Vno - Maximum Structural Cruise Speed - When cruising at, and below, Vno the aircraft should not be damaged by a 30 feet/second vertical gust. It is indicated by the top end of the Airspeed Indicator's Green Arc. Smooth air only for speeds in the Yellow Arc.
What is unstick speed?
Vmu means minimum unstick speed. It is the calibrated airspeed at and above which the airplane can safely lift off the ground and continue the takeoff.
Vle is the maximum speed at which the landing gear may be Extended, and Vlo is the maximum speed at which the landing gear may be Operated. “ Operated” in this context means transitioned from up to down or vice versa. “
Either situation causes the aircraft to autorotate (yaw) toward the stalled wing due to its higher drag and loss of lift. Spins are characterized by high angle of attack, an airspeed below the stall on at least one wing and a shallow descent. A spiral dive is not a type of spin because neither wing is stalled.
A Virtual Network Operator (VNO) or Mobile Virtual Network Operator (MVNO) is a provider of management services and a reseller of network services from other telecommunications suppliers that does not own the telecommunication infrastructure.
Intentional One Engine Inoperative Speed (Vsse) Vsse, is specified by the airplane manufacturer in new Handbooks and is the minimum speed at which to perform intentional engine cuts. Use of Vsse is intended to reduce the accident potential from loss of control after engine cuts at or near minimum control speed.
Vs and Vs1. Now that you are familiar with Vs0, it's easy to remember Vs1. The beginning of the Green Arc is the power off Stalling Speed with the Gear and Flaps retracted. Vs is the Velocity (V) of the Stall (s), or minimum steady flight speed for which the aircraft is still controllable.
Vmca is defined as the minimum speed, whilst in the air, that directional control can be maintained with one engine inoperative (critical engine on two engine aerolanes), operating engine(s) at takeoff power and a maximum of 5 degrees of bank towards the good engine(s).
MeSH.  The visual cortex refers to the primary visual cortex (also known as striate cortex or V1) and extrastriate visual cortical areas such as V2, V3, V4, and V5. The primary visual cortex is anatomically equivalent to Brodmann area 17, or BA17.
Airspeed indicators work by measuring the difference between static pressure, captured through one or more static ports; and stagnation pressure due to "ram air", captured through a pitot tube. This difference in pressure due to ram air is called impact pressure.
Calibrated airspeed (CAS) is the IAS corrected for instrument and position error. An aircraft's indicated airspeed in knots is typically abbreviated KIAS for "Knots-Indicated Air Speed" (vs. KCAS for calibrated airspeed and KTAS for true airspeed).
The pitot tube is connected directly to the airspeed indicator and provides impact pressure for it alone. Thus, if the pitot tube becomes clogged, only the airspeed indicator will become inoperative. Answer (A) is incorrect. The altimeter operates off the static system and is not affected by a clogged pitot tube.
The density altitude is the altitude relative to standard atmospheric conditions at which the air density would be equal to the indicated air density at the place of observation. In other words, the density altitude is the air density given as a height above mean sea level.
A number of factors (altitude/pressure, temperature and humidity) influence air density. A higher altitude, low pressure area, higher temperature and high humidity all have one result: they lower the density of the air. And as a result of that: a reduction in aircraft and engine performance.
In the atmosphere, air density decreases as altitude increases. This explains why airplanes have a flight ceiling, an altitude above which it cannot fly. An interactive Java applet which allows the user to change the factors which affect air density and lift is presented here.
The ratio of the wing span to the wing area also affects the amount of lift generated by a wing. Motion: To generate lift, we have to move the object through the air. The lift then depends on the velocity of the air and how the object is inclined to the flow. Air: Lift depends on the mass of the flow.
The density of the air, of course, has a pronounced effect on aircraft and engine performance. Air density is affected by changes in altitude, temperature, and humidity. High density altitude refers to thin air while low density altitude refers to dense air.
A cold air intake is like amazing medicine that allows your engine to finally breath. Cold air intakes move the air filter outside of the engine compartment so that cooler air can be sucked into the engine for combustion. Cooler air brings more oxygen (denser air) into the combustion chamber and that means more power.
As temperature and altitude increases, the optimum performance of the aircraft also decreases. In high temperature, air density decreases. With reduced fuel-air mixture, the Hp output of the engine also decreases. The power of the engine is also affected by high humidity.
Humidity affects the way an airplane flies because of the change in pressure that accompanies changes in humidity. As the humidity goes up, the air pressure for a given volume of air goes down. This means the wings have fewer air molecules to affect as they are pushed through the airmass. Fewer molecules = less lift.
When air density decreases both engine and aerodynamic performance reduce. A number of factors (altitude/pressure, temperature and humidity) influence air density. A higher altitude, low pressure area, higher temperature and high humidity all have one result: they lower the density of the air.