IL.VIII.E.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. 5-34
  Chapter 5: Aerodynamics of Flight › Load Factors › Load Factors in Steep Turns

  Load Factors in Steep Turns At a constant altitude, during a coordinated turn in any aircraft, the load factor is the result of two forces: centrifugal force and weight. [Figure 5-52] For any given bank angle, the ROT varies ... airspeed—the higher the speed, the slower the ROT. This compensates for added centrifugal force, allowing the load factor to remain the same. Figure 5-52. Two forces cause load factor during turns. Figure 5-53 reveals an important fact…

• Pilot's Handbook of Aeronautical Knowledgep. 5-33
  Chapter 5: Aerodynamics of Flight › Load Factors

  Load Factors in Aircraft Design The answer to the question “How strong should an aircraft be?” is determined largely by the use to which the aircraft is subjected. This is a difficult problem because the maximum possible loads are much ... somewhat if aircraft are built that take off quickly, land slowly, and carry worthwhile payloads. The problem of load factors in aircraft design becomes how to determine the highest load factors that can be expected in normal operation under various…

• 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…