IL.VIII.A.K4

From the FAA library

• Pilot's Handbook of Aeronautical Knowledgep. 5-37
  Chapter 5: Aerodynamics of Flight › Load Factors › Vg Diagram

  Diagram The flight operating strength of an aircraft is presented on a graph whose vertical scale is based on load factor. [Figure 5-55] The diagram is called a Vg diagram—velocity versus G loads or load factor. Each aircraft ... diagram that is valid at a certain weight and altitude. The lines of maximum lift capability (curved lines) are the first items of importance on the Vg diagram. The aircraft in Figure 5-53 is capable of developing no more…

• Pilot's Handbook of Aeronautical Knowledgep. 5-36
  Chapter 5: Aerodynamics of Flight › Load Factors › Load Factors and Flight Maneuvers

  Spins Load Factors and Flight Maneuvers Critical load factors apply to all flight maneuvers except unaccelerated straight flight where a load factor of 1 G is always present. Certain maneuvers considered in this section are known to involve relatively high ... load factors. Full application of pitch, roll, or yaw controls should be confined to speeds below the maneuvering speed. Avoid rapid and large alternating control inputs, especially in combination with large changes in pitch, roll, or yaw (e.g., large sideslip…

• Pilot's Handbook of Aeronautical Knowledgep. 5-34
  Chapter 5: Aerodynamics of Flight › Load Factors › Load Factors and Stalling Speeds

  Load Factors and Stalling Speeds Any aircraft, within the limits of its structure, may be stalled at any airspeed. When a sufficiently high AOA is imposed, the smooth flow of air over an airfoil breaks up and separates, producing ... effect has revealed that an aircraft’s stalling speed increases in proportion to the square root of the load factor. This means that an aircraft with a normal unaccelerated stalling speed of 50 knots can be stalled at 100 knots…

• Pilot's Handbook of Aeronautical Knowledgep. 5-36
  Chapter 5: Aerodynamics of Flight › Load Factors › Stalls

  normal stall entered from straight-and-level flight, or an unaccelerated straight climb, does not produce added load factors beyond the 1 G of straight-and-level flight. As the stall occurs, however, this load factor may be reduced toward ... zero, the factor at which nothing seems to have weight. The pilot experiences a sensation of “floating free in space.” If recovery is effected by snapping the elevator control forward, negative load factors (or those that impose a down load…

• Pilot's Handbook of Aeronautical Knowledgep. 5-36
  Chapter 5: Aerodynamics of Flight › Load Factors › Chandelles and Lazy Eights

  load factor necessary for these maneuvers produces a stress on the wings and tail structure, which does not leave a reasonable margin of safety in most light aircraft. The only way this stall can be induced at an airspeed above ... normal stalling involves the imposition of an added load factor, which may be accomplished by a severe pull on the elevator control. A speed of 1.7 times stalling speed (about 102 knots in a light aircraft with a stalling speed…

• Helicopter Flying Handbookp. 2-19
  Chapter 2: Aerodynamics of Flight › Forward Flight › Airflow in Forward Flight

  blade continues to rotate, velocity of the airflow then increases to rotational velocity over the tail. It continues to increase until the blade is back at the 3 o’clock position. The advancing blade in Figure 2-35, position ... moves in the same direction as the helicopter. The velocity of the air meeting this blade equals rotational velocity of the blade plus wind velocity resulting from forward airspeed. The retreating blade (position C) moves in a flow…