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to ensure that as little as possible
goes wrong or, if it does, you are
better able to cope with it. It’s safe
to say that at least as much work on
the ground should go into every
flight hour.
The Private Pilot's Licence has pretty
much the same syllabus throughout
the world, because most countries
adopt the ICAO standards. The
subject matter is not demanding, but
it all needs to be learnt at the same
time, as opposed to doing each
subject by itself. It can also require a
lot of memory work, especially law,
but even that has been simplified in
this book as much as possible, and
translated into Plain English. A little
knowledge of physics also helps, but
all you need is included here.
Otherwise, thanks for buying it!
Kind regards
Phil Croucher
www.electrocution.com
2 Canadian Private Pilot Studies
Principles of Flight
Why does anything fly in the first
place? You will find out in this
chapter, which covers aeroplanes
first, and helicopters later, because
they share many of the basics and it
saves me typing it all twice.
Definitions
All the following are explained
further in the text:
·  Inertia - the tendency of a body
to remain at rest, or at least
carry on with what it's doing - in
other words, not to change its
present state.
·  Momentum – the quantity of
motion in a body, or a tendency
to keep right on going.
·  Equilibrium - a state of balance
between forces.
·  Centrifugal Force acts outwards
along a radius of a curve.
·  Centripetal Force acts inwards
along a radius of a curve.
·  Acceleration – the rate of change
of motion in speed and/or
direction.
·  Nose – the front part of the
aircraft, where the cockpit is.
·  Tail – the rearmost part, with
the rudder assembly and
horizontal stabiliser. Sometimes
known as the empennage.
·  Wings – the lift producing
surfaces, traditionally forward of
the tailplane, but a canard has
them the other way round. In a
helicopter, the rotor blades are
the equivalent.
·  Ailerons – moveable surfaces on
the rear of the wings, at the
outer ends, that alter the way
the wing produces lift, in order
to make it go up or down, most
useful when turning.
·  Stall – a condition of flight
where the wings stop producing
lift and the aircraft is no longer
able to stay airborne, when the
4 Canadian Private Pilot Studies
machine is not going fast
enough for the conditions.
·  Angle of Attack – the angle
formed between the wing and
its path through the air.
The airframe is the complete structure
of an aircraft, without the engines
and instruments. It will be as light
and as strong as possible, because
many forces are encountered in
flight, like compression, tension, torsion,
shearing and bending, so stuff like
wood, fabric, aluminium or carbon
fibre are used (aluminium is too soft
by itself, so it will be mixed with
copper, manganese or magnesium
for strength). Instead of being solid,
where bulk is needed, a honeycomb
construction will keep things light. This
is a framework made of short
hexagonal tubes covered over both
open ends by metal sheeting.
The fuselage is where the pilot,
passengers and cargo are placed, and
to which any wings, tailplanes,
tailbooms and main rotors are
attached. Older aircraft will be made
of a truss construction, or frame and skin,
where aluminium or steel tubing is
joined in a series of triangular shapes
(like the tail boom of the Bell 47
helicopter), then covered with metal
or fabric (in this case, the metal acts
merely as a cover, making no
contribution towards strength). One
disadvantage is that cross bracing
takes up a lot of space.
More modern machines use
monocoque, which is a development of
stressed skin, where the outside
covering itself is rigid and takes the
stresses of flight, and supporting
devices inside, like formers held
together by stringers, or longerons,
provide the shaping (this is also a
typical method used on the tail
booms of most modern helicopters).
Formers give the fuselage its basic
shape, and are assembled one after
the other, changing in size as
required. They will absorb torsion and
bending loads. Longerons run fore and
　
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