Class C Licence Study Book

8/9/2019 Class C Licence Study Book

1/13

CLASS C STUDY BOOK

C - Licence Information &Documentation

Basic AircraftKnowledge


2/13

Flight

The four forces of flight are lift, drag, thrust, and weight.

Lift is the upward force created by the wings moving through the air that sustains the

airplane in flight. Lift operates to overcome weight. It must be equal to or greater than the

weight of the object in flight and acting in the opposite direction. Lift can be increased byincreasing the forward speed of the aircraft or by increasing the angle of attack

Drag is the resistance of the airplane to forward motion. It is directly opposed to thrust and is

caused by the resistance of air.

Thrust is the force exerted by the engine and its propeller(s). It pushes the air backward with

the object of causing movement of the airplane in the forward direction.

Weight is the downward force due to the weight of the airplane and its load. It is directly

opposed to lift


3/13

Flight Controls

an aircraft is free to rotate around three axes which are perpendicular to each other and

intersect at the plane's centre of gravity (CG). To control position and direction a pilot must

be able to control rotation about each of them.

YAW (Controlled by Rudder)

Vertical axis

The vertical axis passes through the plane 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.


4/13

PITCH (Controlled by Elevators)

Lateral axis

the lateral axis passes through the plane from wingtip to wingtip. Rotation about this axis is

called pitch. Pitch changes the vertical direction the aircraft's nose is pointing. The elevators

are the primary control of pitch.


5/13

ROLL (Controlled by Ailerons)

Longitudinal axis

the longitudinal axis passes through the plane from nose to tail. Rotation about this axis is

called bank or roll. The ailerons are the primary control of bank.

Primary Flight controls


6/13

Secondary Flight controls

In addition to the primary flight controls for roll, pitch, and yaw; there are often secondary

controls available to give the pilot finer control over flight or to ease the workload.

The most commonly-available control is a wheel or other device to control elevator trim, sothat the pilot does not have to maintain constant backward or forward pressure to hold a

specific pitch attitude. Many aircraft have wing flaps, controlled by a switch or a mechanical

lever or in some cases are fully automatic by computer control, which alter the shape of the

wing for improved control at the slower speeds used for takeoff and landing. Other

secondary flight control systems may be available, including slats, spoilers and air brakes.

Flaps

Flaps are hinged surfaces on the trailing edge of the wings of a fixed-wing aircraft. As flaps

are extended, the stalling speed of the aircraft is reduced, which means that the aircraft can

fly safely at slower speeds (especially during takeoff and landing). Flaps are also used on

the leading edge of the wings of some high-speed jet aircraft, where they may be called

Slats.


7/13

Trim

Trim tabs are small surfaces connected to the trailing edge of a larger control surface on

aircraft, used to control the trim of the controls, i.e. to counteract aero-dynamic forces and

stabilise the aircraft in a particular desired attitude without the need for the operator to

constantly apply a control force. This is done by adjusting the angle of the tab relative to the

larger surface.

Engine & Prop Control

Prop Pitch: With prop pitch you can change the angle of attack of the propeller blades.

100% prop pitch means a small angle of attack and a high rpm. A lower % increases the

angle of attack and slows the engine's RPM.

Decreasing prop pitch can be used to cool the engine, to decrease fuel usage or to decrease

engine wear.

Some aircraft have an automated system to change prop pitch this can be disengaged but

take care because some engines will over - rev and self destruct if run at 100% pitch.

Mixture: Mixture is nothing less than the mixture or ratio of fuel vs. air which enters theengine. At low altitude air is rich in oxygen and running at a rich mixture (High fuel) gives

maximum power. But at higher altitudes the oxygen levels are lower and the amount of fuel

has to be reduced, If you do not reduce the mixture part of the fuel will not be combusted

and it will start "Leaking" From your exhaust, worse still the engine will be drowning power

will greatly reduce and in the worst event it might even cut out.

Supercharger: A supercharger is a device that compresses air; at high altitudes where air

pressure is lower the engine will produce less power. But when you engage the

supercharger the air pressure fed into the engine is back to that at sea level or even higher

giving the engine an enormous boost in performance.

Every engine has a set altitude to change supercharger, some aircraft have an automatedsystem for the supercharger like the P51 Mustang and the Supermarine spitfire.


8/13

Instrumentation

Instruments give the pilot information about the flight situation of the aircraft such as speed

altitude and attitude. The flight instruments are particularly important when flying with low or

no visibility when no information can be gathered by looking out of the cockpit.

Basic 6

Airspeed Indicator

The airspeed indicator shows the aircraft's speed (usually in knots) relative to the

surrounding air.

Altimeter

The altimeter shows the aircraft's height (usually in feet or meters) above some

reference level (usually sea-level) by measuring the local air pressure.


9/13

Attitude Indicator

The attitude indicator (also known as an artificial horizon) shows the aircraft's

attitude relative to the horizon. From this the pilot can tell whether the wings are level and ifthe aircraft nose is pointing above or below the horizon. This is a primary instrument for

instrument flight and is also useful in conditions of poor visibility.

Magnetic Compass

The compass shows the aircraft's heading relative to magnetic north. While

reliable in steady level flight it can give confusing indications when turning, climbing,descending, or accelerating due to the inclination of the earth's magnetic field.

Vertical Speed Indicator

The VSIr (also sometimes called a variometer). Senses changing air pressure,

and display that information to the pilot as a rate of climb or descent in feet per minute,

meters per second or knots.

Turn indicator

The turn indicator is not very usual but the "Ball" Below the turn & Bank indicator is

very important to make coordinated turns, it measures lateral G forces usually caused by

use of the rudder.


10/13

Radio Communication

Make your messages short but complete, articulate clearly, mention your own call sign so

the ATC knows who he is talking to. And repeat important messages back to the ATC so he

knows you have received the full message.The radio is not a chatbox, DO NOT share unimportant information over the radio whilst

flying.

NATO AVIATION ALPHABET and PRONUNCIATION

A _______________ Alpha AL-FA

B _______________ Bravo BRA-VO

C _______________ Charlie CHAR-LEE

D _______________ Delta DEL-TA

E _______________ Echo EH-CO

F _______________ Foxtrot FOX-TROT

G _______________ Golf - GOLF

H _______________ Hotel HO - TEL

I ________________ India IN-DEE-AH

J ________________ Juliet JEW-LEE-ET

K ________________ Kilo KEY-LO

L ________________ Lima LEE-MA

M ________________ Mike - MIKE

N ________________ November NO-VEM-BER

O ________________ Oscar OS-CAR

P ________________ Papa - PAPA

Q ________________ Quebec KWEH-BEK

R ________________ Romeo ROW-ME-OH

S ________________ Sierra SEE-AIR-AH

T ________________ Tango TAN-GO

U ________________ Uniform U-NEE-FORM

V ________________ Victor VIC-TOR

W ________________ Whiskey WIS-KEY

X ________________ X-Ray X-RAY

Y ________________ Yankee YAN-KEE

Z ________________ Zulu ZOO-LOO


11/13

Phrases to know

Requests

Requesting permission to; Taxi to active runway/Enter active runway/Full stop landing/

Touch and Go/Fly by/Land/Taxi to parking.

Announcements

Turning Base/Final

Holding short

Taxi into position and hold

Entering/Leaving Active runway

Rolling

Runway vacated

Going around

Take off & landing

Traffic Pattern

Before you take off or land you have to be familiar with the traffic pattern. A traffic patterns is

a basically a rectangle flown by all aircraft that wish to take off or land. A traffic pattern is

vital for a safe landing because you have time to complete all necessary checklists and you

have the ability to change your altitude and airspeed before turning "Final".


12/13

Take off

Taking off an aircraft is relatively straight forward. power is gently increased to full throttle;

the rudder is used to keep the aircraft on the runway. The aileron's are used to keep the

wings level and when the correct speed is reached the control column is slowly eased back

until the aircraft lift's of the ground.

Landing

Landing an aircraft is easier said than done, but the procedure is similar for every aircraft. A

good landing starts with a good traffic pattern, this will give you a nice long final at the

correct altitude and speed and you have time for all your checklists.

Here is a textbook landing procedure;

- Downwind leg : Trim your aircraft for your approach speed (Unique for every aircraft),

Check if your runway is clear and if possible try to spot or "Feel" which direction the wind is

coming from. Just before you turn to base leg lower your gear and set your flaps to the

landing position. Turn to base leg when the runway threshold is at your 7:30 "O clock" or4:30 in case of a left or right hand pattern.

- Base leg: correct your altitude and airspeed as desired and turn in for final.

- Final leg: align your aircraft with the centreline of the runway, aim your decent at the

runway threshold and make small changes with throttle and stick to keep your angle of

decent steady.

- Touchdown: When you are close to the ground start slowly pulling back on the stick

(flaring) until you are flying parallel over the runway with about 1 foot of altitude. Once flying

parallel with the runway slowly retard the throttle and try to keep the aircraft airborne until the

airspeed is so low it touches down by itself.

Often made mistakes

Approaching to fast: This will usually make you bounce back into the air after touching the

ground

Approaching to slow: This can be fatal; a stall at low altitude will most likely create a large

mess.

Flaring to high: Causes the aircraft to touch down hard and can destroy your gear.

Flaring too late: Causes the aircraft to hit the ground hard and can also destroy your gear.

Flat spin

A flat spin can be caused by stalling the aircraft asymmetrically, meaning one wing stalls

before the other in il2 sadly this is the only stall implemented in the game.


13/13

Flat spin entry and recovery

Entry

Entering a spin is easy, it can be done at high speed by increasing the angle of attack to

much Pulling to hard on the stick), or at low speed by kicking the rudder hard right or left andpulling the stick full up just before reaching stall speed. Keep your rudder and stick in the

position until your aircraft has completed 3 rotations in most aircraft you will now be in a flat

spin.

Recovery

Some aircraft dont need any help getting out of a flat spin but others like the P39 are really

difficult to recover from a flat spin.

Recovery: Apply full rudder opposite to the direction of the spin, push the stick full forwards

and apply aileron into the direction of the spin. If these three things dont have any effect

after 3 rotations you can try if applying full throttle or cutting the throttle works. If all this fails

(Not very likely) you can lower your gear and flaps, if this has no effect bailing out is the best

option.

OR Remember PARE

Power - Idle

Ailerons Neutral (flaps too)

Rudder Opposite direction of the spin

Elevator Push to gain speed then slowly climb out of the dive

Following a flight lead

Following a flight lead is a vital skill which becomes better and better trough time and

experience. Its simply making small adjustments with throttle and flight controls to stay close

to your flight leader but even more important is doing what your flight lead say's regardless

of what you think of what he is saying.

A good wingman team does what the other say's without hesitation. If you wait with

executing a command you risk being shot down.

Basic VFR Navigation

VFR Navigation is nothing else then following landmarks from your base to your target and

back.

Rainman 71 used to say Ve Follow Roads, and I frankly cant think of a better explanation.

Documents

Class C Licence Study Book