True airspeed

The true flight speed (Engl. true air speed, TAS), also adjusted equity speed, the actual speed of an aircraft relative to the surrounding medium. To calculate the true air speed is in the modern aviation in addition to flight speed equivalent density in the altitude. The true airspeed decreases in air density absinkender to the Berichtigten flight speed. For pilots of small aircraft first approximation appears in the following rule of thumb sufficiently precise

For example, at an altitude of 5000 ft at an IAS of 100 kt with 5 * 2%, ergo 10% higher speed, TAS to 110 kt. In high altitude, the 'TAS' preferably in Mach, relative to the speed of sound,. If exceeded Mach 1, is the supersonic aircraft in flight.

Equivalents flight speed

The flight speed equivalents corrected the display of the revised flight speed, taking into account the compressibility of air in the altitude.

Corrected flight speed

With the right equipment, the aircraft to the instrument error corrected flight speed (Engl. calibrated air speed, CAS) can be measured. This measurement takes into account instruments and installation error (Engl. static source error). The CAS is an important factor in the aerodynamics, as it is a measure of the aircraft forces.

Ailerons

The ailerons are located at the back edges of the wings. The pilot moving the control stick to the left (or expresses the linkte arrow button), the left aileron up and out, the right to the bottom. This is on the left wing reduced buoyancy, while the right lift higher. The plane rolls, according to the left (it can also hang the left wing, while the right shows in the amount). In flight, the plane started in this position, a left turn to fly. However, it creates the Rude beat out a so-called negative turning moment, because the wing, the downward's proposal, reduced air resistance generated than the other. For this reason, the plane turns in the opposite direction. To create a stable and widerstandsarmen curve to achieve flight, it must be negative by simultaneous rash moment of the page Ruders in the same direction as the ailerons are lifted. Conclusion: A beautiful, if possible widerstandsarme curve can only be achieved through the interaction of cross-and rudder can be achieved. (Often, the engine pulls the plane but so quickly in the right direction, so that the rudder, that unfortunately is difficult to operate in the first flight may be waived.) With the command line option - enable-auto-coordination is the rudder with the aileron connect what the control significantly easier. This allows the positive effects in both rowing very easily exploited.

rudder

The rudder is located on the tail of the airplane, but in general upward and allows turning the plane around the vertical axis, a movement of the nose to the left or right (driving on the ground). The rudder is controlled by pedals, keyboard with the keys 0 and Enter number block. The rudder is rarely used alone, since the air turns a roll of the airplane (a tilt of a wing) the stable and cheaper energy alternative. Only in extreme ground, e.g. Ausschweben in just before placing in the landing, when a roll is not possible, because a wing on the ground up what could be the direction control with the help of the page Ruders. If at higher speeds the rudder ausgelenkt, rotates the aircraft fuselage, flight direction will only be minimal. As a result, the plane ride the wind opposition his side, leading to large air resistance. A curve this first flight is not achieved. However, one of the side Ausschlagen Ruders, that the "kurvenäußere" wings moved a little faster and thus gets more lift, while the "kurveninnere" in the wind shadow of the fuselage, and less lift. As a result, there is a roll of the airplane in the direction of the controlled side Ruders, one speaks of a positive sliding roll-torque (= rudder-secondary).

Elevator

The elevator is located at the end of the aircraft, the aircraft tail. It is like the wings horizontally. A rash (Press on billets / ↑), the impetus behind increases, the nose slopes down. By taking (pulling on the stick / ↓), it is reduced, it slopes upward. Thus, a movement to the cross axis. However, we can not at the top of "fly by the strong nose-up" moves ", because it means that the aircraft increases, it loses energy and slows down. If you too steep to the top flight, the plane sometime too slow. The flow in the wings, which provides for the lift, is waning and the plane "sackt by ', ie it loses some altitude. Durchsacken this happens near the bottom, it can lead to a crash. If the control stick away from pressing flies the aircraft, contrary to the ground and is faster. The elevator is also controlled the speed. The other way is also that an aircraft with full increase, although the elevator has been neutral, so the nose toward the horizon. Turn the engine idling, the plane fall. In this case, even a little press, because otherwise the plane is too slow. A flight at a steady level with a constant speed can be calculated only by an adaptation of flight and drive by elevator and fluent regulation can be achieved. Since it may be that the elevator during a long long horizontal flight in a certain position must be kept, there are the so-called trim the elevator to stop that without the force pilots in this position.

flying basics

The trick is only slight controls. The bigger the rashes, the more difficult it is the plane from the situation in a normal situation.
An airplane is around three axes move freely in the sky. These are the longitudinal, transverse axis and the vertical axis. To select one of these axes to turn, controls (rowing) in various places in the appropriate aircraft. The rudder and their functions will be referred to in more detail.

ZEPHYR :

Zephyr-3, a propeller plane solarbetriebenes be in the coming months, the dizzying height of 40 km above the ground. The ambitious project to the UK industry, according to BBC Online the limits of aviation technology attractive. So far, only the Space Shuttle and experimental aircraft missiles this level. In the stratosphere should Zephyr-3 photos shoot a helium balloon. But Zephyr-3 from the manufacturing company QinetiQ, a commercial offshoot of the British Defence Ministry, will be more than a mere high-camera. QinetiQ will clean the propeller aircraft as a permanent "stations" in the sky. The Flying Wing flight should functions of satellites such as support of mobile telephony in remote areas, environmental monitoring and observation for environmental or natural disasters. Even military functions could unmanned aircraft. The biggest technical challenge is the night operation of the solar plane. The fact that the competition side of the pond as large aircraft in such works is not the British have remained hidden. The space agency NASA has a similar plane called Helios, which is already a height of 29 km reached. Only this seems to mark the definitive border of Helios to be. The British Zephyr with a wingspan of twelve metres and a total weight of slightly more than twelve kilograms because of its small size better for the greater heights. Increased carbon fiber wing and solar cells, a kilowatt power for the five engines, are the optimal conditions for the performance of Zephyr. One of the biggest technical problems has been bridging the temperature differences in these heights. By day heat up the wings by unprotected sun exposure extreme, with night temperatures falling to minus 50 degrees Celsius. A special lubricants had found that parts of the engine prior to protect these environmental influences. When starting up in nine kilometres altitude Zephyr itself is a passenger under the gondola of the balloon. Then the engines of a balloon pilots started and the plane will be reflected in the photo position before it rises in slow circles. If the final amount will Zephyr-3 with a speed of about 70 meters per second to fly. Within the coming months, Zephyr its maiden flight. It is clear that the British Airways Concorde to North America change its flight path, so Zephyr-3 free top flight.

Concorde

The BAC-Aerospatiale Concorde 101/102 (French "harmony, unity") was a supersonic transport plane for passenger traffic. The flight across the Atlantic between Paris and New York was approximately 3 to 3.5 hours, the altitude was 15 kilometres after the start and then rose gradually to 18 km. The Concorde was developed by the French and British aviation industry on the basis of a government agreement of 29 November 1962 jointly developed and reached a maximum of 2.23 Mach (2405 km / h). She was a parallel development of the Soviet Tupolev Tu-144. The cell was developed by Aerospatiale (now EADS) and the British Aircraft Corporation (now BAE Systems) developed and built the Olympus 593 engines from Rolls-Royce (Bristol Siddeley) and SNECMA. The Concorde was after 15 years of development time in 1976 in the regular service. It was often in the press as the "queen of the skies" [1]. Until the crash of a Concorde on 25 July 2000 were recorded in its 27 years of service no major accidents or problems.

Boost

The lift is used for fixed wing aircraft - and when the rotors Drehflüglers as a rotating wing, even when rotorcraft - one by the shape of the wing profile, as well as the angle between the anströmenden air and the wing level (more precisely, the profile tendon), the so-called angle (Engl. angle of attack). By raising the pitch at constant air speed increases boost the proportional, this applies to the specificity of supersonic flight. FlugzeugIm unbeschleunigten forces on the horizontal, climb or descent is the buoyancy force equal to the gravitational force (balance), the curve in flight or Abfangmanövern however, is the buoyancy force greater than the gravitational force. The fuselage can make a certain amount of lift. The Lifting Body (lifting body) aircraft is the aerodynamically shaped hull that the main part of the lift over.

The airframe

The airframe is made up of the wing, the fuselage work, the tail, the control unit and the chassis to land plane or floats in water aircraft. In Senkrechtstartern and gliders older types can instead of the chassis or the swimmers a runner landing gear available. Structural The structure consists in fixed wing aircraft wings, flaps and slats, rotary wing aircraft from one or more rotors. Empennage The tail is for fixed wing aircraft from the horizontal with the altitude rowing and related Trimmrudern, with the vertical rudder and the Trimmruder favour and the cross-rowing. For certain rotary wing aircraft may participate in the rotor blades are small rowing. Even a tail rotor, a Fenestron nozzle or a tax on the tail boom can be seen as pertaining to the tail. Moreover, the main task of Leitwerks the given flight and direction to stabilize and control to all three axes of the aircraft

Rotorcraft

When the wings are in the form of a horizontal rotor. The air flow over the rotor blades is derived from the combination of rotation of the rotor and the anströmenden air from self-motion and wind. Helicopter Helicopters have one or more driven (almost) horizontal rotors, the buoyancy and jacking. The scheme boosted by the collective rotor blade adjustment, the Lateralbewegung (Vorwärts-/Rückwärts- and Seitwärtsflug) by the rotor blade cyclical adjustment. For most helicopters turn in case of failure of the engine, the rotor blades by the wind, and generate enough lift to the aircraft safely to Notlanden. This principle is called autorotation. Gyroplanes When gyroplanes, also known as "Autogyro", provides a ride through the wind, not by an engine in car driven rotor rotation for the lift. The rotor is functionally replace the rigid wing of the Tragflügelflugzeugs. For the jacking, a train or engine thrust. Flugschrauber Flugschrauber produce the lift on one hand by an engine driven rotor and the thrust of jacking or Zugtriebwerke. The speed of a helicopter is not limited by lack of jacking of the rotor, but by the aerodynamics. Therefore, after some early drafts, pure Flugschrauber never realized, but it has always used wings, so you have to speak of Kombinationsflugschraubern.

Rotorcraft

When the wings are in the form of a horizontal rotor. The air flow over the rotor blades is derived from the combination of rotation of the rotor and the anströmenden air from self-motion and wind. Helicopter Helicopters have one or more driven (almost) horizontal rotors, the buoyancy and jacking. The scheme boosted by the collective rotor blade adjustment, the Lateralbewegung (Vorwärts-/Rückwärts- and Seitwärtsflug) by the rotor blade cyclical adjustment. For most helicopters turn in case of failure of the engine, the rotor blades by the wind, and generate enough lift to the aircraft safely to Notlanden. This principle is called autorotation. Gyroplanes When gyroplanes, also known as "Autogyro", provides a ride through the wind, not by an engine in car driven rotor rotation for the lift. The rotor is functionally replace the rigid wing of the Tragflügelflugzeugs. For the jacking, a train or engine thrust. Flugschrauber Flugschrauber produce the lift on one hand by an engine driven rotor and the thrust of jacking or Zugtriebwerke. The speed of a helicopter is not limited by lack of jacking of the rotor, but by the aerodynamics. Therefore, after some early drafts, pure Flugschrauber never realized, but it has always used wings, so you have to speak of Kombinationsflugschraubern.

Fixed wing aircraft

For fixed wing aircraft is the impetus - for the forward movement of the aircraft - through the air flow in the wings. It is formed on the wing by the predatory impulse of the wing a spinal approach over the wing caused a negative pressure and thus a top-facing buoyancy force. The wings must not be rigid, then some wings (variable angle), the flight speed to be adjusted such as the Tornado combat aircraft. In a broader sense to use the principle fixed wing aircraft with a fully flexible wings, as sliding and motor umbrellas, and with zerlegbaren wings as Hängegleitern. Many round canopy parachutes, especially Bremsfallschirme and case brakes (Engl. retarder instance) are not lenkbar and are therefore not one of the planes is expected. Ground effect vehicles compress air under a wing and are nothing more than low-flying fixed wing aircraft

Balance

It is possible that we have ever wondered why that fellow there puts a groin raft on the edge of the wing to wedge out, or why the same aircraft model once planned fall majestically and other stones as they cut the engine, Or why sometimes a model flies with its tail low, as descent and another with the fuselage perfectly horizontal or rising from its rear. All these behaviors are often due to the value of the angles QUEPOS aerodynamic elements of our aircraft. After addressing our advice we are confident that we will be able to improve a little our capacity design, or at least understand what happens and what corrective measures should be implemented. When an airplane flies into balance, or horizontal speed and uniform, all its forces are in balance. On the one hand, the strength of support must be equal to the weight of the aircraft over the remaining forces acting downwards, they are 'The possibility of a vertical downward thrust of the engine over a possible component of the elevator that can lift or subtracted join the lift as the wing position to occupy the centre of gravity of the model regarding the center wing pressures. Also, the horizontal component of force pushing the engine is balanced with the force of resistance to advancing all components of the airplane wing, fuselage, train, and so on. Role of Flight stable horizontal stabilizer of an aircraft could represent as a lever on a fixed point-the centre of gravity and subject-by one end with a spring-stabilizer relatively flexible. Somewhere put a weight-lift-variable that will determine the final position that will take our leverage. If the lift is applied just above the centre of gravity of the model, the horizontal lever remain inactive and the pier. If placed at the side of the cargo lift and not "far away" from the center of gravity, the lever will take a certain angle retained by the spring that is compressed or stretched a limited amount. If the lift is very far from the center of gravity, the pier should bear excessive deformation and "upset". It would be an extreme situation of loss of stability. When we act on the elevator what we are doing in our example is figured tighten or loosen the pier end of the lever thereby causing a change in the angle of stability that until then had our leverage. Having regard in this way would simplify the problem, we should just put the center of gravity low pressure center (where applicable lift in the Perfili to achieve a stable flight. However, there is a very peculiar nuance in the profiles commonly used in our models, because with the increase in the angle of attack, not only increases the value of the strength of support but the point of application moves to the leading edge, leading to a disturbance, must be our stabilizer Strongly enough to contain these changes-even before it can advance the instability when it is already practically irreversible stall. Effects engine .- If our model is capable of flying nearly horizontal flight plan without applying the minimum traction, we can assume that with a small increase in speed and is capable of flying horizontally or even rise (sustentaci6n is proportional to the square of the speed). The traction of, say as an example, a motorcycle sailboat initiation is very small and these sailboats rise very gently and with virtually no disruption in a plane should take off and land traction is much higher and can increase the speed long enough to provoke strong increases in the lift. These increases lift can be translated into a destabilization, remember the resemblance of the lever, and strong attack as they pressure the center is usually placed in front of the centre of gravity, this triggers, by increasing the angle of attack a shift forward from the centre of pressures which, in turn, increases the instability and the angle of attack, in a process of whiting that bites its tail leading in many cases to the typical hung takeoff, which tends to leave for lysed pilots not too tanned, too well or not helped. The solution to this situation is having chopped and cut heavily engine early in the hung. The way to ensure that the value of the lift does not increase with increasing speed that causes the traction engine, involves placing the axis of engine looking down at an angle. This causes the traction force has a vertical component that has the dual effect of the one part counteract the force of lift and on the other and more importantly, cause a certain tendency to lower the nose to decrease the angle of attack, And hence the value of sustentaci6n, further delaying the center of pressure, or totally offsetting the adverse effects caused by the engine when its axis is horizontal. What type of flight? - desirable in a model depends as always on the use for which it is intended, an acrobatic should fly at half horizontally and full power and planning at an angle to choice and taste of the pilot, but a coach, a model of sport or a model, even acrobatic should rise gently when the engine is maximum, and fly horizontally with the engine at medium power, but must plan its best performance with the engine idling. Getting this response from an airplane is not too complicated if they continue the steps in the following paragraphs. Flight planned. - A rule that is often forgotten is that an airplane must plan properly when its engine is stopped. The level of management that is achieved with radio today is such that we come to forget the most elementary principles of flight of an airplane, as a base to correct since radio is possible to do anything that flies. V I know as an active practitioner of the sport, there are number of "things" flying these fields. A reasonable height is reduced to a minimum and the engine can be seen if we tap the lever to achieve a depth of glide slope where soft trim and to achieve the same way trimaramos address or spoilers if the plan was not straight. Without touching the trim of the radio model to take the floor and observe if there desviaci6n perceptible helm of depth, applying the following corrections: verify that the center of gravity of the aircraft is between 25 and 33 per 100 of the rope wing By placing lead if necessary in the nose or tail to get it. After this operation will be repeated the test flight and if verification is positive and will have to make one of the following: If the rudder is under "sting" the incidence of the wing is excessive, you should get off the leading edge or raise the output by putting a match where it's convenient. If the helm this high "to rise", the incidence is low wing and must ride the leading edge or lowering output also Footwear, which allows the model. Of course, such solutions are tools' field 'later in the workshop, and once identified all corrections to make the model will require either retallar seat wing if the play is very obvious or fill if it is very small with some "filler" (stuffing) or commercial landlord to get the professional aspect that we like to show in our aircraft. Disturbances. - When the engine has been that the model plan perfectly without engine, we can ensure that everything that happens when we gases will be led by him. So if the model goes up very quickly should increase the chopped engine and whether or low rise very slowly lift the engine; latter happens rarely and only in little motorized models. As a result of these adjustments is possible that our engine look brazenly down but we do not worry, there are models that can take up to 15 6 20 degrees Grinding to behave perfectly. At the same time we have corrected the effects of chopped into the engine, we have seen whether to give gas to test the disturbance of the airplane engine we have been diverted to right or left, this means that the engine pulls the plane towards that side, so we should divert the opposite side. This is explained when we enter into considerations on the curious case of torque Torque. - 'torque' those who say they read publications in English. The torque is the effect of reaction that leads to action by the propeller, and you follow assiduously our magazine and has an engine as any of the tested only has to look at the torque curve of the value obtained by the regime hers, as an example if we assume your engine has quite a few mkg 60 x 10 to 12500 rpm If, moreover, his model has a wingspan of 1,600 mm the effect of torque is the equivalent of putting 75 grams (60/0.8) lead on the far left wing. Lead subliminal, because when it disappears short engine and appears to return to the model diverting gas meter on the left if the engine is zero degrees draught of diversion. The solution seems obvious, and it is right to divert the engine to ensure that the model is not diverted to implement gases. Motor zero .- It is not impossible that a plane fly perfectly with the engine to zero, but this is something much more rare than it seems, the engine option to zero comment we hear often surprising and what appears at many levels , Is not in our view a detail but despised by indolence in many designs. It is wiser-if we do not have the opportunity to perform measurements or evidence needed to use the option MOTOR two (two degrees to sting, two degrees to right) is more rigorous

Modern simulators

Today there are several categories of flight simulators used for training pilots. These categories range from simple training systems to flight simulators with 6 angles movements. There are also minor variations between these categories but provide the same essential skills. Contrary to popular belief, today's modern simulators are not as used to train pilots how to fly, to teach the pilot normal and emergency procedures in flight. Using simulators, pilots can practice situations that can not be carried safely in a real aircraft. These situations include landslides surface flight and complete loss of power. Today aircraft are based on complex computer systems and to be able to operate efficiently pilots must possess good technical level and piloting skills. Most government institutions such as the U.S. Federal Aviation Administration (FAA) classify each category similar. These regulatory institutions are necessary to certify the characteristics of the devices. The U.S. commercial pilots can record hours of flight simulators required only in certified by the FAA. For a simulator is certified must demonstrate that its flight characteristics match those of the aircraft being simulated. The requirements to test are detailed in the guides called Guides Test Approved (ATG) or Guides Test Rating (QTG). The coaches of the system are used to teach pilots to operate properly as various aircraft systems. Usually they are not used to teach flying for training or emergency procedures. Once the pilots were familiar with operational systems is the transition to the coaches procedures cabin or CPT. these systems are fixed exact copies of an aircraft and are used to train flight crews in normal and emergency procedures. These replicate the atmospheric environment in which the aircraft fly, simulating wind, temperature and turbulence. CPTs also simulate the variety of sounds caused by aircraft such as engines, landing gear and other sounds. Some are equipped with visual systems. Despite all these are not equipped with systems that simulate the movements of the aircraft. A full motion simulator (full-motion simulator) or full-flight simulator, doubling every aspect of an aircraft and its surroundings, including the basic movements of the aircraft. Such simulators can generate momentary shaking so that its occupants in the simulator must abrocharse seat belts as would in a real aircraft. Since the movement of any simulator is much more restrictive than the actual movements of an aircraft, the system of movements not Calc movements and attitude of the aircraft. Instead performs calls signals movement which deceives the sensations of the pilot and makes you believe you're flying. To do this properly, knowledge of the sense organs of human beings, particularly of the vestibular system is used extensively. This makes the simulation flight in an area of knowledge-intensive. The flight simulators are widely used in aerospace research in various areas, particularly in flight dynamics and human-machine interaction. Both simulators as standard built specifically for research are used for this purpose. The range goes from the range simpler, like video games, up specific designs and extremely expensive as LAMARS, installed at the base Wright-Patterson Air Force. Ohio, which allows 5 angles of movement and a visual system with more than 180 degree field of view in all directions. Many simulators are also equipped with features that are used by instructors. These are known as Opera Instructor Stations (IOS). In the IOS, an instructor can quickly create any normal or abnormal situation in the simulated aircraft in its external environment or simulated. This can range from fire in the engine malfunction in the landing gear, electrical faults, storms, lightning, risks of collisions with other aircraft, runways slippery flaws in navigation systems up countless other problems with which the crew should familiarize themselves know how to act. Many recent simulators allow the instructor to control the system from the cabin or from a console beside the copilot's seat or simply adjust certain instruments, in particular (for example by introducing a special transponder code) program allowing certain scenarios using the interface cabin. This allows the training of a single pilot on an aircraft that requires a crew of two persons, allowing the instructor as the second act. In the past, full motion flight simulators were movements with hydraulic units costing several million dollars used in large training centers such as Flight Safety International. Current developments in movements using electrical devices have enabled simulated movements are used economically in small aircraft simulators, including aircraft mono motor piston at training centers such as Flight Level Aviation. The flight simulators are an essential element in each pilot individually and in the training of flight crew. Save time, money and save lives