Training System

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Preface
you for purchasing the Total Training Support Integrated Training System. We are
you will need no other reference material to pass your EASA Part-66 exam in this
Module.

TI' se notes have been written by instructors of EASA Part-66 Courses, specifically for
mrsof varying experience within the aircraft maintenance industry, and especially those
we seF-studying to pass the EASA Part-66 exams. They are specifically designed to meet
Part-66 syllabus and to answer the questions being asked by the UK CAA in their

EASA Part-66 syllabus for each sub-section is printed at the beginning of each of the
cf'x :hers in these course notes and is used as the Learning Objectives".

be suggest that you take each chapter in-turn, read the text of the chapter a couple of times, if
4x y : f iliarise yourself with the location of the information contained within. Then, using
ctub66pro.com membership, attempt the questions within the respective sub-section,
and ally refer back to these notes to read-up on the underpinning knowledge
required to
the respective question, and any similar question that you may encounter on your real
Pvt-66 examination. Studying this way, with the help of the question practice and their
bons, you will be able to master the subject piece-bypiece, and become proficient in
the
peel matter, as well as proficient in answering the CAA style EASA part-66 multiple choice

be regularly have a review of our training notes, and in order to improve the quality of the
rx s. and of the service we provide with our Integrated Training System, we would appreciate
whether positive or negative

So. you discover within these course notes, any errors or typos, or any subject which is not
p culsdy well, or adequately explained, please tell us, using the 'contact-us feedback page of
Gw ckd:66pro.com website. We will be sure to review your feedback and incorporate any
necessary. We look forward to hearing from you.

? we appreciate that self-study students are usually also self-financing. We work very
v i cut the cost of our Integrated Training System to the bare minimum that we can provide,
i making your training resources as cost efficient as we can, using, for example, mono
the diagrams which would be better provided in colour, on the
website. In order to do this, we request that you respect our copyright policy,
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fnends and colleagues. Our survival as a service provider depends on it, and copyright
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? treegrated Training System C ? <xt 2012

 Integrated Training System
Module 11A Preface
 Modu Ie 11 Chapters
--- . s comply with the syllabus of EASA Regulation (EC) No.2042/2003 Annex I I I
in - - - - - - .c -- c . as amended by Regulation (EC) No. 1 149/20 11, and the associated

- o JVlOFl lC Syste ins

ISystems (ATA 31 )
stems (ATA 22/23/24
)

Module 11A Preface

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 European Aviation Safety Agency
(EASA)
_, Aircra Maintenance Licence Programme

Module
Licence Category and
Turbine Aeroplane Aerodynamics,
Structures and Systems
11.1 Theory of Flight
 Integrated Training System

G pyright Notice
O CN:gzynght. All worldwide rights reserved. No part of this publication may be reproduced,
excl in a retrieval system or transmitted in any form by any other means whatsoever: i e.
by,electronic, mechanical recording or otherwise without the prior written permission of
J Training Support Ltd.

Knowledge Levels Category A, B1, B2, B3 and C Aircraft

Maintenance Licence
w knowledge for categories A, B1, B2 and B3 are indicated by the allocation of knowledge levels indicators (1,
3j against each applicable subject. Category C applicants must meet either the category B1 or the category B2
i =w .a vledge levels.
ii<wledge level indicators are defined as follows:

LEVEL 1
A familiarisation with the principal elements of the subject.
i y tives: The applicant should be familiar with the basic elements of the subject.
The applicant should be able to give a simple description of the whole subject, using common words and
examples.
The applicant should be able to use typical terms.

LEVEL 2
A general knowledge of the theoretical and practical aspects of the subject.
An ability to apply that knowledge.
Objectives: The applicant should be able to understand the theoretical fundamentals of the subject.
The applicant should be able to give a general description of the subject using, as appropriate, typical
examples.
The applicant should be able to use mathematical formulae in conjunction with physical laws describing the
subject.
The applicant should be able to read and understand sketches, drawings and schematics describing the
subject.
The applicant should be able to apply his knowledge in a practical manner using detailed procedures.

LEVEL 3
A detailed knowledge of the theorettcal and practical aspects of the subject.
A capacity to combine and apply the separate elements of knowledge in a logical and
comprehensive ' manner.
Objectives: The applicant should know the theory of the subject and interrelationships with other subjects.
The applicant should be able to give a detailed description of the subject using theoretical
fundamentals and specific examples.
The applicant should understand and be able to use mathematical formulae related to the subject.
The applicant should be able to read, understand and prepare sketches, simple drawings and
schematics describing the subject.
The applicant should be able to apply his knowledge in a practical manner using
manufacturers instructions.
The applicant should be able to interpret results from various sources and measurements and
apply corrective action where appropriate.

Module 11. 1 Theory of 1.3

TTS Integrated Training System Flight
O Copyright 2012
 Table of Contents

Module 11.1 Theory of Flight 9

11.1.1 Aeroplane Aerodynamics and Flight Controls 9
The Atmosphere 9
The Aeroplane Anatomy 13
Four Forces of Flight 17
Three Axes of Flight 36
Turning Flight 40
The Stall 44
Aircraft Stability 49
Aircraft Control 53
Control Configuration 57
High Lift Devices 65
Stall Strips 76
Vortex Generators 77
Spoilers, Lift Dumps and Speed Brakes 79
Secondary Control Surfaces 81
Other Control Surface Features 87
V Speeds 89
11.1.2 High Speed Flight 91
Introduction 91
Terminology 91
Speed of Sound 93
Shock Waves 95
Wave Drag 99
Effects of Compressibility on Lift 100
Aerodynamic Heating 103
Area Rule 103
Supersonic Intakes 105
Effects of Increasing Mach Number on Stability 109
Sweepback 111
Shock Stall 121

Module 11.1 Theory of Flight 1.5

TTS Integrated Training System
6 Copyright 2012
 z#e 11.1 Enabling Objectives and Certification Statement
Statement
Notes comply with the syllabus of EASA Regulation (EC) No.2042/2003 Annex III
IAppendix I, as amended by Regulation (EC) No.1149/2011, and the associated
Levels as specified below:
Part 66 Licence
Reference Category
A B1.1 |
Aerodynamics and Flight Controls Modu
C xraNx and effect of: 1 The
Flight
- roll control: ailerons and spoilers
- otch control. elevators, stabilators, variable
incidence Stabilisers and canards
- vaw control. rudder limiters
Ccwol using elevons,
ruddervators:
f- : lift devices. slots. slats. flaps, flaperons:
Bcag inducing devices, spotters, lift dampers, speed

wing fences, saw tooth leading edges;

kx , layer control using, vortex generators, stall
wedaes or leading edge devices:
Operatxxi and effect of trim tabs, balance and anti-
(leading) tabs, servo tabs, spring tabs,
mass control surface bias, aerodynamic
balance

o . light
c of soun1, subsonic flight, transonic
flight, ooesonic flight
Mach number, critical Mach number, compressibility
\xffet. shock wave, aerodynamic heating, area rule;
Fax:tors affecting airflow in engine intakes of high
speed

Effects of sweepback on critical Mach number

11.1.1 1 2 (

11.1.2 1 2
1.7
Integrated Training System

the mercury in the tube. Standard atmospheric pressure can support a Column of
mercury that is 29.92 inches tall

Vacuum

Figure 1. 1 : Under standard atmospheric conditions, the

atmosphere can support a column of mercury 29 92 inches tall
(29.92 in)

Figure 1.2: An altimeter measures absolute pressure and displays

the result in feet above sea level

1.10 Module 11. 1 Theory of Flight

 - Integrated Training System

Pressure that is referenced from zero pressure is called absolute pressure and is usually
measured in inches of mercury. Absolute pressure in the induction system of a piston
engine forces the fuel-air mixture into the cylinders. Thus, the pilot reads absolute pressure
in inches of mercury on the manifold pressure gauge.

Another instrument that displays absolute pressure is an altimeter. However, the scale is
marked in feet rather than in units of pressure. When the barometric scale in an altimeter is set
to the current barometric pressure, the altimeter displays its height above sea level. The
' barometric scale used in most altimeters in the UK and USA is calibrated in inches of mercury.

The metric unit of measure for barometric pressure is Millibars. One millibar is approximately
, equivalent to 0.0295 in.Hg, and, therefore, standard sea level pressure is equivalent to
1013.2 Millibars. Some altimeters have their barometric scale calibrated in Millibars.

Air Temperature
, As it relates to the study of aerodynamics, there are two temperature scales you must be
familiar with. They are the Fahrenheit scale and the Celsius scale. The Celsius scale has
100 divisions between the freezing and boiling points of pure water. Water freezes at zero
degrees C and boils at 100 degrees C. The Fahrenheit scale is also based on the freezing
and boiling points of water. However, water freezes at 32 degrees F and boils at 212
degrees F. The stan-
d dard temperature for all aerodynamic computations is 15'C or 59'F.

Air Density
By use of the general gas laws studied earlier, you can derive that for a particular gas,
pressure and temperature determine density. Since standard pressures and temperatures are
associated
with each altitude, the density of the air at these standard temperatures and pressures is also
considered standard. Therefore, a particular atmospheric density is associated with each
w altitude. This gives rise to the expression density altitude. A density altitude of 10,000 feet
is the " altitude at which the density is the same as that considered standard for 10,000 feet.
However,
density altitude is not always the same as true altitude. For example, on a day when the
atmospheric pressure is higher than standard and the temperature is lower than standard, the
" standard air density at 10,000 feet might occur at 12,000 feet. In this case, at a true altitude of
12,000 feet, the air has the same density as standard air at 10,000 feet. Therefore, density
altitude is a calculated altitude obtained by correcting pressure altitude for temperature.

The water content of the air has a slight effect on the density of the air. It should be
remembered that humid air at a given temperature and pressure is lighter than dry air at the
" same temperature and pressure.
W TTS Integrated Training System
6 Copyright 2012 Module 11. 1 Theory of Flight 1.11