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Reading and judge it True or False
1. The basic airplane consists of a fuselage, to which the wings, the tail or empennage, the wheels and engines area attached .A propeller, driven by the engine, generates thrust to pull the airplane through the air. This enables the airflow over the wings to generate the aerodynamic force known as lift that is capable of supporting the airplane in flight. The airplane can fly without thrust if it is placed in a gliding descent.
The tail section(or empennage) of the airplane is situated some distance to the rear of the main load-carrying sections of the fuselage and provides a balancing or stabilizing force -- much like the tail feathers on an arrow or a dart. The tail section consists of a vertical stabilizer (or fin) anda horizontal stabilizer. They are shaped to produce suitable aerodynamic forces.
The pilot and other occupants of the airplane are accommodated in the cockpit or cabin, usu
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ally seated side-by-side, with the pilot-in-command sitting on the left-hand side. Various controls and instruments are available in the cockpit to enable safe and efficient operation of the airplane and its systems.
The main controls used to fly the airplane are the flight controls and the throttle. The throttle -- usually operated by the pilot’s right hand -- controls the power supplied by the engine/propeller combination. To open the throttle, push it forward -- this increases the fuel/air supply to the engine, causing the engine to turn faster and develop more power. Pulling the throttle back, or closing it, reduces the power.
√1. The wings, the empennage, the wheels and engines are joined to the fuselage.
×2. It is the airflow under the wings that a plane can keep in the sky.
√3. Both the vertical and the horizontal stabilizers are used to balance the plane.
√4. Pushing the throttle forward increase the power.
×5. The tail section is shaped to produce the lift.
2. The cockpit of the MD-11 is arranged in the conventional manner. The Captain’s seat is on the left and the First Officer’s seat is on the right. There is a right observer’s seat behind the First Officer’s seat. Storage facilities for loose equipment are provided at each station in addition to storage areas in coatroom.
When the aircraft is ready for normal flight, most of the switches on the overhead panel will be dark(not illuminated). This informs the crew that the panel is in the correct configuration and no abnormalities are present. Under normal conditions, little used switches will illuminate blue as advisory indicators.
Three columns of alerts may be displayed on the lower third of the engine and alert display (EAD). The EAD is normally CRT 3. Level 3 alerts (warnings) have the highest priority and will not be overwritten. Level 3 alerts are displayed in red within a red box and have leading triangles. The latest level 3 alert appears at the top of the list starting at the top left of the alert area.
√1. The arrangement of the cockpit of the MD11 is in the traditional way.
×2. When there is something wrong with the overhead panel, the switches will become blue.
×3. Only the captain has storage facilities for loose equipment.
√4. The presence of normalities on the panel means everything in readiness for flight.
√5. CRT stands for cathode ray tube.
3. There are two main things that make aircraft engineering difficult: the need to make every component as reliable as possible and the need to build everything as light as possible. The fact that an aeroplane is up in the air and cannot stop if anything goes wrong, makes it perhaps a matter of life or death that its performance is absolutely dependable.
Given a certain power of engine, and consequently a certain fuel consumption, there is a practical limit to the total weight of aircraft that can be made to fly. Out of that weight as
much as possible is wanted for fuel, radio navigational instruments, passenger seats, or freight room, and, of course, the passengers or freight themselves. So the structure of the aircraft has to be as small and light as safety and efficiency will allow. The designer must calculate the normal load that each part will bear. This specialist is called the ‘stressman’. He takes account of any unusual stress that may be put on the part as a precaution against errors in manufacture, accidental damage, etc.
The stress man’s calculations go to the designer of the part, and he must make it as strong as the stress man says is necessary. One or two samples are always tested to prove that they are as strong as the designer intended. Each separate part is tested, then a whole assembly—for example, a complete wing, and finally the whole aeroplane. When a new type of aeroplane is being made, normally only one of the first three made will be flown. Two will be destroyed on the ground in structural tests. The third one will be tested in the air.

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