Axes of an aircraft. Three imaginary lines that pass through an aircraft’s center of gravity. The axes can be considered as imaginary axles around which the aircraft turns. The three axes pass through the center of gravity at 90° angles to each other. The axis from nose to tail is the longitudinal axis, the axis that passes from wingtip to wingtip is the lateral axis, and the axis that passes vertically through the center of gravity is the vertical axis. 

Axial flow compressor. A type of compressor used in a turbine engine in which the airflow through the compressor is essentially linear. An axial-flow compressor is made up of several stages of alternate rotors and stators. The compressor ratio is determined by the decrease in area of the succeeding stages. 

## B 

Back side of the power curve. Flight regime in which flight at a higher airspeed requires a lower power setting and a lower airspeed requires a higher power setting in order to maintain altitude. 

Balked landing. A go-around. 

Ballast. Removable or permanently installed weight in an aircraft used to bring the center of gravity into the allowable range. 

Balloon. The result of a too aggressive flare during landing causing the aircraft to climb. 

Basic empty weight (GAMA). Basic empty weight includes the standard empty weight plus optional and special equipment that has been installed. 

Best angle of climb (V$_{X}$). The speed at which the aircraft will produce the most gain in altitude in a given distance. 

Best glide. The airspeed in which the aircraft glides the furthest for the least altitude lost when in non-powered flight. 

Best rate of climb (V$_{Y}$). The speed at which the aircraft will produce the most gain in altitude in the least amount of time. 

Blade face. The flat portion of a propeller blade, resembling the bottom portion of an airfoil. 

Bleed air. Compressed air tapped from the compressor stages of a turbine engine by use of ducts and tubing. Bleed air can be used for deice, anti-ice, cabin pressurization, heating, and cooling systems. 

Bleed valve. In a turbine engine, a flapper valve, a popoff valve, or a bleed band designed to bleed off a portion of the compressor air to the atmosphere. Used to maintain blade angle of attack and provide stall-free engine acceleration and deceleration. 

Boost pump. An electrically driven fuel pump, usually of the centrifugal type, located in one of the fuel tanks. It is used to provide fuel to the engine for starting and providing fuel pressure in the event of failure of the engine driven pump. It also pressurizes the fuel lines to prevent vapor lock. 

Buffeting. The beating of an aerodynamic structure or surface by unsteady flow, gusts, etc.; the irregular shaking or oscillation of a vehicle component owing to turbulent air or separated flow. 

Bus bar. An electrical power distribution point to which several circuits may be connected. It is often a solid metal strip having a number of terminals installed on it. 

Bus tie. A switch that connects two or more bus bars. It is usually used when one generator fails and power is lost to its bus. By closing the switch, the operating generator powers both busses. 

Bypass air. The part of a turbofan’s induction air that bypasses the engine core. 

Bypass ratio. The ratio of the mass airflow in pounds per second through the fan section of a turbofan engine to the mass airflow that passes through the gas generator portion of the engine. Or, the ratio between fan mass airflow (lb/sec.) and core engine mass airflow (lb/sec.). 

## C 

Cabin pressurization. A condition where pressurized air is forced into the cabin simulating pressure conditions at a much lower altitude and increasing the aircraft occupants comfort. 

Calibrated airspeed (CAS). Indicated airspeed corrected for installation error and instrument error. Although manufacturers attempt to keep airspeed errors to a minimum, it is not possible to eliminate all errors throughout the airspeed operating range. At certain airspeeds and with certain flap settings, the installation and instrument errors may total several knots. This error is generally greatest at low airspeeds. In the cruising and higher airspeed ranges, indicated airspeed and calibrated airspeed are approximately the same. Refer to the airspeed calibration chart to correct for possible airspeed errors. 

