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from nose to tail, passing through its
center of gravity. The longitudinal
axis is also called the roll axis of the
aircraft. Movement of the ailerons
rotates an airplane about its
longitudinal axis.
LONGITUDINAL STABILITY
(PITCHING)—Stability about the
lateral axis. A desirable characteristic
of an airplane whereby it tends to
return to its trimmed angle of attack
after displacement.
MACH—Speed relative to the speed
of sound. Mach 1 is the speed of
sound.
MACH BUFFET—
Airflow separation behind a
shock-wave pressure barrier caused
by airflow over flight surfaces
exceeding the speed of sound.
MACH COMPENSATING
DEVICE—A device to alert the pilot
of inadvertent excursions beyond its
certified maximum operating speed.
MACH CRITICAL—The MACH
speed at which some portion of the
airflow over the wing first equals
MACH 1.0. This is also the speed at
which a shock wave first appears on
the airplane.
LATERAL STABILITY
(ROLLING)—The stability about the
longitudinal axis of an aircraft.
Rolling stability or the ability of an
airplane to return to level flight due to
a disturbance that causes one of the
wings to drop.
LEAD-ACID BATTERY—
A commonly used secondary cell
having lead as its negative plate and
lead peroxide as its positive plate.
Sulfuric acid and water serve as the
electrolyte.
LEADING EDGE DEVICES—
High lift devices which are found on
the leading edge of the airfoil. The
most common types are fixed slots,
movable slats, and leading edge flaps.
LEADING EDGE—The part of an
airfoil that meets the airflow first.
LEADING EDGE FLAP—
A portion of the leading edge of an
airplane wing that folds downward to
increase the camber, lift, and drag of
the wing. The leading-edge flaps are
extended for takeoffs and landings to
increase the amount of aerodynamic
lift that is produced at any given
airspeed.
LICENSED EMPTY WEIGHT—
The empty weight that consists of the
airframe, engine(s), unusable fuel,
and undrainable oil plus standard and
optional equipment as specified in the
equipment list. Some manufacturers
used this term prior to GAMA
standardization.
LIFT—One of the four main forces
acting on an aircraft. On a fixed-wing
aircraft, an upward force created by
the effect of airflow as it passes over
and under the wing.
LIFT COEFFICIENT— A coefficient
representing the lift of a given
airfoil. Lift coefficient is obtained by
dividing the lift by the free-stream
dynamic pressure and the representative
area under consideration.
LIFT/DRAG RATIO—
The efficiency of an airfoil section. It
is the ratio of the coefficient of lift to
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G-10
MACH TUCK—Acondition that can
occur when operating a swept-wing
airplane in the transonic speed range.
A shock wave could form in the root
portion of the wing and cause the
air behind it to separate. This
shock-induced separation causes the
center of pressure to move aft. This,
combined with the increasing amount
of nose down force at higher speeds to
maintain left flight, causes the nose to
“tuck.” If not corrected, the airplane
could enter a steep, sometimes
unrecoverable dive.
MAGNETIC COMPASS—A device
for determining direction measured
from magnetic north.
MAIN GEAR—The wheels of an
aircraft’s landing gear that supports
the major part of the aircraft’s weight.
MANEUVERABILITY—Ability of
an aircraft to change directions along
a flightpath and withstand the stresses
imposed upon it.
MANEUVERING SPEED (VA) —
The maximum speed where full,
abrupt control movement can be used
without overstressing the airframe.
MANIFOLD PRESSURE (MP)—
The absolute pressure of the fuel/air
mixture within the intake manifold,
usually indicated in inches of
mercury.
MAXIMUM ALLOWABLE
TAKEOFF POWER—The maximum
power an engine is allowed to
develop for a limited period of time;
usually about one minute.
MAXIMUM LANDING
WEIGHT—The greatest weight that
an airplane normally is allowed to
have at landing.
MAXIMUM RAMP WEIGHT—
The total weight of a loaded aircraft,
including all fuel. It is greater than the
takeoff weight due to the fuel that will
be burned during the taxi and runup
　
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