Aviation World

World's 10 Most Unusual Planes

2017-01-17T06:07:00.002-08:00

Flying School in Karnataka

2017-01-08T10:22:00.005-08:00

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Welcome to OFAA – An introduction to OFAA

Think of an Airplane, a rigid piece of metal structure that can fly faster and higher than a bird. A visionary human innovation that made possible for a human being fly like a bird.

Welcome to our premises at Orient Flights Aviation Academy (OFAA), Mysore. OFAA, Mysore is a pilot training establishment of Orient Flights Private Limited. The company shares its roots with the Hindustan Group of Institutions, a pioneering educational group at Chennai, offering a wide range of courses in Aviation, Engineering, Management and Applied Science. OFAA located in Mysore is approved by the Directorate General of Civil Aviation (DGCA), Government of India. It’s just 3 hours of road travel from Bangalore to reach Orient Flights Private Limited campus.

Orient Flights Aviation Academy trains its student pilots with the latest advancements in technology and safety; a universal consideration in this profession. OFAA innovatively create structures with a motive “Safety First”. At Orient Flights Aviation Academy we inculcate fundamental sense of safety in every individual right from their training stage.

Aviation studies a grandeur of academic metamorphosis can now be acquired by the mighty spirited future fliers; who wants to make their dream a happening, with help from the extraordinary professionals whom they possess in their healthy Orient Flight School family. “Orient Flights is proud to introduce the latest in flight training technology with modern fleet of aircraft.

Johns Hopkins Carey Business School Global MBA Alumna Amber Herman

2017-01-08T10:11:00.000-08:00

Aicraft Parts Procurement Plugin for Email Client

2017-01-08T10:09:00.002-08:00

HEAD-DOWN DISPLAY

2017-01-08T08:38:00.002-08:00

What is HEAD-DOWN DISPLAY?

Usually a visual display mounted inside the cockpit to supplement the head-up display (OR)

A display inside the cockpit, usually a radarscope, or a CRT (cathoderaytube) raster with a symbology and TV overlay. It normally is placed below oralongside the instrument panel.

Basic Aircraft Fuel System

2017-01-04T06:17:00.000-08:00

Basic Aircraft Fuel System

Every aircraft needs a place to store the fuel needed for the flight. You will find the tanks usually in both wings and sometimes there is a main, header or auxiliary tank in the fuselage. To get the fuel to the engine(s) under all circumstances and flight conditions the system is equipped with pumps, filters and valves.

Fuel systems are either gravity feed (most high wing aircraft) or pump feed systems where an extra pump helps fuel get to the engine. Fuel return lines are also used to deliver excess fuel back to the tanks.

The system should be designed in such a way that clean fuel, without vapor lock or bubbles, reaches the engine under all certified flight regimes for the aircraft it is installed in. Here we will discover how that is done.

System Description

As said above there are two systems basically: gravity and pump feed. In a gravity feed situation the fuel tanks sits higher than the engine so there is always some fuel pressure. Regulations require that this pressure must give a fuel flow of at least 150% of the maximum required by the engine.

As the aircraft changes attitude fuel flow might be interrupted and due to the low fuel pressure vapor lock can be expected. It would be wise to install an extra fuel pump to prevent this.

Pump feed

Modern designs use a pump feed system for reliability reasons. In such a system you will find the following components:

Fuel tanks

Made from aluminum, synthetic rubber of composite materials. Sometimes they are part of the structure, as is the case with wet wing tanks, or fitted in special ventilated spaces.

Fuel Drain

Tanks have a number of items: filler caps, expansion space, vents, baffles, sumps and drains and fuel quantity detectors. Filler caps should have an indication of the fuel type and quantity and might be lockable. Expansion space makes sure that when the fuel expands by warming up (in the sun) it doesn't overflow from the tank out of the vents. These vents let air in the tank when fuel is consumed.

Baffles are installed inside the tank for structural reasons and they prevent fuel sloshing in the tanks during taxi or turbulent flight conditions which coould cause engine surging. Sumps and drains are located lowest point of the tanks where any water and dirt can collect for pre-flight inspection. Fuel is taken from the tank slight above the lowest point so that there's always a bit of fuel unusable and any dirt will not get to the engine.

Quantity detectors can be the float or capacitance type and should indicate the amount usable. Indication is only reliable when the aircraft sits or flies in a straight and level attitude with no turbulence. Content readings should be cross checked by dipping and gauge indication, and possibly by fuel flow gauges.

Strainers and filters

Fuel is feed through conductive piping to make sure that no static charge is build up. Fuel is strained at tank exit, lowest point in the system at the gascolator and finally at the fine filter before the carburetor. The gascolator is a pre-flight inspection point where fuel can be drained and dirt removed.

gascolator

Tank selection

Usually a rotary valve and enables fuel to be routed from one or more tanks to the engines. In case of multi-engine aircraft cross feeding must be possible as a safety measure. With fuel injected engines (gasoline or diesels) the valve should be able to route the return fuel to the actual tank in use.

Fuel selector valve must provide a positive feel when selecting a tank, positioned easily without the possibility that the valve inadvertently changes position by leg movement of the pilot.

Tank Selector

Engine pumps

This pump is mechanically driven by the engine providing pressurized fuel to the injection system or carburetors. There should be a pressure gauge in the cockpit to indicate proper functioning of this pump. If it should ever fail, you must switch on the auxiliary pump.

The pump delivers fuel at a constant pressure enabled through a pressure relief valve and any excess recirculates inside the pump. Usually a bypass valve make sure that fuel keeps flowing when this pump is not operating.

Auxiliary or boost pump are installed to assist the engine pump and they also purge fuel lines from vapor, prime the cylinders of fuel injection systems and provide pressure when starting the engine.

Fuel primer

Air flow through a carburetor during engine start is just not enough for fuel to come out of the main/idling jet which makes it difficult to fire up, particularly with cold starts. Using a primer just before starting, will pump fuel into the intake manifold where it vaporizes and this procedure helps to cold start the engine.

The priming system delivers fuel bypassing the carb and the engine will suck in fuel if the primer pump is not locked. Make sure the primer is locked after use. If not, it will cause a very rich mixture at idle and rough running. Black smoke can be seen from the exhaust in such a case.

Ministry of Defence Recruitment for 02 LDC Post, Apply by 13 Jan 2017

2016-12-29T06:01:00.001-08:00

Ministry of Defence Job Notification:

Ministry of Defence, Department of Defence Production, Kanpur invited applications for recruitment to the posts of Lower Division Clerk (LDC, Meritorious Sportsperson). The eligible candidates can apply to the post in the prescribed format within 21 days from the date of publication of advertisement i.e., on or before 13 January 2017.

Important Date:

Date of Publication of Advertisement: 23 December 2016

Last Date of Application: 13 January 2017 (within 21 days from the date of publication of advertisement)

Ministry of Defence Vacancy Details:

Name of the Post: Lower Division Clerk (LDC) - 02 Posts

Eligibility Criteria for Ministry of Defence LDC Job:

Educational Qualification: 12^th class or equivalent qualification from any recognized board/ university.

Age Limit: 18-27 years

Selection Procedure for Ministry of Defence LDC Jobs:

The selection of the candidates will be done on the basis of the interview/exam which would be conducted by the organization.

How to Apply for Ministry of Defence LDC Jobs:

Eligible and interested candidates can apply to the post in the prescribed format along with other necessary documents and send the applications to: The Controller, Controllerate of Quality Assusrance (General Stores), DGQA Complex, Ashok Path Cantt, Kanpur so as to reach on or before 13 January 2017 i.e., within 21 days from the date of publication of advertisement.

Ministry of Defence LDC Jobs 2016 Detailed Advertisement

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Indian Navy is Hiring 121 Chargeman Posts; Apply by 13 January 2017

2016-12-29T05:57:00.002-08:00

Indian Navy Jobs Notification: Indian Navy invited applications for the post of Chargeman. The eligible candidates can apply to the post through the prescribed format within 21 days (13 January 2017) from the date of publication of advertisement in employment news.

Important Dates:

Opening date of registration: 24 December 2016
Last Date of Application: Within 21 days (13 January 2017) from the date of publication of advertisement in employment news.

Indian Navy Vacancy Details

Chargeman: 121 Posts
Name of Discipline
Engineering: 33 Posts
Electrical: 14 Posts
Weapon: 08 Posts
Construction: 24 Posts
Maintenance: 10 Posts
Production, Planning & Control: 32 Posts

Eligibility Criteria for Chargeman Posts

Educational Qualification:

Degree in Science with Physics or Chemistry or Mathematics from a recognized University OR A Diploma in Engineering in the appropriate discipline from a recognized University or Board.

Age Limit

18-25 years of age

How to Apply for the Indian Navy Chargeman Posts 2017

Eligible candidates can apply to the post through the prescribed format and send the applications along with other necessary documents within 21 days (13 January 2017) from the date of publication of advertisement in employment news.

Detailed Notification

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Indian Army Recruitment 2017 for 115 Tradesman Mate & Other Posts

2016-12-29T05:52:00.002-08:00

17 Field Ammunition Depot C/O 56 APO, Indian Army invited application for the recruitment to the post of Tradesman Mate, Fireman, Material Assistant and LDC. The candidates eligible for the post can send their applications within 21 days (12 January 2017) from the publication of the advertisement.

Important Date:

Last Date for submission of application: Within 21 days from the publication of the advertisement.

Field Ammunition Depot Vacancy Details

Tradesman Mate: 97 Posts
Fireman: 01 Post
Material Assistant: 07 Posts
LDC: 10 Posts

Eligibility Criteria for Tradesman Mate & Other Posts

Educational Qualification

Tradesman Mate (Erstwhile Mazdoor trade), Fireman: Candidates should possess Matriculation (10th) Pass or equivalent from recognized Board.
Material Assistant (Erstwhile Supdt Store): Graduate in any discipline from any recognized University or Diploma in Material Management or Diploma in Engineering in any discipline from any recognized Institution.
LDC: 12th Class or equivalent from a recognized Board or University.

Age Limit

Tradesman Mate, Fireman, LDC: Upper age limit for the post is 25 years.
Material Assistant (Erstwhile Supdt Store): Upper age limit for the post is 27 years.

How to apply and for more info go through the given link BELOW

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Flight instruments

2016-12-25T05:07:00.003-08:00

Flight instruments

Flight instruments are the instruments in the cockpit of an aircraft that provide the pilot with information about the flight situation of that aircraft, such as altitude, airspeed and direction. They improve safety by allowing the pilot to fly the aircraft in level flight, and make turns, without a reference outside the aircraft such as the horizon. Visual flight rules (VFR) require an airspeed indicator, an altimeter, and a compass or other suitable magnetic direction indicator. Instrument flight rules (IFR) additionally require a gyroscopic pitch-bank (artificial horizon), direction (directional gyro) and rate of turn indicator, plus a slip-skid indicator, adjustable altimeter, and a clock. Flight into Instrument meteorological conditions (IMC) require radio navigation instruments for precise takeoffs and landings.

Altimeter

2016-12-25T05:02:00.000-08:00

Altimeter

The altimeter shows the aircraft's altitude above sea-level by measuring the difference between the pressure in a stack of aneroid capsules inside the altimeter and the atmospheric pressure obtained through the static system. It is adjustable for local barometric pressure which must be set correctly to obtain accurate altitude readings. As the aircraft ascends, the capsules expand and the static pressure drops, causing the altimeter to indicate a higher altitude. The opposite effect occurs when descending. With the advancement in aviation and increased altitude ceiling the altimeter dial had to be altered for use both at higher and lower altitudes. Hence when the needles were indicating lower altitudes i.e. the first 360 degree operation of the pointers was delineated by the appearance of a small window with oblique lines warning the pilot that he/she is nearer to the ground. This modification was introduced in the early sixties after the recurrence of air accidents caused by the confusion in the pilot's mind. At higher altitudes the window will disappear

Pitot-static system

2016-12-24T05:34:00.004-08:00

Pitot-static system

A pitot-static system is a system of pressure-sensitive instruments that is most often used in aviation to determine an aircraft's airspeed, Mach number, altitude, and altitude trend. A pitot-static system generally consists of a pitot tube, a static port, and the pitot-static instruments. Other instruments that might be connected are air data computers, flight data recorders, altitude encoders, cabin pressurization controllers, and various airspeed switches. Errors in pitot-static system readings can be extremely dangerous as the information obtained from the pitot static system, such as altitude, is potentially safety-critical. Several commercial airline disasters have been traced to a failure of the pitot-static system.

Pitot-Static Pressure

The pitot-static system of instruments uses the principle of air pressure gradient. It works by measuring pressures or pressure differences and using these values to assess the speed and altitude. These pressures can be measured either from the static port (static pressure) or the pitot tube (pitot pressure). The static pressure is used in all measurements, while the pitot pressure is used only to determine airspeed.

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Technical requirements of aircraft

2016-12-24T05:18:00.000-08:00

Technical requirements of aircraft

SIZE: Size of the instruments depends on the type of aircraft in which it is to be used.

COST: The cost of aircraft instruments depend on types of aircraft.

TEMPERATURE: The operating conditions for the aircraft also depend on the type and its role.

HUMIDITY: The aircraft instruments should be able to withstand a wide variation of humidity conditions from as low as 10% to 98%.

VIBRATIONS: The aircraft has many moving/rotating components and each one has got its own

characteristics.

ACCURACY: The accuracy of instruments is considered vital due to the type of aircraft and instrument purpose.

SENSITIVITY: The sensitivity of instrument system is critical in high performance aircraft.

MAINTAINABILITY: The instrument system should be easy maintainability within the frame of cost, time, labor etc.

RELIABILITY: The instrument system should have such displays/dials which can be easily read and understood.

ALTITUDE EFFECT: Irrespective of the altitude of the aircraft all the indication given by the instruments should not be affected.

Structural Members

2016-12-23T21:12:00.002-08:00

Structural Members

Tie

Ties are members subject purely to tension (pulling). Because tension will not cause the tie to buckle, it does not need to be rigid, although it often is. Ties can be made from rigid items, such as tubes, or simply from wire, like the bracing wires on a biplane.

Struts

Struts carry compression loads. Because compressive loads can cause the member to buckle, the design of a strut is less simple than a tie. If overloaded, struts will fail in one of two ways: a long, thin strut will buckle; a short, thick strut will collapse by cracking or crushing, as the material from which it is made is overstressed. A medium strut may do either, or even both, depending on its dimensions and on other factors. Tubes make excellent struts, because the material is evenly loaded, so that the strength-to-weight ratio is high in compression.

Beams

Beams carry loads at an angle (often at right angles) to their length, and so are loaded primarily in bending. Many of the major parts of an airframe are beams, such as the main spars. The fuselage and wings themselves are structural members, and are beams, because they support the bending loads imposed by weight, inertia and aerodynamic loads

Types ob beams

1-Spar

In a fixed-wing aircraft, the spar is often the main structural member of the wing, running spanwise at right angles (or thereabouts depending on wing sweep) to the fuselage. The spar carries flight loads and the weight of the wings while on the ground. Other structural and forming members such as ribs may be attached to the spar or spars, with stressed skin construction also sharing the loads where it is used.

2-Longeron & stringer

In aircraft fuselage, stringers are attached to formers (also called frames)^{[citation
needed]} and run in the longitudinal direction of the aircraft. They are primarily responsible for transferring the aerodynamic loads acting on the skin onto the frames and formers. In the wings or horizontal stabilizer, longerons run spanwise^{[clarification
needed]} and attach between the ribs. The primary function here also is to transfer the bending loads acting on the wings onto the ribs and spar.

Web

Webs are thin sheets carrying shear loads in the plane of the material. Ribs and the skin itself are shear webs. Thin sheets are ideal for carrying shear, especially if they are supported so that they resist buckling.

Former

A former is a structural member of an aircraft fuselage, of which a typical fuselage has a series from the nose to the empennage, typically perpendicular to the longitudinal axis of the aircraft. The primary purpose of formers is to establish the shape of the fuselage and reduce the column length of stringers to prevent instability. Formers are typically attached to longerons, which support the skin of the aircraft.

The Former-and-Longeron technique was adopted from boat construction (also called stations and stringers), and was typical of light aircraft built until the advent of structural skins, such as fiberglass and other composite materials. Many of today's light aircraft, and homebuilt aircraft in particular, are still designed in this way.

Gusset

2016-12-22T09:32:00.000-08:00

Gussets

Gussets, or gusset plates, are used on aircraft to join and reinforce intersecting structural members. Gussets are used to transfer stresses from one member to another at the point where the members join.

Single Engine Propeller Driven Aircraft

2016-12-22T07:44:00.000-08:00

Single Engine Propeller Driven Aircraft

Major Structural Components

1) Propeller

2) Engine

3) Fuselage

4) Wing

5) Empennage

6) Landing Gear

Propeller

The function of the propeller is to convert brake horse power from the engine into useful thrust. To do this there are two types of propellers in use: fixed pitch (or ground adjustable, which remains at a preset fixed pitch during flight) and the constant speed propeller with some variations possible in the way they are controlled. Looking at a propeller, its blade angle varies from the root to the tip. This is because angular speed of the blade is at it highest at the tip (reaching the speed of sound) and lowest at the root. During propeller rotation the airflow past the propeller blade produces an aerodynamic reaction with can be resolved into thrust (with wings we call this lift) and propeller torque (drag).

The engine. The engine is a major component that allows the aircraft to move. Every type of aircraft is created with a special type of engine that is made in accordance to its size. During the earlier years, aircraft owners used propeller-driven engines. These are traditional engines that are no longer being used.Planes that are developed today are using jet engines. With this, it is safe to say that even modern aircraft use engines for them to be able to work. There are different types of jet engines but the two types that are widely used are turbofan and turbojet.

The wing. This is an important part because it works to help in balancing and improving the aircraft’s stability when flying. This is the part that allows the plane to go up. There are two wings that are joined by a fuselage. The shape of the wings is designed that way in order to help it fly.

The horizontal stabilizer. This part of the aircraft is also called the horizontal stabilizer. The main reason why this is included in the aircraft is to help in maintaining its stability when flying. The wing will not be able to do it alone without the help of this part. This is providing a counteracting force that helps when the aircraft faces disturbances while flying.

The fuselage. This part is connected to the wing of the aircraft. This part actually comes in two different shapes; it may come in rectangular shapes or in cylindrical tubes. This serves as a connecting point for all the parts of the aircraft. This is where you will find the passengers and cargo.

The rudder. This serves as a hinge that allows the plane to turn left or right. This helps in controlling the direction of the aircraft.

Landing gear is the undercarriage of an aircraft and may be used for either takeoff or landing. For aircraft it is generally both.

For aircraft, the landing gear supports the craft when it is not flying, allowing it to take off, land, and taxi without damage
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Fuselage Numbering System

2016-12-20T20:36:00.000-08:00

Location Numbering Systems

Even on small, light aircraft, a method of precisely locating each structural component is required. Various numbering systems are used to facilitate the location of specific wing frames, fuselage bulkheads, or any other structural members on an aircraft. Most manufacturers use some system of station marking. For example, the nose of the aircraft may be designated “zero station,” and all other stations are located at measured distances in inches behind the zero station. Thus, when a blueprint reads “fuselage frame station 137,” that particular frame station can be located 137 inches behind the nose of the aircraft.

To locate structures to the right or left of the center line of an aircraft, a similar method is employed. Many manufacturers consider the center line of the aircraft to be a zero station from which measurements can be taken to the right or left to locate an airframe member. This is often used on the horizontal stabilizer and wings.

The applicable manufacturer’s numbering system and abbreviated designations or symbols should always be reviewed before attempting to locate a structural member. They are not always the same. The following list includes location designations typical of those used by many manufacturers.

Fuselage stations (Fus. Sta. or FS) are numbered in inches from a reference or zero point known as the reference datum. [Figure 1] The reference datum is an imaginary vertical plane at or near the nose of the aircraft from which all fore and aft distances are measured. The distance to a given point is measured in inches parallel to a center line extending through the aircraft from the nose through the center of the tail cone. Some manufacturers may call the fuselage station a body station, abbreviated BS.
Buttock line or butt line (BL) is a vertical reference plane down the center of the aircraft from which measurements left or right can be made
- Water line (WL) is the measurement of height in inches perpendicular from a horizontal plane usually located at the ground, cabin floor, or some other easily referenced location. [Figure 3]
- - Aileron station (AS) is measured outboard from, and parallel to, the inboard edge of the aileron, perpendicular to the rear beam of the wing.
  - Flap station (KS) is measured perpendicular to the rear beam of the wing and parallel to, and outboard from, the inboard edge of the flap.
  - Nacelle station (NC or Nac. Sta.) is measured either forward of or behind the front spar of the wing and perpendicular to a designated water line.
  In addition to the location stations listed above, other measurements are used, especially on large aircraft. Thus, there may be horizontal stabilizer stations (HSS), vertical stabilizer stations (VSS) or powerplant stations (PPS). [Figure 4] In every case, the manufacturer’s terminology and station location system should be consulted before locating a point on a particular aircraft.
- Another method is used to facilitate the location of aircraft components on air transport aircraft. This involves dividing the aircraft into zones. These large areas or major zones are further divided into sequentially numbered zones and subzones. The digits of the zone number are reserved and indexed to indicate the location and type of system of which the component is a part. Figure 5 illustrates these zones and subzones on a transport category aircraft.

Stability of an Airplane

2016-12-20T08:00:00.000-08:00

The longitudinal axis of an aircraft is more or less a straight line through the aircraft's nose cone or prop hub and the endpoint of the fuselage (the aircraft's center of gravity will usually lie along or just slightly above/below this line as well). It is the axis around which the aircraft rolls, controlled by the ailerons. The lateral axis is parallel to the wings and passes through the aircraft's center of gravity. It is the axis around which the aircraft pitches, as controlled by the elevators. Finally, the vertical axis is "normal" (perpendicular in all directions to) the geometric plane formed by the longitudinal and lateral axes, parallel to the aircraft's primary lift vector and (in level flight) its weight vector. It is the axis around which the aircraft yaws, controlled by the rudder.

Rotation about any one axis is the job of one linked set of control surfaces as mentioned above. Stability in that same axis, roughly defined as keeping that line passing through your aircraft pointing in the same direction, is the job of the other two surfaces in concert, but primarily the one that would move the endpoints of that axis up or down relative to the aircraft. So, elevators provide lateral rotation to achieve longitudinal stability, and vice versa for ailerons.

It differs slightly for the vertical axis, as if your plane is both longitudinally and laterally stable, it's also "vertically stable", however the plane is longitudinally and laterally stable, but completely out of control, in a "flat spin". Stability in the vertical axis therefore is secondary to "directional stability", which keeps the longitudinal axis pointing in a particular direction along the geometric plane formed by the lateral and longitudinal axes. In this case the rudder both controls yaw and provides directional stability.

In addition to control surfaces, weight and especially the aircraft's center of gravity is important in stability. Ideally, most small planes are most stable in level flight when the CG of the aircraft is exactly on the centerline of the aircraft (between the tip of the nose and the tip of the tail) and slightly forward of the aircraft's center of lift (which depends on the wing's angle of attack but is usually close to the thickest point in the wing's cross-section). In this configuration, while the aircraft is travelling forward normally, downwash from the wings flow over the top of the horizontal stabilizer, keeping the nose level. In a stall, the slight nose-heavy configuration along with the stabilizers in the rear will cause the nose to point downward gently, restoring normal airflow and allowing the pilot to recover.

If the CG is too far forward, the pilot will need to apply upward pitch or trim to keep the nose level. This will reduce the amount of travel he will have available to pitch up, and in a stall, the plane will nose down sharply and the elevator may provide insufficient force for the pilot to pull out of the dive.

If the CG is too far aft, the plane will want to nose up constantly, and the pilot will have to apply downward elevator or trim. In a stall, a plane with an aft CG won't nose down, preventing the pilot being able to restore normal airflow over the wings. This is especially dangerous in an uncoordinated stall aka a spin; the aft center of gravity in combination with the forward thrust of the engine will "stabilize" the plane in the spin and make it impossible to recover.

If the CG is off the aircraft's centerline, the plane will tend to roll towards its heavier side. This is compensated for with ailerons or aileron trim, and for most everyday flight it's the easiest to compensate for, but it can cause unfamiliar roll behavior and a tendency to spiral down, which the pilot must be aware of and correct for.

The Aerodynamics of Flight

2016-12-20T07:09:00.002-08:00

FLIGHT CONTROL SURFACE

2016-12-20T05:53:00.002-08:00

FLIGHT CONTROL SURFACE

Aircraft flight control surfaces allow a pilot to adjust and control the aircraft's flight attitude.

Development of an effective set of flight control surfaces was a critical advance in the development of aircraft. Early efforts at fixed-wing aircraft design succeeded in generating sufficient lift to get the aircraft off the ground, but once aloft, the aircraft proved uncontrollable, often with disastrous results. The development of effective flight controls is what allowed stable flight.

Axes of motion

Rotation around the three axes

An aircraft is free to rotate around three axes that are perpendicular to each other and intersect at its center of gravity (CG). To control position and direction a pilot must be able to control rotation about each of them.

Lateral axis

The lateral axis, also known as transverse axis, passes through an aircraft from wingtip to wingtip. Rotation about this axis is called pitch. Pitch changes the vertical direction that the aircraft's nose is pointing. The elevators are the primary control surfaces for pitch.

Longitudinal axis

The longitudinal axis passes through the aircraft from nose to tail. Rotation about this axis is called roll. The angular displacement about this axis is called bank.The pilot changes bank angle by increasing the lift on one wing and decreasing it on the other. This differential lift causes rotation around the longitudinal axis. The ailerons are the primary control of bank. The rudder also has a secondary effect on bank.

Vertical axis

The vertical axis passes through an aircraft from top to bottom. Rotation about this axis is called yaw. Yaw changes the direction the aircraft's nose is pointing, left or right. The primary control of yaw is with the rudder. Ailerons also have a secondary effect on yaw.

It is important to note that these axes move with the aircraft, and change relative to the earth as the aircraft moves. For example, for an aircraft whose left wing is pointing straight down, its "vertical" axis is parallel with the ground, while its "lateral" axis is perpendicular to the ground.

Main control surfaces

The main control surfaces of a fixed-wing aircraft are attached to the airframe on hinges or tracks so they may move and thus deflect the air stream passing over them. This redirection of the air stream generates an unbalanced force to rotate the plane about the associated axis.

Flight control surfaces of Boeing 727

Ailerons

Aileron surface

Ailerons are mounted on the trailing edge of each wing near the wingtips and move in opposite directions. When the pilot moves the stick left, or turns the wheel counter-clockwise, the left aileron goes up and the right aileron goes down. A raised aileron reduces lift on that wing and a lowered one increases lift, so moving the stick left causes the left wing to drop and the right wing to rise. This causes the aircraft to roll to the left and begin to turn to the left. Centering the stick returns the ailerons to neutral maintaining the bank angle. The aircraft will continue to turn until opposite aileron motion returns the bank angle to zero to fly straight.

Elevator

The elevator is a moveable part of the horizontal stabilizer, hinged to the back of the fixed part of the horizontal tail. The elevators move up and down together. When the pilot pulls the stick backward, the elevators go up. Pushing the stick forward causes the elevators to go down. Raised elevators push down on the tail and cause the nose to pitch up. This makes the wings fly at a higher angle of attack, which generates more lift and more drag. Centering the stick returns the elevators to neutral and stops the change of pitch. Many aircraft use a fully moveable horizontal stabilizer called stabilator or all-moving tail. Some aircraft, such as an MD-80, use a servo tab within the elevator surface to aerodynamically move the main surface into position. The direction of travel of the control tab will thus be in a direction opposite to the main control surface. It is for this reason that an MD-80 tail looks like it has a 'split' elevator system.

In the canard arrangement, the elevators are hinged to the rear of a foreplane and move in the opposite sense, for example when the pilot pulls the stick back the elevators go down to increase the lift at the front and lift the nose up.

Rudder

The rudder is typically mounted on the trailing edge of the vertical stabilizer, part of the empennage. When the pilot pushes the left pedal, the rudder deflects left. Pushing the right pedal causes the rudder to deflect right. Deflecting the rudder right pushes the tail left and causes the nose to yaw to the right. Centering the rudder pedals returns the rudder to neutral and stops the yaw.

Secondary control surfaces

Spoilers

On low drag aircraft such as sailplanes, spoilers are used to disrupt airflow over the wing and greatly reduce lift. This allows a glider pilot to lose altitude without gaining excessive airspeed. Spoilers are sometimes called "lift dumpers". Spoilers that can be used asymmetrically are called spoilerons and can affect an aircraft's roll.

Flaps

Flaps are mounted on the trailing edge on the inboard section of each wing (near the wing roots). They are deflected down to increase the effective curvature of the wing. Flaps raise the Maximum Lift Coefficient of the aircraft and therefore reduce its stalling speed. They are used during low speed, high angle of attack flight including take-off and descent for landing. Some aircraft are equipped with "flaperons", which are more commonly called "inboard ailerons^]. These devices function primarily as ailerons, but on some aircraft, will "droop" when the flaps are deployed, thus acting as both a flap and a roll-control inboard aileron.

Slats

Slats, also known as leading edge devices, are extensions to the front of a wing for lift augmentation, and are intended to reduce the stalling speed by altering the airflow over the wing. Slats may be fixed or retractable - fixed slats (e.g. as on the Fieseler Fi 156 Storch) give excellent slow speed and STOL capabilities, but compromise higher speed performance. Retractable slats, as seen on most airliners, provide reduced stalling speed for take-off and landing, but are retracted for cruising.

Air brakes

Air brakes on the rear fuselage of a Eurowings BAe 146-300

Air brakes are used to increase drag. Spoilers might act as air brakes, but are not pure air brakes as they also function as lift-dumpers or in some cases as roll control surfaces. Air brakes are usually surfaces that deflect outwards from the fuselage (in most cases symmetrically on opposing sides) into the airstream in order to increase form-drag. As they are in most cases located elsewhere on the aircraft, they do not directly affect the lift generated by the wing. Their purpose is to slow down the aircraft. They are particularly useful when a high rate of descent is required or the aircraft velocity needs to be retarded. They are common on high performance military aircraft as well as civilian aircraft, especially those lacking reverse thrust capability.

Parts of Aircraft with Diagram

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Parts of aircraft with diagram
Click above ↑

Introduction to Aviation

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aviation, operation of heavier-than-air aircraft and related activities. Aviation can be conveniently divided into military aviation, air transport, and general aviation. Military aviation includes all aviation activity by the armed services, such as combat, reconnaissance, and military air transport. Air transport consists mainly of the operation of commercial airlines, which handle both freight and passengers. General aviation consists of agricultural, business, charter, instructional, and pleasure flying; it includes such activities as the operation of air taxis, as well as aerial surveying and mapping.