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than its acceleration being used to
propel the aircraft.
TURBULENCE—An occurrence in
which a flow of fluid is unsteady.
TURN COORDINATOR—A rate
gyro that senses both roll and yaw due
to the gimbal being canted. Has
largely replaced the turn-and-slip
indicator in modern aircraft.
TURN-AND-SLIP INDICATOR—
Aflight instrument consisting of a rate
gyro to indicate the rate of yaw and a
curved glass inclinometer to indicate
the relationship between gravity and
centrifugal force. The turn-and-slip
indicator indicates the relationship
between angle of bank and rate of
yaw. Also called a turn-and-bank
indicator.
TROPOPAUSE—The boundary
layer between the troposphere and the
mesosphere which acts as a lid to
confine most of the water vapor, and
the associated weather, to the
troposphere.
TROPOSPHERE—The layer of the
atmosphere extending from the
surface to a height of 20,000 to 60,000
feet depending on latitude.
TRUE AIRSPEED (TAS)—
Calibrated airspeed corrected for altitude
and nonstandard temperature.
Because air density decreases with an
increase in altitude, an airplane has to
be flown faster at higher altitudes to
cause the same pressure difference
between pitot impact pressure and
static pressure. Therefore, for a given
calibrated airspeed, true airspeed
increases as altitude increases; or for a
given true airspeed, calibrated airspeed
decreases as altitude increases.
TRUE ALTITUDE—The vertical
distance of the airplane above sea
level—the actual altitude. It is often
expressed as feet above mean sea
level (MSL). Airport, terrain, and
obstacle elevations on aeronautical
charts are true altitudes.
T-TAIL—An aircraft with the
horizontal stabilizer mounted on the
top of the vertical stabilizer, forming
a T.
TURBINE BLADES—The portion
of the turbine assembly that absorbs
the energy of the expanding gases and
converts it into rotational energy.
TURBINE OUTLET
TEMPERATURE (TOT)—
The temperature of the gases as they
exit the turbine section.
TURBINE PLENUM—The portion
of the combustor where the gases are
collected to be evenly distributed to
the turbine blades.
TURBINE ROTORS—The portion
of the turbine assembly that mounts to
the shaft and holds the turbine blades
in place.
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TURNING ERROR—One of the
errors inherent in a magnetic compass
caused by the dip compensating
weight. It shows up only on turns to or
from northerly headings in the
Northern Hemisphere and southerly
headings in the Southern Hemisphere.
Turning error causes the compass to
lead turns to the north or south and lag
turns away from the north or south.
ULTIMATE LOAD FACTOR—
In stress analysis, the load that causes
physical breakdown in an aircraft or
aircraft component during a strength
test, or the load that according to
computations, should cause such a
breakdown.
UNFEATHERING
ACCUMULATOR—Tanks that hold
oil under pressure which can be used
to unfeather a propeller.
UNICOM—
A nongovernment air/ground radio
communication station which may
provide airport information at public
use airports where there is no tower or
FSS.
UNUSABLE FUEL—Fuel that
cannot be consumed by the engine.
This fuel is considered part of the
empty weight of the aircraft.
USEFUL LOAD—The weight of the
pilot, copilot, passengers, baggage,
usable fuel, and drainable oil. It is the
basic empty weight subtracted from
the maximum allowable gross weight.
This term applies to general aviation
aircraft only.
UTILITY CATEGORY—
An airplane that has a seating
configuration, excluding pilot seats,
of nine or less, a maximum
certificated takeoff weight of 12,500
pounds or less, and intended for
limited acrobatic operation.
V-BARS—The flight director
displays on the attitude indicator that
provide control guidance to the pilot.
V-SPEEDS—Designated speeds for a
specific flight condition.
VFE—The maximum speed with the
flaps extended. The upper limit of the
white arc.
VFO—The maximum speed that the
flaps can be extended or retracted.
VFR TERMINAL AREA
CHARTS (1:250,000)—
Depict Class B airspace which
provides for the control or
segregation of all the aircraft within
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