic and economic geology of the area
1
OP[ChangeContent]
5
5
null
null
null
1
ChangeContent
adam
1141703434069
0
274
0
1
2
information on the
geologic and economic geology of the area
OP[AddSymbol]L[1023,88]S[244,492]
5
5
null
null
ROOT
1
AddSymbol
adam
1141703433967
0
274
0
OP[ChangeContent]
2
2
null
null
null
1
ChangeContent
adam
1141703419829
0
274
0
32
Adam's Responses:
1. Lift
2. Elevator
3. Rudder
4. i
5.
T
T
T
T
6. i
7.v
8. F
T
32
Adam's Responses:
1. Lift
2. Elevator
3. Rudder
4. i
5.
T
T
T
T
6. i
7.v
8. F
T
OP[MoveSymbol]L1[691,128]L2[691,87]
4
4
null
ROOT
ROOT
1
MoveSymbol
adam
1141703194979
0
180
0
OP[MoveSymbol]L1[722,130]L2[691,128]
4
4
null
ROOT
ROOT
1
MoveSymbol
adam
1141703183758
0
180
327
OP[ResizeSymbol]S1[318,636]S2[318,666]
4
4
null
null
null
1
ResizeSymbol
adam
1141703180389
0
180
327
OP[ChangeContent]
4
4
null
null
null
1
ChangeContent
choi
1141697790915
0
0
0
9
Hi, Adam!
I really suprised of your answer. I asked 12 problems with subproblems. You got 9 points out of 12 points.
Especially, the questions are composed of the basic knowledge and intermediatae knowledge.
You solved the basic knowledge almost perfectly. I think you got probably confused with the problem 4. You choose exactly the explaination of stall in problem 4. The right answer is v) The aileron is the last control surface in stall. And problem 8 is for checking whether you are experienced or not. The answer for 8 is F, T. I took a interesting example of second one of problem 8. After taking off, the pilot encounter the emergency situation and return the runway immediately at low altitude and low speed with high gross weight. Pilot must dump the all fuel to reduce the landing gross weight. It is very helpful to increase the speed and get the more altitude. If the pilot don't decrease the gross weight and land the aircraft, the result is unexpected. The worst case is flat tire and fire. The best case is to land safely. The pilots do not cast the dice to take a risk and life.
I talked about the side story a lot.
Anyway, I checked your knowledge level through the test.
The result shows me that you are the itermediate student pilot. It means you don't need learning the basic flight knowledge. I'll give you more advanced knowledge. Are you ready to go with me?
Next time, I will teach you ground operation such as exterior check, interior cockpit check, start engine and taxiing. All right, see you next time. If you have any question about the diagnosis test. please let me know. And I recommend you preview the basic aircraft instrument such as altitude, attitude, and heading indicator, which are most important and basic instrument.
14
Hi, Adam!
I really suprised of your answer. I asked 12 problems with subproblems. You got 9 points out of 12 points.
Especially, the questions are composed of the basic knowledge and intermediatae knowledge.
You solved the basic knowledge almost perfectly. I think you got probably confused with the problem 4. You choose exactly the explaination of stall in problem 4. The right answer is v) The aileron is the last control surface in stall. And problem 8 is for checking whether you are experienced or not. The answer for 8 is F, T.
I take a interesting example of second one of problem 8. After taking off, the pilot encounter the emergency situation and return the runway immediately at low altitude and low speed with high gross weight. Pilot must dump the all fuel to reduce the landing gross weight. It is very helpful to increase the speed and get the more altitude. If the pilot don't decrease the gross weight and land the aircraft, the result is unexpected. The worst case is flat tire and fire. The best case is to land safely. The pilots do not cast the dice to take a risk and life.
I talked about the side story a lot.
Anyway, I checked your knowledge level through the test.
The result shows me that you are the itermediate student pilot. It means you don't need learning the basic flight knowledge. I'll give you more advanced knowledge. Are you ready to go with me?
Next time, I will teach you ground operation such as exterior check, interior cockpit check, start engine and taxiing. All right, see you next time.
If you have any question about the diagnosis test. please let me know. And I recommend you preview the basic aircraft instrument such as altitude, attitude, and heading indicator, which are most important and basic instrument.
OP[ChangeContent]
4
4
null
null
null
1
ChangeContent
choi
1141697739975
0
0
0
3
Hi, Adam!
I really suprised of your answer. I asked 12 problems with subproblems. You got 9 points out of 12 points.
Especially, the questions are composed of the basic knowledge and intermediatae knowledge. You solved the basic knowledge almost perfectly. I think you got probably confused with the problem 4. You choose exactly the explaination of stall in problem 4. The right answer is v) The aileron is the last control surface in stall. And problem 8 is for checking whether you are experienced or not. The answer for 8 is F, T. I took a interesting example of second one of problem 8. After taking off, the pilot encounter the emergency situation and return the runway immediately at low altitude and low speed with high gross weight. Pilot must dump the all fuels to reduce the landing gross weight. It is very helpful to increase the speed and get the more altitude. If the pilot don't decrease the gross weight and land the aircraft, the result is unexpected. The worst case is flat tire and fire. The best case is to land safely. The pilots do not cast the dice to take a risk and life.
9
Hi, Adam!
I really suprised of your answer. I asked 12 problems with subproblems. You got 9 points out of 12 points.
Especially, the questions are composed of the basic knowledge and intermediatae knowledge.
You solved the basic knowledge almost perfectly. I think you got probably confused with the problem 4. You choose exactly the explaination of stall in problem 4. The right answer is v) The aileron is the last control surface in stall. And problem 8 is for checking whether you are experienced or not. The answer for 8 is F, T. I took a interesting example of second one of problem 8. After taking off, the pilot encounter the emergency situation and return the runway immediately at low altitude and low speed with high gross weight. Pilot must dump the all fuel to reduce the landing gross weight. It is very helpful to increase the speed and get the more altitude. If the pilot don't decrease the gross weight and land the aircraft, the result is unexpected. The worst case is flat tire and fire. The best case is to land safely. The pilots do not cast the dice to take a risk and life.
I talked about the side story a lot.
Anyway, I checked your knowledge level through the test.
The result shows me that you are the itermediate student pilot. It means you don't need learning the basic flight knowledge. I'll give you more advanced knowledge. Are you ready to go with me?
Next time, I will teach you ground operation such as exterior check, interior cockpit check, start engine and taxiing. All right, see you next time. If you have any question about the diagnosis test. please let me know. And I recommend you preview the basic aircraft instrument such as altitude, attitude, and heading indicator, which are most important and basic instrument.
OP[ChangeContent]
4
4
null
null
null
1
ChangeContent
choi
1141697072525
0
0
0
3
Hi, Adam!
I really suprised of your answer. I asked 12 problems with subproblems. You got 9 points out of 12 points.
Especially, the questions are composed of the basic knowledge and intermediatae knowledge. You solved the basic knowledge almost perfectly. I think you got probably confused with the problem 4. You choose exactly the explaination of stall in problem 4. The right answer is v)
3
Hi, Adam!
I really suprised of your answer. I asked 12 problems with subproblems. You got 9 points out of 12 points.
Especially, the questions are composed of the basic knowledge and intermediatae knowledge. You solved the basic knowledge almost perfectly. I think you got probably confused with the problem 4. You choose exactly the explaination of stall in problem 4. The right answer is v) The aileron is the last control surface in stall. And problem 8 is for checking whether you are experienced or not. The answer for 8 is F, T. I took a interesting example of second one of problem 8. After taking off, the pilot encounter the emergency situation and return the runway immediately at low altitude and low speed with high gross weight. Pilot must dump the all fuels to reduce the landing gross weight. It is very helpful to increase the speed and get the more altitude. If the pilot don't decrease the gross weight and land the aircraft, the result is unexpected. The worst case is flat tire and fire. The best case is to land safely. The pilots do not cast the dice to take a risk and life.
OP[ChangeContent]
4
4
null
null
null
1
ChangeContent
choi
1141696197848
0
0
0
2
Hi, Adam!
I really suprised of your answer.
3
Hi, Adam!
I really suprised of your answer. I asked 12 problems with subproblems. You got 9 points out of 12 points.
Especially, the questions are composed of the basic knowledge and intermediatae knowledge. You solved the basic knowledge almost perfectly. I think you got probably confused with the problem 4. You choose exactly the explaination of stall in problem 4. The right answer is v)
OP[ChangeContent]
1
1
null
null
null
1
ChangeContent
choi
1141695869412
0
0
0
50
Welcome to the Cyber Flight School!
I am the flight instructor, Choi. I will teach the basic and advanced flight
information based on your status of flight knowledge. No matter what your
flight experience is, I will start at your level. Don't worry about that.
First of all, I would like to check your flight knowledge. Please, feel free
to answer the following question. It is not the test but something like
questionnaire to know your level.
1. Fill the blank with the answer. What are 4 main forces to affect aircrafts?
Thrust, Drag, Weight, ( )
2. Choose the one. What is for controlling the pitch of aircraft?
i) Rudder ii) Elevator iii) Aileron iv) Flap
3. Choose the one. What is for controlling the yawing of aircraft?
i) Rudder ii) Elevator iii) Aileron iv) Flap
4. What is not the appropriate explanation of Stall?
i) At that point, the lift is decreased drastically.
ii) At that point, the drag is increased drastically.
iii) In aspect of aerodynamics, the air separation is occurred.
iv) The control of aircraft is limited.
v) The aileron is the last control surface in stall.
5. Answer the True or False.
The stall speed is affected by the degree of bank, pitch, and air speed.
(T, F)
When we take off, we do not exceed the take-off pitch due to stall. (T,F)
When we increase the bank for turning, the stall speed is decreased. (T,F)
If we encounter the stall, we can not control the aircraft. (T, F)
6. Choose the one to recover the stall correctly.
i) Lower the pitch to increase the speed.
ii) Increase the power to increase the speed.
iii) Use the rudder to lower the pitch.
iv) Control the aircraft very smoothly.
7. What is not the navigation equipment in aircraft?
i) TACAN ii) VOR iii) GPS iv) ADF v) IFF
8. Answer the True or False.
At 15,0000 ft, Mach 1.0 is 490 knots. At 25,000ft, Mach 1.0 is 490 knots. (T, F)
In case of heavy gross weight aircraft, it is more likely to cause the flat tire and increase the landing distance. (T, F)
Up to now, I asked the basic flight knowledge. If you know the flight well,
it is boring. If you don't know, it is the challenge. But don't be afraid. I
will teach you step by step.
Today, I am very happy to meet you. Sooner or later, you will be good
aviator, if you follow me well. I want to tell you the good saying about
flight.
The flight is sustained by the knowledge, not feeling. Just keep in mind.
51
Welcome to the Cyber Flight School!
I am the flight instructor, Choi. I will teach the basic and advanced flight
information based on your status of flight knowledge. No matter what your
flight experience is, I will start at your level. Don't worry about that.
First of all, I would like to check your flight knowledge. Please, feel free
to answer the following question. It is not the test but something like
questionnaire to know your level.
1. Fill the blank with the answer. What are 4 main forces to affect aircrafts?
Thrust, Drag, Weight, ( )
2. Choose the one. What is for controlling the pitch of aircraft?
i) Rudder ii) Elevator iii) Aileron iv) Flap
3. Choose the one. What is for controlling the yawing of aircraft?
i) Rudder ii) Elevator iii) Aileron iv) Flap
4. What is not the appropriate explanation of Stall?
i) At that point, the lift is decreased drastically.
ii) At that point, the drag is increased drastically.
iii) In aspect of aerodynamics, the air separation is occurred.
iv) The control of aircraft is limited.
v) The aileron is the last control surface in stall.
5. Answer the True or False.
The stall speed is affected by the degree of bank, pitch, and air speed.
(T, F)
When we take off, we do not exceed the take-off pitch due to stall. (T,F)
When we increase the bank for turning, the stall speed is decreased. (T,F)
If we encounter the stall, we can not control the aircraft. (T, F)
6. Choose the one to recover the stall correctly.
i) Lower the pitch to increase the speed.
ii) Increase the power to increase the speed.
iii) Use the rudder to lower the pitch.
iv) Control the aircraft very smoothly.
7. What is not the navigation equipment in aircraft?
i) TACAN ii) VOR iii) GPS iv) ADF v) IFF
8. Answer the True or False.
At 15,0000 ft, Mach 1.0 is 490 knots. At 25,000ft, Mach 1.0 is 490 knots. (T, F)
In case of heavy gross weight aircraft, it is more likely to cause the flat tire and increase the landing distance. (T, F)
Up to now, I asked the basic flight knowledge. If you know the flight well,
it is boring. If you don't know, it is the challenge. But don't be afraid. I
will teach you step by step.
Today, I am very happy to meet you. Sooner or later, you will be good
aviator, if you follow me well. I want to tell you the good saying about
flight.
The flight is sustained by the knowledge, not feeling. Just keep in mind.
OP[ChangeContent]
4
4
null
null
null
1
ChangeContent
choi
1141695866765
0
0
0
1
2
Hi, Adam!
I really suprised of your answer.
OP[ChangeContent]
1
1
null
null
null
1
ChangeContent
choi
1141695809763
0
0
0
46
Welcome to the Cyber Flight School!
I am the flight instructor, Choi. I will teach the basic and advanced flight
information based on your status of flight knowledge. No matter what your
flight experience is, I will start at your level. Don't worry about that.
First of all, I would like to check your flight knowledge. Please, feel free
to answer the following question. It is not the test but something like
questionnaire to know your level.
1. Fill the blank with the answer. What are 4 main forces to affect aircrafts?
Thrust, Drag, Weight, ( )
2. Choose the one. What is for controlling the pitch of aircraft?
i) Rudder ii) Elevator iii) Aileron iv) Flap
3. Choose the one. What is for controlling the yawing of aircraft?
i) Rudder ii) Elevator iii) Aileron iv) Flap
4. What is not the appropriate explanation of Stall?
i) At that point, the lift is decreased drastically.
ii) At that point, the drag is increased drastically.
iii) In aspect of aerodynamics, the air separation is occurred.
iv) The control of aircraft is limited.
v) The aileron is the last control surface in stall.
5. Answer the True or False.
The stall speed is affected by the degree of bank, pitch, and air speed.
(T, F)
When we take off, we do not exceed the take-off pitch due to stall. (T,F)
When we increase the bank for turning, the stall speed is decreased. (T,F)
If we encounter the stall, we can not control the aircraft. (T, F)
6. Choose the one to recover the stall correctly.
i) Lower the pitch to increase the speed.
ii) Increase the power to increase the speed.
iii) Use the rudder to lower the pitch.
iv) Control the aircraft very smoothly.
7. What is not the navigation equipment in aircraft?
i) TACAN ii) VOR iii) GPS iv) ADF v) IFF
8. Answer the True or False.
At 15,0000 ft, Mach 1.0 is 490 knots. At 25,000ft, Mach 1.0 is 490 knots.
(T, F)
??n case of heavy gross weight aircraft, it is more likely to cause the flat
tire and increase the landing distance. ?T, F)
Up to now, I asked the basic flight knowledge. If you know the flight well,
it? boring. If you don? know, it? the challenge. But don? be afraid. I
will teach you step by step.
Today, I am very happy to meet you. Sooner or later, you will be good
aviator, if you follow me well. I want to tell you the good saying about
flight.
?he flight is sustained by the knowledge, not feeling.??ust keep in mind.
50
Welcome to the Cyber Flight School!
I am the flight instructor, Choi. I will teach the basic and advanced flight
information based on your status of flight knowledge. No matter what your
flight experience is, I will start at your level. Don't worry about that.
First of all, I would like to check your flight knowledge. Please, feel free
to answer the following question. It is not the test but something like
questionnaire to know your level.
1. Fill the blank with the answer. What are 4 main forces to affect aircrafts?
Thrust, Drag, Weight, ( )
2. Choose the one. What is for controlling the pitch of aircraft?
i) Rudder ii) Elevator iii) Aileron iv) Flap
3. Choose the one. What is for controlling the yawing of aircraft?
i) Rudder ii) Elevator iii) Aileron iv) Flap
4. What is not the appropriate explanation of Stall?
i) At that point, the lift is decreased drastically.
ii) At that point, the drag is increased drastically.
iii) In aspect of aerodynamics, the air separation is occurred.
iv) The control of aircraft is limited.
v) The aileron is the last control surface in stall.
5. Answer the True or False.
The stall speed is affected by the degree of bank, pitch, and air speed.
(T, F)
When we take off, we do not exceed the take-off pitch due to stall. (T,F)
When we increase the bank for turning, the stall speed is decreased. (T,F)
If we encounter the stall, we can not control the aircraft. (T, F)
6. Choose the one to recover the stall correctly.
i) Lower the pitch to increase the speed.
ii) Increase the power to increase the speed.
iii) Use the rudder to lower the pitch.
iv) Control the aircraft very smoothly.
7. What is not the navigation equipment in aircraft?
i) TACAN ii) VOR iii) GPS iv) ADF v) IFF
8. Answer the True or False.
At 15,0000 ft, Mach 1.0 is 490 knots. At 25,000ft, Mach 1.0 is 490 knots. (T, F)
In case of heavy gross weight aircraft, it is more likely to cause the flat tire and increase the landing distance. (T, F)
Up to now, I asked the basic flight knowledge. If you know the flight well,
it is boring. If you don't know, it is the challenge. But don't be afraid. I
will teach you step by step.
Today, I am very happy to meet you. Sooner or later, you will be good
aviator, if you follow me well. I want to tell you the good saying about
flight.
The flight is sustained by the knowledge, not feeling. Just keep in mind.
OP[ChangeContent]
1
1
null
null
null
1
ChangeContent
choi
1141695669309
0
0
0
48
Welcome to the Cyber Flight School!
I am the flight instructor, Choi. I will teach the basic and advanced flight
information based on your status of flight knowledge. No matter what your
flight experience is, I will start at your level. Don? worry about that.
First of all, I would like to check your flight knowledge. Please, feel free
to answer the following question. It? not the test but something like
questionnaire to know your level.
1. Fill the blank with the answer. What are 4 main forces to affect aircrafts?
????hrust, Drag, Weight, ( ????????
2. Choose the one. What is for controlling the pitch of aircraft?
????) Rudder ii) Elevator iii) Aileron iv) Flap
3. Choose the one. What is for controlling the yawing of aircraft?
??????) Rudder ii) Elevator iii) Aileron iv) Flap
4. What? not the appropriate explanation of Stall?
????) At that point, the lift is decreased drastically.
????i) At that point, the drag is increased drastically.
????ii) In aspect of aerodynamics, the air separation is occurred.
??????v) The control of aircraft is limited.
????) The aileron is the last control surface in stall.
5. Answer the True or False.
??The stall speed is affected by the degree of bank, pitch, and air speed.
(T, F)
??When we take off, we do not exceed the take-off pitch due to stall. (T,
F)
??When we increase the bank for turning, the stall speed is decreased. (T,
F)
??If we encounter the stall, we can not control the aircraft. (T, F)
?. Choose the one to recover the stall correctly.
????) Lower the pitch to increase the speed.
????i) Increase the power to increase the speed.
????ii) Use the rudder to lower the pitch.
????v) Control the aircraft very smoothly.
7. What is not the navigation equipment in aircraft?
????) TACAN ii) VOR iii) GPS iv) ADF v) IFF
8. Answer the True or False.
??t 15,0000 ft, Mach 1.0 is 490 knots. At 25,000ft, Mach 1.0 is 490 knots.
(T, F)
??n case of heavy gross weight aircraft, it is more likely to cause the flat
tire and increase the landing distance. ?T, F)
Up to now, I asked the basic flight knowledge. If you know the flight well,
it? boring. If you don? know, it? the challenge. But don? be afraid. I
will teach you step by step.
Today, I am very happy to meet you. Sooner or later, you will be good
aviator, if you follow me well. I want to tell you the good saying about
flight.
?he flight is sustained by the knowledge, not feeling.??ust keep in mind.
46
Welcome to the Cyber Flight School!
I am the flight instructor, Choi. I will teach the basic and advanced flight
information based on your status of flight knowledge. No matter what your
flight experience is, I will start at your level. Don't worry about that.
First of all, I would like to check your flight knowledge. Please, feel free
to answer the following question. It is not the test but something like
questionnaire to know your level.
1. Fill the blank with the answer. What are 4 main forces to affect aircrafts?
Thrust, Drag, Weight, ( )
2. Choose the one. What is for controlling the pitch of aircraft?
i) Rudder ii) Elevator iii) Aileron iv) Flap
3. Choose the one. What is for controlling the yawing of aircraft?
i) Rudder ii) Elevator iii) Aileron iv) Flap
4. What is not the appropriate explanation of Stall?
i) At that point, the lift is decreased drastically.
ii) At that point, the drag is increased drastically.
iii) In aspect of aerodynamics, the air separation is occurred.
iv) The control of aircraft is limited.
v) The aileron is the last control surface in stall.
5. Answer the True or False.
The stall speed is affected by the degree of bank, pitch, and air speed.
(T, F)
When we take off, we do not exceed the take-off pitch due to stall. (T,F)
When we increase the bank for turning, the stall speed is decreased. (T,F)
If we encounter the stall, we can not control the aircraft. (T, F)
6. Choose the one to recover the stall correctly.
i) Lower the pitch to increase the speed.
ii) Increase the power to increase the speed.
iii) Use the rudder to lower the pitch.
iv) Control the aircraft very smoothly.
7. What is not the navigation equipment in aircraft?
i) TACAN ii) VOR iii) GPS iv) ADF v) IFF
8. Answer the True or False.
At 15,0000 ft, Mach 1.0 is 490 knots. At 25,000ft, Mach 1.0 is 490 knots.
(T, F)
??n case of heavy gross weight aircraft, it is more likely to cause the flat
tire and increase the landing distance. ?T, F)
Up to now, I asked the basic flight knowledge. If you know the flight well,
it? boring. If you don? know, it? the challenge. But don? be afraid. I
will teach you step by step.
Today, I am very happy to meet you. Sooner or later, you will be good
aviator, if you follow me well. I want to tell you the good saying about
flight.
?he flight is sustained by the knowledge, not feeling.??ust keep in mind.
OP[AddSymbol]L[722,130]S[318,636]
4
4
null
null
ROOT
1
AddSymbol
choi
1141695516694
0
0
0
OP[ResizeSymbol]S1[320,529]S2[160,529]
2
2
null
null
null
1
ResizeSymbol
adam
1141539505599
0
0
0
OP[MoveSymbol]L1[521,73]L2[520,87]
2
2
null
ROOT
ROOT
1
MoveSymbol
adam
1141539487493
0
0
0
OP[ChangeContent]
2
2
null
null
null
1
ChangeContent
adam
1141539480506
0
0
0
29
1. Lift
2. Elevator
3. Rudder
4. i
5.
T
T
T
T
6. i
7.v
8. F
T
32
Adam's Responses:
1. Lift
2. Elevator
3. Rudder
4. i
5.
T
T
T
T
6. i
7.v
8. F
T
OP[ResizeSymbol]S1[320,467]S2[320,529]
2
2
null
null
null
2
Resize (with Move)
adam
1141539455171
0
0
0
OP[MoveSymbol]L1[521,135]L2[521,73]
2
2
null
ROOT
ROOT
2
Resize (with Move)
adam
1141539455163
0
0
0
OP[ResizeSymbol]S1[490,1064]S2[490,751]
1
1
null
null
null
1
ResizeSymbol
adam
1141539446341
0
0
633
OP[ResizeSymbol]S1[320,594]S2[320,467]
2
2
null
null
null
1
ResizeSymbol
adam
1141539437102
0
0
342
OP[ChangeContent]
2
2
null
null
null
1
ChangeContent
adam
1141539436160
0
0
342
28
1. Lift
2. Elevator
3. Rudder
4. i
5.
T
T
T
T
6. i
7.v
8. F
29
1. Lift
2. Elevator
3. Rudder
4. i
5.
T
T
T
T
6. i
7.v
8. F
T
OP[ChangeContent]
1
1
null
null
null
1
ChangeContent
adam
1141539383014
0
0
342
49
Welcome to the Cyber Flight School!
I am the flight instructor, Choi. I will teach the basic and advanced flight
information based on your status of flight knowledge. No matter what your
flight experience is, I will start at your level. Don? worry about that.
First of all, I would like to check your flight knowledge. Please, feel free
to answer the following question. It? not the test but something like
questionnaire to know your level.
1. Fill the blank with the answer. What are 4 main forces to affect aircrafts?
????hrust, Drag, Weight, ( ????????
2. Choose the one. What is for controlling the pitch of aircraft?
????) Rudder ii) Elevator iii) Aileron iv) Flap
3. Choose the one. What is for controlling the yawing of aircraft?
??????) Rudder ii) Elevator iii) Aileron iv) Flap
4. What? not the appropriate explanation of Stall?
????) At that point, the lift is decreased drastically.
????i) At that point, the drag is increased drastically.
????ii) In aspect of aerodynamics, the air separation is occurred.
??????v) The control of aircraft is limited.
????) The aileron is the last control surface in stall.
5. Answer the True or False.
??The stall speed is affected by the degree of bank, pitch, and air speed.
(T, F)
??When we take off, we do not exceed the take-off pitch due to stall. (T,
F)
??When we increase the bank for turning, the stall speed is decreased. (T,
F)
??If we encounter the stall, we can not control the aircraft. (T, F)
?. Choose the one to recover the stall correctly.
????) Lower the pitch to increase the speed.
????i) Increase the power to increase the speed.
????ii) Use the rudder to lower the pitch.
????v) Control the aircraft very smoothly.
7. What is not the navigation equipment in aircraft?
????) TACAN ii) VOR iii) GPS iv) ADF v) IFF
8. Answer the True or False.
??t 15,0000 ft, Mach 1.0 is 490 knots. At 25,000ft, Mach 1.0 is 490 knots.
(T, F)
??n case of heavy gross weight aircraft, it is more likely to cause the
flat tire
??nd increase the landing distance. ?T, F)
Up to now, I asked the basic flight knowledge. If you know the flight well,
it? boring. If you don? know, it? the challenge. But don? be afraid. I
will teach you step by step.
Today, I am very happy to meet you. Sooner or later, you will be good
aviator, if you follow me well. I want to tell you the good saying about
flight.
?he flight is sustained by the knowledge, not feeling.??ust keep in mind.
48
Welcome to the Cyber Flight School!
I am the flight instructor, Choi. I will teach the basic and advanced flight
information based on your status of flight knowledge. No matter what your
flight experience is, I will start at your level. Don? worry about that.
First of all, I would like to check your flight knowledge. Please, feel free
to answer the following question. It? not the test but something like
questionnaire to know your level.
1. Fill the blank with the answer. What are 4 main forces to affect aircrafts?
????hrust, Drag, Weight, ( ????????
2. Choose the one. What is for controlling the pitch of aircraft?
????) Rudder ii) Elevator iii) Aileron iv) Flap
3. Choose the one. What is for controlling the yawing of aircraft?
??????) Rudder ii) Elevator iii) Aileron iv) Flap
4. What? not the appropriate explanation of Stall?
????) At that point, the lift is decreased drastically.
????i) At that point, the drag is increased drastically.
????ii) In aspect of aerodynamics, the air separation is occurred.
??????v) The control of aircraft is limited.
????) The aileron is the last control surface in stall.
5. Answer the True or False.
??The stall speed is affected by the degree of bank, pitch, and air speed.
(T, F)
??When we take off, we do not exceed the take-off pitch due to stall. (T,
F)
??When we increase the bank for turning, the stall speed is decreased. (T,
F)
??If we encounter the stall, we can not control the aircraft. (T, F)
?. Choose the one to recover the stall correctly.
????) Lower the pitch to increase the speed.
????i) Increase the power to increase the speed.
????ii) Use the rudder to lower the pitch.
????v) Control the aircraft very smoothly.
7. What is not the navigation equipment in aircraft?
????) TACAN ii) VOR iii) GPS iv) ADF v) IFF
8. Answer the True or False.
??t 15,0000 ft, Mach 1.0 is 490 knots. At 25,000ft, Mach 1.0 is 490 knots.
(T, F)
??n case of heavy gross weight aircraft, it is more likely to cause the flat
tire and increase the landing distance. ?T, F)
Up to now, I asked the basic flight knowledge. If you know the flight well,
it? boring. If you don? know, it? the challenge. But don? be afraid. I
will teach you step by step.
Today, I am very happy to meet you. Sooner or later, you will be good
aviator, if you follow me well. I want to tell you the good saying about
flight.
?he flight is sustained by the knowledge, not feeling.??ust keep in mind.
OP[ChangeContent]
2
2
null
null
null
1
ChangeContent
adam
1141539354929
0
0
342
1
1. Lift
28
1. Lift
2. Elevator
3. Rudder
4. i
5.
T
T
T
T
6. i
7.v
8. F
OP[MoveSymbol]L1[521,132]L2[521,135]
2
2
null
ROOT
ROOT
1
MoveSymbol
adam
1141538748579
0
0
0
OP[ChangeContent]
2
2
null
null
null
1
ChangeContent
adam
1141538747921
0
0
0
1
1.
1
1. Lift
OP[MoveSymbol]L1[524,136]L2[521,132]
2
2
null
ROOT
ROOT
1
MoveSymbol
adam
1141538593538
0
0
0
OP[ChangeContent]
2
2
null
null
null
1
ChangeContent
adam
1141538586535
0
0
0
1
1
1.
OP[ChangeBorderColor]C1[30,120,40]C2[115,70,140]
2
2
null
null
null
2
Change (Border+Background) Color
adam
1141538527253
0
0
0
OP[ChangeBackgroundColor]C1[110,220,120]C2[185,140,240]
2
2
null
null
null
2
Change (Border+Background) Color
adam
1141538527250
0
0
0
OP[MoveSymbol]L1[521,14]L2[524,136]
2
2
null
ROOT
ROOT
1
MoveSymbol
adam
1141538525765
0
0
0
OP[AddSymbol]L[521,14]S[320,594]
2
2
null
null
ROOT
1
AddSymbol
adam
1141538471736
0
0
0
OP[MoveSymbol]L1[42,25]L2[16,13]
1
1
null
ROOT
ROOT
1
MoveSymbol
adam
1141538431884
0
0
0
OP[ResizeSymbol]S1[369,1064]S2[490,1064]
1
1
null
null
null
1
ResizeSymbol
adam
1141538421632
0
0
245
OP[ResizeSymbol]S1[369,949]S2[369,1064]
1
1
null
null
null
2
Resize (with Move)
adam
1141538406627
0
0
0
OP[MoveSymbol]L1[42,140]L2[42,25]
1
1
null
ROOT
ROOT
2
Resize (with Move)
adam
1141538406616
0
0
0
OP[MoveSymbol]L1[41,1]L2[42,140]
1
1
null
ROOT
ROOT
1
MoveSymbol
adam
1141538302716
0
0
0
OP[ResizeSymbol]S1[369,844]S2[369,949]
1
1
null
null
null
2
Resize (with Move)
adam
1141538288782
0
0
0
OP[MoveSymbol]L1[41,106]L2[41,1]
1
1
null
ROOT
ROOT
2
Resize (with Move)
adam
1141538288779
0
0
0
OP[MoveSymbol]L1[36,0]L2[41,106]
1
1
null
ROOT
ROOT
1
MoveSymbol
adam
1141538284722
0
0
0
OP[MoveSymbol]L1[33,-160]L2[36,0]
1
1
null
ROOT
ROOT
1
MoveSymbol
adam
1141538279078
0
0
0
OP[ResizeSymbol]S1[369,651]S2[369,844]
1
1
null
null
null
2
Resize (with Move)
adam
1141538270090
0
0
0
OP[MoveSymbol]L1[33,33]L2[33,-160]
1
1
null
ROOT
ROOT
2
Resize (with Move)
adam
1141538270087
0
0
0
OP[ResizeSymbol]S1[369,581]S2[369,651]
1
1
null
null
null
1
ResizeSymbol
adam
1141538260815
0
0
70
OP[ResizeSymbol]S1[100,50]S2[369,581]
1
1
null
null
null
1
ResizeSymbol
adam
1141538253234
0
0
0
OP[ChangeContent]
1
1
null
null
null
1
ChangeContent
adam
1141538243051
0
0
0
1
49
Welcome to the Cyber Flight School!
I am the flight instructor, Choi. I will teach the basic and advanced flight
information based on your status of flight knowledge. No matter what your
flight experience is, I will start at your level. Don? worry about that.
First of all, I would like to check your flight knowledge. Please, feel free
to answer the following question. It? not the test but something like
questionnaire to know your level.
1. Fill the blank with the answer. What are 4 main forces to affect aircrafts?
????hrust, Drag, Weight, ( ????????
2. Choose the one. What is for controlling the pitch of aircraft?
????) Rudder ii) Elevator iii) Aileron iv) Flap
3. Choose the one. What is for controlling the yawing of aircraft?
??????) Rudder ii) Elevator iii) Aileron iv) Flap
4. What? not the appropriate explanation of Stall?
????) At that point, the lift is decreased drastically.
????i) At that point, the drag is increased drastically.
????ii) In aspect of aerodynamics, the air separation is occurred.
??????v) The control of aircraft is limited.
????) The aileron is the last control surface in stall.
5. Answer the True or False.
??The stall speed is affected by the degree of bank, pitch, and air speed.
(T, F)
??When we take off, we do not exceed the take-off pitch due to stall. (T,
F)
??When we increase the bank for turning, the stall speed is decreased. (T,
F)
??If we encounter the stall, we can not control the aircraft. (T, F)
?. Choose the one to recover the stall correctly.
????) Lower the pitch to increase the speed.
????i) Increase the power to increase the speed.
????ii) Use the rudder to lower the pitch.
????v) Control the aircraft very smoothly.
7. What is not the navigation equipment in aircraft?
????) TACAN ii) VOR iii) GPS iv) ADF v) IFF
8. Answer the True or False.
??t 15,0000 ft, Mach 1.0 is 490 knots. At 25,000ft, Mach 1.0 is 490 knots.
(T, F)
??n case of heavy gross weight aircraft, it is more likely to cause the
flat tire
??nd increase the landing distance. ?T, F)
Up to now, I asked the basic flight knowledge. If you know the flight well,
it? boring. If you don? know, it? the challenge. But don? be afraid. I
will teach you step by step.
Today, I am very happy to meet you. Sooner or later, you will be good
aviator, if you follow me well. I want to tell you the good saying about
flight.
?he flight is sustained by the knowledge, not feeling.??ust keep in mind.
OP[AddSymbol]L[33,33]S[100,50]
1
1
null
null
ROOT
1
AddSymbol
adam
1141538242737
0
0
0
0
Choi-03-08