Aviation for Kids: a Mini Course for Students in Grades 2-5 Adopted from Avkids for Use by the EAA
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Glossary Physics (I-Introduction)
1 Glossary Physics (I-introduction) - Efficiency: The percent of the work put into a machine that is converted into useful work output; = work done / energy used [-]. = eta In machines: The work output of any machine cannot exceed the work input (<=100%); in an ideal machine, where no energy is transformed into heat: work(input) = work(output), =100%. Energy: The property of a system that enables it to do work. Conservation o. E.: Energy cannot be created or destroyed; it may be transformed from one form into another, but the total amount of energy never changes. Equilibrium: The state of an object when not acted upon by a net force or net torque; an object in equilibrium may be at rest or moving at uniform velocity - not accelerating. Mechanical E.: The state of an object or system of objects for which any impressed forces cancels to zero and no acceleration occurs. Dynamic E.: Object is moving without experiencing acceleration. Static E.: Object is at rest.F Force: The influence that can cause an object to be accelerated or retarded; is always in the direction of the net force, hence a vector quantity; the four elementary forces are: Electromagnetic F.: Is an attraction or repulsion G, gravit. const.6.672E-11[Nm2/kg2] between electric charges: d, distance [m] 2 2 2 2 F = 1/(40) (q1q2/d ) [(CC/m )(Nm /C )] = [N] m,M, mass [kg] Gravitational F.: Is a mutual attraction between all masses: q, charge [As] [C] 2 2 2 2 F = GmM/d [Nm /kg kg 1/m ] = [N] 0, dielectric constant Strong F.: (nuclear force) Acts within the nuclei of atoms: 8.854E-12 [C2/Nm2] [F/m] 2 2 2 2 2 F = 1/(40) (e /d ) [(CC/m )(Nm /C )] = [N] , 3.14 [-] Weak F.: Manifests itself in special reactions among elementary e, 1.60210 E-19 [As] [C] particles, such as the reaction that occur in radioactive decay. -
Drag Force Calculation
DRAG FORCE CALCULATION “Drag is the component of force on a body acting parallel to the direction of relative motion.” [1] This can occur between two differing fluids or between a fluid and a solid. In this lab, the drag force will be explored between a fluid, air, and a solid shape. Drag force is a function of shape geometry, velocity of the moving fluid over a stationary shape, and the fluid properties density and viscosity. It can be calculated using the following equation, ퟏ 푭 = 흆푨푪 푽ퟐ 푫 ퟐ 푫 Equation 1: Drag force equation using total profile where ρ is density determined from Table A.9 or A.10 in your textbook A is the frontal area of the submerged object CD is the drag coefficient determined from Table 1 V is the free-stream velocity measured during the lab Table 1: Known drag coefficients for various shapes Body Status Shape CD Square Rod Sharp Corner 2.2 Circular Rod 0.3 Concave Face 1.2 Semicircular Rod Flat Face 1.7 The drag force of an object can also be calculated by applying the conservation of momentum equation for your stationary object. 휕 퐹⃗ = ∫ 푉⃗⃗ 휌푑∀ + ∫ 푉⃗⃗휌푉⃗⃗ ∙ 푑퐴⃗ 휕푡 퐶푉 퐶푆 Assuming steady flow, the equation reduces to 퐹⃗ = ∫ 푉⃗⃗휌푉⃗⃗ ∙ 푑퐴⃗ 퐶푆 The following frontal view of the duct is shown below. Integrating the velocity profile after the shape will allow calculation of drag force per unit span. Figure 1: Velocity profile after an inserted shape. Combining the previous equation with Figure 1, the following equation is obtained: 푊 퐷푓 = ∫ 휌푈푖(푈∞ − 푈푖)퐿푑푦 0 Simplifying the equation, you get: 20 퐷푓 = 휌퐿 ∑ 푈푖(푈∞ − 푈푖)훥푦 푖=1 Equation 2: Drag force equation using wake profile The pressure measurements can be converted into velocity using the Bernoulli’s equation as follows: 2Δ푃푖 푈푖 = √ 휌퐴푖푟 Be sure to remember that the manometers used are in W.C. -
Chapter 4: Immersed Body Flow [Pp
MECH 3492 Fluid Mechanics and Applications Univ. of Manitoba Fall Term, 2017 Chapter 4: Immersed Body Flow [pp. 445-459 (8e), or 374-386 (9e)] Dr. Bing-Chen Wang Dept. of Mechanical Engineering Univ. of Manitoba, Winnipeg, MB, R3T 5V6 When a viscous fluid flow passes a solid body (fully-immersed in the fluid), the body experiences a net force, F, which can be decomposed into two components: a drag force F , which is parallel to the flow direction, and • D a lift force F , which is perpendicular to the flow direction. • L The drag coefficient CD and lift coefficient CL are defined as follows: FD FL CD = 1 2 and CL = 1 2 , (112) 2 ρU A 2 ρU Ap respectively. Here, U is the free-stream velocity, A is the “wetted area” (total surface area in contact with fluid), and Ap is the “planform area” (maximum projected area of an object such as a wing). In the remainder of this section, we focus our attention on the drag forces. As discussed previously, there are two types of drag forces acting on a solid body immersed in a viscous flow: friction drag (also called “viscous drag”), due to the wall friction shear stress exerted on the • surface of a solid body; pressure drag (also called “form drag”), due to the difference in the pressure exerted on the front • and rear surfaces of a solid body. The friction drag and pressure drag on a finite immersed body are defined as FD,vis = τwdA and FD, pres = pdA , (113) ZA ZA Streamwise component respectively. -
Weather and Aviation: How Does Weather Affect the Safety and Operations of Airports and Aviation, and How Does FAA Work to Manage Weather-Related Effects?
Kulesa 1 Weather and Aviation: How Does Weather Affect the Safety and Operations of Airports and Aviation, and How Does FAA Work to Manage Weather-related Effects? By Gloria Kulesa Weather Impacts On Aviation In addition, weather continues to play a significant role in a number of aviation Introduction accidents and incidents. While National Transportation Safety Board (NTSB) reports ccording to FAA statistics, weather is most commonly find human error to be the the cause of approximately 70 percent direct accident cause, weather is a primary of the delays in the National Airspace contributing factor in 23 percent of all System (NAS). Figure 1 illustrates aviation accidents. The total weather impact that while weather delays declined with overall is an estimated national cost of $3 billion for NAS delays after September 11th, 2001, delays accident damage and injuries, delays, and have since returned to near-record levels. unexpected operating costs. 60000 50000 40000 30000 20000 10000 0 1 01 01 0 01 02 02 ul an 01 J ep an 02 J Mar May S Nov 01 J Mar May Weather Delays Other Delays Figure 1. Delay hours in the National Airspace System for January 2001 to July 2002. Delay hours peaked at 50,000 hours per month in August 2001, declined to less than 15,000 per month for the months following September 11, but exceeded 30,000 per month in the summer of 2002. Weather delays comprise the majority of delays in all seasons. The Potential Impacts of Climate Change on Transportation 2 Weather and Aviation: How Does Weather Affect the Safety and Operations of Airports and Aviation, and How Does FAA Work to Manage Weather-related Effects? Thunderstorms and Other Convective In-Flight Icing. -
The Effects of Design, Manufacturing Processes, and Operations Management on the Assembly of Aircraft Composite Structure by Robert Mark Coleman
The Effects of Design, Manufacturing Processes, and Operations Management on the Assembly of Aircraft Composite Structure by Robert Mark Coleman B.S. Civil Engineering Duke University, 1984 Submitted to the Sloan School of Management and the Department of Aeronautics and Astronautics in Partial Fulfillment of the Requirements for the Degrees of Master of Science in Management and Master of Science in Aeronautics and Astronautics in conjuction with the LEADERS FOR MANUFACTURING PROGRAM at the MASSACHUSETTS INSTITUTE OF TECHNOLOGY June 1991 © 1991, MASSACHUSETTS INSTITUTE OF TECHNOLOGY ALL RIGHTS RESERVED Signature of Author_ .• May, 1991 Certified by Stephen C. Graves Professor of Management Science Certified by A/roJ , Paul A. Lagace Profes s Aeron icand Astronautics Accepted by Jeffrey A. Barks Associate Dean aster's and Bachelor's Programs I.. Jloan School of Management Accepted by - No U Professor Harold Y. Wachman Chairman, Department Graduate Committee Aero Department of Aeronautics and Astronautics MASSACHiUSEITS INSTITUTE OFN Fr1 1'9n.nry JUJN 12: 1991 1 UiBRARIES The Effects of Design, Manufacturing Processes, and Operations Management on the Assembly of Aircraft Composite Structure by Robert Mark Coleman Submitted to the Sloan School of Management and the Department of Aeronautics and Astronautics in Partial Fulfillment of the Requirements for the Degrees of Master of Science in Management and Master of Science in Aeronautics and Astronautics June 1991 ABSTRACT Composite materials have many characteristics well-suited for aerospace applications. Advanced graphite/epoxy composites are especially favored due to their high stiffness, strength-to-weight ratios, and resistance to fatigue and corrosion. Research emphasis to date has been on the design and fabrication of composite detail parts, with considerably less attention given to the cost and quality issues in their subsequent assembly. -
PC-6/B2-H4 Airplane Flight Manual Doc. No. 1820 at Revision 8
PILOT’S INFORMATION MANUAL PC-6/B2-H4 applicable from AC S/N 825 PILOT’S INFORMATION MANUAL PC-6/B2-H4 applicable from AC S/N 825 WARNING •This PC-6 Pilot’s Information Manual is published for general and familiarization purposes only. •This Pilot’s Information Manual does NOT meet FAA, FOCA or any other civil aviation authority regulations for operation of ANY Aircraft. •This Pilot’s Information Manual is a reproduction of a PC-6 Airplane Flight Manual, however, it is NOT revised or updated. •This Pilot’s Information Manual does NOT reflect the configuration or operating parameters of any actual aircraft. •Only the Approved Airplane Flight Manual issued for a specific serial number aircraft may be used for actual operation of that serial number aircraft. Pilatus Aircraft Ltd P.O. Box 992 6371 Stans, Switzerland Phone +41 41 619 67 00 Fax +41 41 619 92 00 [email protected] www.pilatus-aircraft.com AIRPLANE FLIGHT MANUAL PC-6/B2-H4 ONLY REPORT NO. 1820 PURPOSES REGISTRATION ._____ __. SERIAL NO . APPLICABLE FROM A/C SIN 825 FAMILIARIZATION THIS AIRPLANDANE IS TO BE OPERAT ED IN COMPLIANCE WITH INFORMATION AND LIMI TATIONS CONTAINED HEREIN THIS FLIGHT MANUAL IS TO BE KEPT GENERAL IN THE AIRCRAFT AT ALL TIMES FOR Approved by: SWISS FEDERAL OFF FOR CIVIL AVIATION · �L Nov 20, JS�S" Date of Approval : ____·- ______ PILATUS AIRCRAFT LTD STANS/SWITZERLAND ONLY PURPOSES FAMILIARIZATION AND GENERAL FOR © Pilatus Aircraft Ltd. This document contains proprietary information that is protected by copyright. All rights are reserved, No part of this document may be copied, reproduced or translated to other languages without the prior written consent of Pilatus Aircraft Ltd. -
Water Rocket Booklet
A guide to building and understanding the physics of Water Rockets Version 1.02 June 2007 Warning: Water Rocketeering is a potentially dangerous activity and individuals following the instructions herein do so at their own risk. Exclusion of liability: NPL Management Limited cannot exclude the risk of accident and, for this reason, hereby exclude, to the maximum extent permissible by law, any and all liability for loss, damage, or harm, howsoever arising. Contents WATER ROCKETS SECTION 1: WHAT IS A WATER ROCKET? 1 SECTION 3: LAUNCHERS 9 SECTION 4: OPTIMISING ROCKET DESIGN 15 SECTION 5: TESTING YOUR ROCKET 24 SECTION 6: PHYSICS OF A WATER ROCKET 29 SECTION 7: COMPUTER SIMULATION 32 SECTION 8: SAFETY 37 SECTION 9: USEFUL INFORMATION 38 SECTION 10: SOME INTERESTING DETAILS 40 Copyright and Reproduction Michael de Podesta hereby asserts his right to be identified as author of this booklet. The copyright of this booklet is owned by NPL. Michael de Podesta and NPL grant permission to reproduce the booklet in part or in whole for any not-for-profit educational activity, but you must acknowledge both the author and the copyright owner. Acknowledgements I began writing this guide to support people entering the NPL Water Rocket Competition. So the first acknowledgement has to be to Dr. Nick McCormick, who founded the competition many years ago and who is still the driving force behind the activity at NPL. Nick’s instinct for physics and fun has brought pleasure to thousands. The inspiration to actually begin writing this document instead of just saying that someone ought to do it, was provided by Andrew Hanson. -
Electrically Heated Composite Leading Edges for Aircraft Anti-Icing Applications”
UNIVERSITY OF NAPLES “FEDERICO II” PhD course in Aerospace, Naval and Quality Engineering PhD Thesis in Aerospace Engineering “ELECTRICALLY HEATED COMPOSITE LEADING EDGES FOR AIRCRAFT ANTI-ICING APPLICATIONS” by Francesco De Rosa 2010 To my girlfriend Tiziana for her patience and understanding precious and rare human virtues University of Naples Federico II Department of Aerospace Engineering DIAS PhD Thesis in Aerospace Engineering Author: F. De Rosa Tutor: Prof. G.P. Russo PhD course in Aerospace, Naval and Quality Engineering XXIII PhD course in Aerospace Engineering, 2008-2010 PhD course coordinator: Prof. A. Moccia ___________________________________________________________________________ Francesco De Rosa - Electrically Heated Composite Leading Edges for Aircraft Anti-Icing Applications 2 Abstract An investigation was conducted in the Aerospace Engineering Department (DIAS) at Federico II University of Naples aiming to evaluate the feasibility and the performance of an electrically heated composite leading edge for anti-icing and de-icing applications. A 283 [mm] chord NACA0012 airfoil prototype was designed, manufactured and equipped with an High Temperature composite leading edge with embedded Ni-Cr heating element. The heating element was fed by a DC power supply unit and the average power densities supplied to the leading edge were ranging 1.0 to 30.0 [kW m-2]. The present investigation focused on thermal tests experimentally performed under fixed icing conditions with zero AOA, Mach=0.2, total temperature of -20 [°C], liquid water content LWC=0.6 [g m-3] and average mean volume droplet diameter MVD=35 [µm]. These fixed conditions represented the top icing performance of the Icing Flow Facility (IFF) available at DIAS and therefore it has represented the “sizing design case” for the tested prototype. -
AMA FPG-9 Glider OBJECTIVES – Students Will Learn About the Basics of How Flight Works by Creating a Simple Foam Glider
AEX MARC_Layout 1 1/10/13 3:03 PM Page 18 activity two AMA FPG-9 Glider OBJECTIVES – Students will learn about the basics of how flight works by creating a simple foam glider. – Students will be introduced to concepts about air pressure, drag and how aircraft use control surfaces to climb, turn, and maintain stable flight. Activity Credit: Credit and permission to reprint – The Academy of Model Aeronautics (AMA) and Mr. Jack Reynolds, a volunteer at the National Model Aviation Museum, has graciously given the Civil Air Patrol permission to reprint the FPG-9 model plan and instructions here. More activities and suggestions for classroom use of model aircraft can be found by contacting the Academy of Model Aeronautics Education Committee at their website, buildandfly.com. MATERIALS • FPG-9 pattern • 9” foam plate • Scissors • Clear tape • Ink pen • Penny 18 AEX MARC_Layout 1 1/10/13 3:03 PM Page 19 BACKGROUND Control surfaces on an airplane help determine the movement of the airplane. The FPG-9 glider demonstrates how the elevons and the rudder work. Elevons are aircraft control surfaces that combine the functions of the elevator (used for pitch control) and the aileron (used for roll control). Thus, elevons at the wing trailing edge are used for pitch and roll control. They are frequently used on tailless aircraft such as flying wings. The rudder is the small moving section at the rear of the vertical stabilizer that is attached to the fixed sections by hinges. Because the rudder moves, it varies the amount of force generated by the tail surface and is used to generate and control the yawing (left and right) motion of the aircraft. -
Glider Handbook, Chapter 2: Components and Systems
Chapter 2 Components and Systems Introduction Although gliders come in an array of shapes and sizes, the basic design features of most gliders are fundamentally the same. All gliders conform to the aerodynamic principles that make flight possible. When air flows over the wings of a glider, the wings produce a force called lift that allows the aircraft to stay aloft. Glider wings are designed to produce maximum lift with minimum drag. 2-1 Glider Design With each generation of new materials and development and improvements in aerodynamics, the performance of gliders The earlier gliders were made mainly of wood with metal has increased. One measure of performance is glide ratio. A fastenings, stays, and control cables. Subsequent designs glide ratio of 30:1 means that in smooth air a glider can travel led to a fuselage made of fabric-covered steel tubing forward 30 feet while only losing 1 foot of altitude. Glide glued to wood and fabric wings for lightness and strength. ratio is discussed further in Chapter 5, Glider Performance. New materials, such as carbon fiber, fiberglass, glass reinforced plastic (GRP), and Kevlar® are now being used Due to the critical role that aerodynamic efficiency plays in to developed stronger and lighter gliders. Modern gliders the performance of a glider, gliders often have aerodynamic are usually designed by computer-aided software to increase features seldom found in other aircraft. The wings of a modern performance. The first glider to use fiberglass extensively racing glider have a specially designed low-drag laminar flow was the Akaflieg Stuttgart FS-24 Phönix, which first flew airfoil. -
Problems of High Speed and Altitude Robert Stengel, Aircraft Flight Dynamics MAE 331, 2018
12/14/18 Problems of High Speed and Altitude Robert Stengel, Aircraft Flight Dynamics MAE 331, 2018 Learning Objectives • Effects of air compressibility on flight stability • Variable sweep-angle wings • Aero-mechanical stability augmentation • Altitude/airspeed instability Flight Dynamics 470-480 Airplane Stability and Control Chapter 11 Copyright 2018 by Robert Stengel. All rights reserved. For educational use only. http://www.princeton.edu/~stengel/MAE331.html 1 http://www.princeton.edu/~stengel/FlightDynamics.html Outrunning Your Own Bullets • On Sep 21, 1956, Grumman test pilot Tom Attridge shot himself down, moments after this picture was taken • Test firing 20mm cannons of F11F Tiger at M = 1 • The combination of events – Decay in projectile velocity and trajectory drop – 0.5-G descent of the F11F, due in part to its nose pitching down from firing low-mounted guns – Flight paths of aircraft and bullets in the same vertical plane – 11 sec after firing, Attridge flew through the bullet cluster, with 3 hits, 1 in engine • Aircraft crashed 1 mile short of runway; Attridge survived 2 1 12/14/18 Effects of Air Compressibility on Flight Stability 3 Implications of Air Compressibility for Stability and Control • Early difficulties with compressibility – Encountered in high-speed dives from high altitude, e.g., Lockheed P-38 Lightning • Thick wing center section – Developed compressibility burble, reducing lift-curve slope and downwash • Reduced downwash – Increased horizontal stabilizer effectiveness – Increased static stability – Introduced -
ICE PROTECTION Incomplete
ICE PROTECTION GENERAL The Ice and Rain Protection Systems allow the aircraft to operate in icing conditions or heavy rain. Aircraft Ice Protection is provided by heating in critical areas using either: Hot Air from the Pneumatic System o Wing Leading Edges o Stabilizer Leading Edges o Engine Air Inlets Electrical power o Windshields o Probe Heat . Pitot Tubes . Pitot Static Tube . AOA Sensors . TAT Probes o Static Ports . ADC . Pressurization o Service Nipples . Lavatory Water Drain . Potable Water Rain removal from the Windshields is provided by two fully independent Wiper Systems. LEADING EDGE THERMAL ANTI ICE SYSTEM Ice protection for the wing and horizontal stabilizer leading edges and the engine air inlet lips is ensured by heating these surfaces. Hot air supplied by the Pneumatic System is ducted through perforated tubes, called Piccolo tubes. Each Piccolo tube is routed along the surface, so that hot air jets flowing through the perforations heat the surface. Dedicated slots are provided for exhausting the hot air after the surface has been heated. Each subsystem has a pressure regulating/shutoff valve (PRSOV) type of Anti-icing valve. An airflow restrictor limits the airflow rate supplied by the Pneumatic System. The systems are regulated for proper pressure and airflow rate. Differential pressure switches and low pressure switches monitor for leakage and low pressures. Each Wing's Anti Ice System is supplied by its respective side of the Pneumatic System. The Stabilizer Anti Ice System is supplied by the LEFT side of the Pneumatic System. The APU cannot provide sufficient hot air for Pneumatic Anti Ice functions.