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An aircraft certified for IFR flight will include
pitot heat and alternate static.
After flying into icing conditions a descent is start by pitching the aircraft nose down and the airspeed starts to decrease. The reason is that the
pitot tube has become blocked with ice, including the drain port.
With the static port blocked, the airspeed will
under-read more and more as the aircraft climbs.
When is it expected that the airspeed indicator will read zero?
During low speed taxi.
and
When the pitot is blocked but the drain port on the back of the pitot is open.
The result if the instrument's static pressure line becomes disconnected inside a pressurized cabin during cruising flight the altimeter
and airspeed indicator will both read low.
The airspeed indicator measures the
pressure difference between the pitot tube and the static port.
With reference to the airspeed indicator, density error must be considered when
flying in non-standard temperature.
flying in non-standard pressure.
Question text
When flying above sea level under standard temperature conditions an airspeed indicator will read
less than true airspeed.
The airspeed indicator reads 120 KIAS while flying in standard temperature and the altimeter setting 29.92 in Hg at 10 000 feet ASL. The estimated, rule of thumb, true airspeed is
144 KTAS.
Increase the indicated airspeed by 2% per 1 000 feet of altitude.
At 10 000 feet we need to increase the indicated speed by (10 x 2% =) 20%
120 KIAS x 1.2 = 144 KTAS
With a blocked static port, the airspeed indicator will
over-read in a descent.
The bottom end of the white arc on the airspeed indicator corresponds to the
power-off with full flap stall speed.
The high limit of the green arc on the airspeed indicator corresponds to the
maximum structural cruising speed.
In the event of an engine failure on a multi-engine aeroplane, the pilot should pitch for the airspeed marked by the
blue line
Calibrated airspeed can be calculated by
consulting the POH/AFM
True airspeed is important to a pilot because it
is the actual speed of the aircraft through the air and is used for flight planning.
True airspeed can be calculated by using
flight computer
true airspeed indicator
rule of thumb
The speed below which it is not possible to control the aeroplane while maintaining straight and level flight is called
Vmc
The speed at which the aircraft is committed to fly and cannot stop on the remaining runway is known as
V1
Vsse is an airspeed that is . . . . . Vs.
Higher than
Va describes the speed
beyond which full application of the controls will over-stress the aircraft.
Vle describes the
maximum speed permissible with landing gear extended.
The airspeed that must be attained in order to climb to the cruise altitude in the shortest possible time with all engines for a multi-engine aircraft is
Vy
Shortly after takeoff in a multi-engine aircraft there is a loss of one engine. In order to clear the obstacles ahead, pitch for the
Vxse
Departing from Winnipeg with the altimeter setting of 29.82 in Hg and flying the entire route on that setting. Upon arriving in Calgary with a circuit height of 4 400 feet ASL and an altimeter setting of 29.94 in Hg. With the wrong altimeter setting the circuit will be flown
1 inch of Mercury is equal to 1 000 feet.
29.94 - 29.82 = 0.12 x 1 000 = 120 feet
Because the pressure has increased, the flight is into an area of higher pressure, therefore we are higher than indicated.
120 ft too high
While flying from Dauphin en route to Kenora, eastbound in the Northern Hemisphere, the aircraft's heading has to be continually corrected to the left. The aircraft is flying towards a
Remember high to low look out below. If the pilot maintain the true altitude (not really a practical thing) the indicated altitude would rise as the aircraft flies towards the low (lower pressure the altimeter reads higher, whether climbing or flying horizontally into lower pressure). Since we cannot fly based on true altitude but use indicated---as the pilot maintains the indicated altitude the aircraft will end up descending because of the overreading altimeter.
The correct answer is: low pressure system and the altimeter will be reading high.
Flying into Whitehorse, Yukon on a crisp winter day. The altimeter setting is 31.20 in Hg because of the extremely dense cold air. What should the pilot set as the altimeter setting when flying below 18 000 feet ASL?
31.00 in Hg and read the altimeter as indicated.
What considerations must be applied for non-standard temperatures regarding the altimeter?
Given the same pressure you will be flying lower on a colder day than on a warm day at the same indicated altitude. The altimeter responds to a calibrated change in pressure according to standard atmosphere. This change will occur more quickly in dense air (think of it as compressed). Even with an altimeter that is set to read airport elevation on the ground, as you climb the error will continue to increase the higher you are, assuming below or above standard temperature.
The correct answer is: During colder than standard temperature the altitude is lower than indicated.
The altimeter error referred to as mountain effect exists when
winds increase when deflected around mountains or through valleys.
Given: Altimeter setting 29.94 in Hg
Indicated altitude 6 500 feet
The pressure altitude is
29.92 in Hg - 29.94 in Hg = -0.02 inch x 1 000 = -20 feet + 6 500 feet = 6 480 feet
The correct answer is: 6 480 feet.
Given: Altimeter setting 31.00 in Hg
Indicated altitude 8 500 feet
Temperature 5° F
The density altitude is
1st Calculate PA: 29.92 - 31.00 = -1.08 x 1 000 = -1 080 + 8 500 = 7 420 feet
2nd Convert temperature into Celsius: 5°F = -15°C
Match PA 7 420 feet with -15°C on right window of E6B
Read Density Altitude in small window 5 400 feet
The correct answer is: 5 400 feet.
Given: Altimeter setting: 29.92 in Hg
Indicated altitude 7 000 feet
Temperature -25°C
The true altitude is
Since altimeter setting is 29.92, indicated Altitude is same as PA
Match PA 7 000 feet with -25°C on left window of E6B
Opposite of Indicated/Calibrated Altitude on inner Circle (70), read True Altitude on outer circle 6 300 feet
A compass will read most accurately during turns when
positioned over the equator.
Easterly variation implies that
a compass seeking magnetic north would swing east from true north.
When an aircraft is flying along an isogonic line
predictable correction must be applied to find true north.
When converting from magnetic to true heading or track with easterly variation
add the variation.
True to magnetic conversion use east is least which means subtraction.
However, in this question the conversion is in the opposite direction, from magnetic to (or back to) true is asked for. So the opposite is used.
To use an airway originating off a VOR compass rose with the airway track of 038°. To fly parallel to this airway using the GPS/GNSS the track to fly given 10°W variation is
This question gives magnetic and the answers are in true.
That you are now converting from magnetic to true and so the opposite rule applies, west best, from what you are normally do. Westerly is subtracted in this question.
028°T.
Compass swinging refers to the
calibration of a magnetic compass.
When setting the instruments during the pre-flight and run-up. The compass lubber line is one line to the right of 030° which should be set on the heading indicator as
025°
Recall that the compass is labeled opposite from the direction indicator.
When turning from a heading of 020° to a heading of 090° the compass will
momentarily show a turn in the opposite direction.
When turning near a heading of North, the compass will lag. This lag will initiate with the turn, by lagging towards a northerly direction.
The compass is mounted so it is suspended like pendulum and can rotate/pivot. Because the compass can swing and rotate it causes side effects. As the aircraft turns from North the compass wants to stay aligned with North, but as it swings (like a pendulum) is changes its alignment with the magnetic field causing it to rotate. When turning from North it rotates away from the turn and then lags behind. When turning from the South it rotates into the turn and then leads.
While cruising straight and level in the Northern Hemisphere a climb is suddenly initiated while on a heading of 120°. The compass will show
An initiated climb acts the same way as deceleration. This goes back to basic aircraft handling, Attitude Power Trim (APT). A climb is started by changing attitude first. This will cause a lose in airspeed. Once the speed is reduced to climb speed power is added to maintain the climb speed. The fact it states sudden climb means that a cruise climb is not happening. Cruise climb is where the nose is lifted slightly to initiate the climb which would not create as noticeable change in speed.
The correct answer is: a turn towards the south.
While taxiing along a heading of 180°M the aircraft is accelerated and the compass is expected to show
no error, the aircraft is on a south heading.
The best time to set the heading indicator according to the compass is when
in unaccelerated flight.
A gimbal is a gyroscopic mounting that
allows the gyros axis to pivot in any direction.
The power source for the turn-coordinator is typically
electrical
The positive characteristic of the gyro installed in the heading indicator is called
rigidity in space
When a taildragger aeroplane lifts its tail during the takeoff roll it wants to veer to the left which is the result of
gyroscopic precession.
Directional gyro mode (also referred to as “FREE” mode) – used when
Is used when magnetic heading references are not reliable (e.g. in polar regions).
A slaved gyro magnetic compass eleminates the turning errors associated with a magnetic compass through the use of a
directional gyro slaved to a remote compass
Magnetic slaved information (also referred to as “SLAVE” mode) – used when
This mode is used when magnetic heading references are reliable.
The primary advantage of the heading indicator is that it is
able to present heading in a more error free way as compared to the compass.
It is recommended to set the heading indicator
before takeoff and every 15 minutes thereafter.
The smallest graduation on the heading indicator is typically
5°
When turning east from a heading of north the heading indicator will
show a turn to the east at the proper rate.
The gyro wheel in a heading indicator is mounted
vertically and spinning about the horizontal axis.
The first three bank angle marks on the attitude indicator are
10 deg
During acceleration the attitude indicator can be expected to indicate
a climb
What typically causes an attitude indicator to tumble?
Excessive pitch or bank
A venturi driven vacuum system
runs provided the aircraft has reached cruise speed.
The gyro in an attitude indicator is
mounted horizontally and spins about the vertical axis.
Primarily the difference between the turn and bank indicator and the turn coordinator is that the
turn coordinator also indicates rate of roll.
With the turn needle halfway from the top of a turn and bank indicator to the doghouse, a turn from a heading of 030° to a heading of 060° will take approximately
This indication is half the standard rate turn, so now it will take double the time.
20 sec
During a rate one turn to the right the ball on the turn coordinator deflects to the left. What input is required to stabilize the aircraft in a rate one turn to the right?
Think of the extreme case where a plane is doing a standard rate turn with the rudder alone and the wings flat. If attempting to correct this with rudder alone then the turn is erased. It would seem that a combination of rudder and aileron will be required to correct this scenario even in the case where the wing was not flat. By adding left rudder we are also changing the rate of turn (less) and so aileron also needs to be added to the right to maintain the standard rate turn.
The correct answer is: Left rudder and right aileron
During a skidding turn cf —>
centrifugal force exceeds the force of gravity on the ball.
During straight and level flight a rudder was stepped on. This would cause the aircraft to
enter a skidding turn.
During a forward slip the turn coordinator should indicate wings
level with the ball towards the low wing of the aircraft.
The turn coordinator is a rate instrument. It does not show bank angle. A turn coordinator will show a roll rate and a yaw rate. When in a forward slip there is no roll or yaw rate, the aircraft is not changing bank or changing heading, so the wings in the turn coordinator will remain level. Gravity is pulling the ball towards the low wing of the aircraft.
While turning right when taxiing the turn coordinator's miniature aircraft indicates a
right bank and ball moves to the left.
The gyro in a turn coordinator is mounted
vertically along the horizontal axis with a canted gimbal.
The gyro in a turn and slip indicator is mounted
vertically along the horizontal axis while spinning away from the pilot.
What bank angle is required for a standard rate turn at 90 KTAS?
KTAS / 10 + 7 = Bank Angle
90 / 10 + 7 = 16°
The correct answer is: 16
Which is the correct expression for performance
Attitude + Power = Performance
The control Instruments are the
attitude indicator and tachometer.
The purpose of the performance instruments is
to confirm the attitude and power settings.
Which are common error in instrument scanning ?
fixation
Omission
Overemphasizing
Interpretation in instrument flying means
getting the correct mental image of what is happening.
The loss of suction indicated on the suction gauge means that the . . . . . unreliable.
attitude indicator and heading indicator are
It is true regarding an unusual attitude recovery, where the nose is excessively pitched up and approaching stall, that the
airspeed indicator and turn coordinator are the primary instruments used.
ALT and VSI are reliable in unusual attitude recoveries. T or F
False
