Chapter 12: Transition to Complex Airplanes Airplane Flying Handbook (FAA-H-8083-3C) Audiobook

Chapter 12: Transition to Complex Airplanes Airplane Flying Handbook (FAA-H-8083-3C) Audiobook New 2021
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00:00:00 Introduction
00:10:25 Controllable-Pitch Propeller
00:21:40 Turbocharging
00:30:40 Retractable Landing Gear
00:44:30 Transition Training
00:45:25 Chapter Summary

Chapter Summary.
Flying a complex or high-performance airplane requires a pilot to further divide his or her attention during the most critical phases of flight: takeoff and landing.
The knowledge, judgment, and piloting skills required to fly these airplanes needs to be developed.
It is essential that adequate training is received to ensure a complete understanding of the systems, their operation (both normal and emergency), and operating limitations.

Chapter 12: Transition to Complex Airplanes
Introduction.
A high-performance airplane is defined as an airplane with an engine capable of developing more than 200 horsepower (see 14 CFR part 61, section 61.31(f)(1)).
A complex airplane (see 14 CFR part 61, section 61.1) means an airplane that has a retractable landing gear, flaps, and a controllable pitch propeller, including airplanes equipped with an engine control system consisting of a digital computer and associated accessories for controlling the engine and propeller, such as a full authority digital engine control; or, in the case of a seaplane, flaps and a controllable pitch propeller, including seaplanes equipped with an engine control system consisting of a digital computer and associated accessories for controlling the engine and propeller, such as a full authority digital engine control.
Transition to a complex airplane, or a high-performance airplane, can be demanding for many pilots.
Both increased performance and complexity require additional planning, judgment, and piloting skills.
Transition to these types of airplanes, therefore, should be accomplished in a systematic manner through a structured course of training administered by a qualified flight instructor.
Airplanes can be designed to fly through a wide range of airspeeds.
High speed flight requires smaller wing areas and moderately cambered airfoils whereas low speed flight is obtained with airfoils with a greater camber and larger wing area.
[Figure 12-1] Many compromises are often made by designers to provide for higher speed cruise flight and low speeds for landing.
Flaps are a common design effort to increase an airfoil’s camber and surface area for lower-speed flight.
Since an airfoil cannot have two different cambers at the same time, designers and engineers deliver the desired performance characteristics using two different methods.
Either the airfoil can be a compromise, or a cruise airfoil can be combined with a device for increasing the camber of the airfoil for low-speed flight.
Camber is the asymmetry between the top and the bottom surfaces of an airfoil.
One method for varying an airfoil’s camber is the addition of trailing-edge flaps.
Engineers call these devices a high-lift system.
Function of Flaps Flaps work primarily by changing the camber of the airfoil, which increases the wing’s lift coefficient.
With some flap designs, the surface area of the wing is also increased.
Flap deflection does not increase the critical (stall) angle of attack (AOA).
In some cases, flap deflection actually decreases the critical AOA.
Deflection of a wing’s control surfaces, such as ailerons and flaps, alters both lift and drag.
With aileron deflection, there is asymmetrical lift which imparts a rolling moment about the airplane’s longitudinal axis.
Wing flaps act symmetrically about the longitudinal axis producing no rolling moment; however, both lift and drag increase as well as a pitching moment about the lateral axis.
Lift is a function of several variables including air density, velocity, surface area, and lift coefficient.
Since flaps increase an airfoil’s lift coefficient, lift is increased.