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which an engine has produced more
torque (power) than the manufacturer
recommends, or a condition in a
turboprop or turboshaft engine where
the engine power has exceeded the
maximum allowable for a given
operating condition or time limit. Can
cause internal damage to an engine.
PARASITE DRAG—That part of
total drag created by the design or
shape of airplane parts. Parasite drag
increases with an increase in airspeed.
PAYLOAD (GAMA)—The weight
of occupants, cargo, and baggage.
P-FACTOR—A tendency for an
aircraft to yaw to the left due to the
for scheduling fuel flow to the
combustion chambers of a turbine
engine.
POWER—Implies work rate or units
of work per unit of time, and as such,
it is a function of the speed at which
the force is developed. The term
“power required” is generally
associated with reciprocating engines.
POWERPLANT—
A complete engine and propeller
combination with accessories.
PRACTICAL SLIP LIMIT—The
maximum slip an aircraft is capable of
performing due to rudder travel limits.
PRECESSION—The tilting or
turning of a gyro in response to
deflective forces causing slow drifting
and erroneous indications in
gyroscopic instruments.
PREIGNITION—Ignition occurring
in the cylinder before the time of
normal ignition. Preignition is often
caused by a local hot spot in the
combustion chamber igniting the
fuel/air mixture.
PRESSURE ALTITUDE—
The altitude indicated when the
altimeter setting window (barometric
scale) is adjusted to 29.92. This is the
altitude above the standard datum
plane, which is a theoretical plane
where air pressure (corrected to 15ºC)
equals 29.92 in. Hg. Pressure altitude
is used to compute density altitude,
true altitude, true airspeed, and other
performance data.
PROFILE DRAG—The total of the
skin friction drag and form drag for a
two-dimensional airfoil section.
PROPELLER BLADE ANGLE—
The angle between the propeller chord
and the propeller plane of rotation.
PROPELLER LEVER—
The control on a free power turbine
turboprop that controls propeller
speed and the selection for propeller
feathering.
PROPELLER SLIPSTREAM—
The volume of air accelerated behind
a propeller producing thrust.
descending propeller blade on the
right producing more thrust than the
ascending blade on the left. This
occurs when the aircraft’s
longitudinal axis is in a climbing
attitude in relation to the relative
wind. The P-factor would be to the
right if the aircraft had a counterclockwise
rotating propeller.
PILOT’S OPERATING
HANDBOOK (POH)—A document
developed by the airplane
manufacturer and contains the FAAapproved
Airplane Flight Manual
(AFM) information.
PISTON ENGINE—A reciprocating
engine.
PITCH—The rotation of an airplane
about its lateral axis, or on a propeller,
the blade angle as measured from
plane of rotation.
PIVOTAL ALTITUDE—A specific
altitude at which, when an airplane
turns at a given groundspeed, a projecting
of the sighting reference line
to a selected point on the ground will
appear to pivot on that point.
PNEUMATIC SYSTEMS—
The power system in an aircraft used
for operating such items as landing
gear, brakes, and wing flaps with
compressed air as the operating fluid.
PORPOISING—
Oscillating around the lateral axis of
the aircraft during landing.
POSITION LIGHTS—Lights on an
aircraft consisting of a red light on the
left wing, a green light on the right
wing, and a white light on the tail.
CFRs require that these lights be
displayed in flight from sunset to
sunrise.
POSITIVE STATIC STABILITY—
The initial tendency to return to a state
of equilibrium when disturbed from
that state.
POWER DISTRIBUTION BUS—
See BUS BAR.
POWER LEVER—The cockpit
lever connected to the fuel control unit
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PROPELLER
SYNCHRONIZATION—
A condition in which all of
the propellers have their pitch
automatically adjusted to maintain a
constant r.p.m. among all of the
engines of a multiengine aircraft.
PROPELLER—A device for
propelling an aircraft that, when
rotated, produces by its action on
the air, a thrust approximately
perpendicular to its plane of rotation.
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