HI.VII.D.R5

From the FAA library

• Pilot's Handbook of Aeronautical Knowledgep. 5-3
  Chapter 5: Aerodynamics of Flight › Thrust

  Figure 5-2. Force vectors during a stabilized climb. Likewise, if the engine power is increased, thrust becomes greater than drag and the airspeed increases. As long as the thrust continues to be greater than the drag, the aircraft continues ... accelerate. When drag equals thrust, the aircraft flies at a constant airspeed. Straight-and-level flight may be sustained at a wide range of speeds. The pilot coordinates AOA and thrust in all speed regimes if the aircraft…

• Pilot's Handbook of Aeronautical Knowledgep. 11-16
  Chapter 11: Aircraft Performance › Takeoff and Landing Performance › Landing Performance

  landing distance is obtained by creating a continuous peak deceleration of the aircraft; that is, extensive use of the brakes for maximum deceleration. On the other hand, an ordinary landing roll with considerable excess runway may allow extensive ... aerodynamic drag to minimize wear and tear on the tires and brakes. If aerodynamic drag is sufficient to cause deceleration, it can be used in deference to the brakes in the early stages of the landing roll (i.e., brakes…

• Pilot's Handbook of Aeronautical Knowledgep. 5-2
  Chapter 5: Aerodynamics of Flight

  forward components of forces (not just thrust) equals the sum of all backward components of forces (not just drag) This refinement of the old “thrust equals drag; lift equals weight” formula explains that a portion of thrust is directed upward ... directed backward opposite to the direction of flight and acts as if it were drag. In slow flight, thrust has an upward component. But because the aircraft is in level flight, weight does not contribute to drag. [Figure…

• Pilot's Handbook of Aeronautical Knowledgep. 5-24
  Chapter 5: Aerodynamics of Flight › Aerodynamic Forces in Flight Maneuvers › Forces in Descents

  Figure 5-36. Changes in lift during climb entry. The thrust required for a stabilized climb equals drag plus a percentage of weight dependent on the angle of climb. For example, a 10° climb would require thrust to equal drag ... plus 17 percent of weight. To climb straight up would require thrust to equal all of weight and drag. Therefore, the angle of climb for climb performance is dependent on the amount of excess thrust available to overcome a portion…

• Aviation Maintenance Technician Handbook - Airframep. 13-46
  Chapter 13: Aircraft Landing Gear Systems › Types & Construction of Aircraft Brakes › Segmented Rotor-Disc Brakes

  Segmented Rotor-Disc Brakes The large amount of heat generated while slowing the rotation of the wheels on large and high-performance aircraft is problematic. To better dissipate this heat, segmented rotor-disc brakes have been developed. Segmented rotor-disc ... brakes are multiple-disc brakes but of more modern design than the type discussed earlier. There are many variations. Most feature numerous elements that aid in the control and dissipation of heat. Segmented rotor-disc brakes are heavy-duty brakes…

• Aviation Maintenance Technician Handbook - Airframep. 13-42
  Chapter 13: Aircraft Landing Gear Systems › Aircraft Brakes › Types & Construction of Aircraft Brakes

  Types & Construction of Aircraft Brakes Modern aircraft typically use disc brakes. The disc rotates with the turning wheel assembly while a stationary caliper resists the rotation by causing friction against the disc when the brakes are applied. The size, weight ... landing speed of the aircraft influence the design and complexity of the disc brake system. Single, dual, and multiple disc brakes are common types of brakes. Segmented rotor brakes are used on large aircraft. Expander tube brakes are found…