DOCSLIB.ORG

AEC-00H-PPL-S1-STUD15-Flight Instruments

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
AEC-00H-PPL-S1-STUD15-Flight Instruments Aeolus Flight Academy Inc. Flight Instruments 01 1- The workings of the heading indicator and the attitude indicator are based on … a. gyroscopic precession. b. gyroscopic inertia (rigidity in space). c. perpetual motion. d. mobility in space. 2- The "2 MIN" indication on the turn coordinator means that during a turn, … a. if the wing of the model aircraft is aligned with one of the markers, the aircraft will make a standard turn at a rate of 3° per second. b. if the wing of the model aircraft is aligned with one of the markers, the aircraft will make a standard turn at a rate of 180° per minute. c. if the wing of the model aircraft is aligned with one of the markers, the aircraft will make a standard turn at a rate of 360° per two minutes. d. All of the above. 3- The gyroscopes of the heading indicator and the attitude indicator are mounted respectively ___________ and rotate respectively about the ___________ axis. a. horizontally and vertically vertically and horizontally b. vertically and horizontally horizontally and vertically c. vertically and at an angle 35 ° horizontally and laterally d. vertically and at an angle 45 ° horizontally and laterally 4- In a C-150, which instruments are considered as control instruments ? a. Heading indicator and altimeter. b. Heading indicator and airspeed indicator. c. Attitude indicator and airspeed indicator. d. Attitude indicator and tachometer. 5- A venturi vacuum (suction) system ... a. requires an engine driven vacuum pump. b. requires an electrical driven vacuum pump. c. requires a hydraulic vacuum pump. d. does not require a vacuum pump. 6- In a C-150, which instrument(s) is/are powered by electricity ? a. Heading indicator, attitude indicator and turn coordinator. b. Heading indicator. c. Attitude indicator. d. Turn coordinator. Page 1 of 4 Aeolus Flight Academy Inc. 7- The heading indicator should be adjusted according to the reading of the compass… a. at the beginning of each flight and every 10 or 15 minutes. b. at the beginning of each flight only (when aligned with the runway). c. at the beginning of each flight and before landing. d. None of the above. 8- The turn coordinator reacts to … a. roll only. b. yaw only. c. roll and yaw. d. roll, yaw and pitch. 9- In the event of a C-172 or C-150 vacuum pump malfunction, which instruments would be affected ? a. Altimeter, airspeed indicator, vertical speed indicator. b. Heading indicator and attitude indicator. c. Airspeed indicator only. d. Heading indicator, attitude indicator and turn coordinator. 10- During a flight on the C-150, if we turn the master switch OFF, the turn coordinator will … a. keep on working as usual. b. stop working. c. show a turn to the left. d. show a turn to the right. 11- During a flight on the C-150, if we turn the master switch OFF, the heading indicator will … a. keep on working as usual. b. stop working. c. show a turn to the left. d. show a turn to the right. 12- The turn and slip indicator reacts to … a. roll only. b. yaw only. c. roll and yaw. d. roll, yaw and pitch. 13- What is the indication given by this instrument ? a. Left coordinated turn. b. Right coordinated turn. c. Right slipping turn. d. Right skidding turn. Page 2 of 4 Aeolus Flight Academy Inc. 14- In a climb, can we use the compass to recalibrate the heading indicator ? a. No. The compass is not reliable during a climb. b. No, because the aircraft is not in straight and level flight. c. Yes, as long as there is no acceleration or deceleration. d. Yes. The compass is always stable and reliable. 15- In a turn, can we use the compass to recalibrate the heading indicator ? a. No. The compass is not reliable during a turn. b. No, because the wings of the aircraft are not horizontal. c. Yes, as long as it is a constant turn. d. Yes. The compass is always stable and reliable. 16- Which instrument(s) work(s) according to the gyroscopic precession principle? a. Turn coordinator. b. Heading indicator. c. Attitude indicator. d. All of the above. 17- What is the indication given by this instrument? a. A forward slip with the left wing low. b. A forward slip with the right wing low. c. A right turn during taxiing. d. A left turn during taxiing. 18- In a C-150, which instruments are considered as performance instruments ? a. Airspeed indicator, vertical speed indicator, altimeter, heading indicator. b. Airspeed indicator, vertical speed indicator, altimeter, turn coordinator, heading indicator. c. Airspeed indicator, vertical speed indicator, altimeter, attitude indicator. d. Airspeed indicator, vertical speed indicator, altimeter, turn coordinator, attitude indicator. 19- What is the turn indication given by this instrument ? a. A slip, in flight only. b. A skid, in flight only. c. Slipping in flight or a turn during taxiing. d. Skidding in flight or a turn during taxiing. 20- In straight and level flight, what are the two main instruments to look for during visual scanning? a. The compass and altimeter. b. Heading indicator and vertical speed indicator. c. Heading indicator and altimeter. d. Airspeed indicator and altimeter. Page 3 of 4 Aeolus Flight Academy Inc. 21- The gyroscopic rotor of the turn coordinator is tilted at an angle of approximately … a. 15° b. 25° c. 35° d. 45° 22- The attitude indicator reacts to … a. roll only. b. roll and pitch. c. roll and yaw. d. roll, yaw and pitch. 23- When talking about a satellite navigation system such as GPS, a minimum of ___ satellites is required to calculate a three-dimensional position. a. 3 b. 4 c. 16 d. 24 24- The ball of the turn coordinator reacts to … a. gravity and centrifugal force. b. gyroscopic precession. c. rigidity in space. d. All of the above. 25- What is the indication given by this instrument ? a. Right turn in flight. b. Right turn during taxiing. c. Answer a and b. d. None of the above, impossible to determine. Name: _______________________________________ Date:_____________________ Mark: /25 Page 4 of 4 .
Load more

Recommended publications
  • Acnmanual.Pdf
    Advanced Coastal Navigation Coast Guard Auxiliary Association Inc. Washington, D. C. First Edition..........................................................................1987 Second Edition .....................................................................1990 Third Edition ........................................................................1999 Fourth Edition.......................................................................2002 ii iii iv v vi Advanced Coastal Navigation TABLE OF CONTENTS Introduction...................................................................................................ix Chapter 1 INTRODUCTION TO COASTAL NAVIGATION . .1-1 Chapter 2 THE MARINE MAGNETIC COMPASS . .2-1 Chapter 3 THE NAUTICAL CHART . .3-1 Chapter 4 THE NAVIGATOR’S TOOLS & INSTRUMENTS . .4-1 Chapter 5 DEAD RECKONING . .5-1 Chapter 6 PILOTING . .6-1 Chapter 7 CURRENT SAILING . .7-1 Chapter 8 TIDES AND TIDAL CURRENTS . .8-1 Chapter 9 RADIONAVIGATION . .9-1 Chapter 10 NAVIGATION REFERENCE PUBLICATIONS . .10-1 Chapter 11 FUEL AND VOYAGE PLANNING . .11-1 Chapter 12 REFLECTIONS . .12-1 Appendix A GLOSSARY . .A-1 INDEX . .Index-1 vii Advanced Coastal Navigation viii intRodUction WELCOME ABOARD! Welcome to the exciting world of completed the course. But it does marine navigation! This is the fourth require a professional atti tude, care- edition of the text Advanced Coastal ful attention to classroom presenta- Navigation (ACN), designed to be tions, and diligence in working out used in con cert with the 1210-Tr sample problems. chart in the Public Education (PE) The ACN course has been course of the same name taught by designed to utilize the 1210-Tr nau - the United States Coast Guard tical chart. It is suggested that this Auxiliary (USCGAUX). Portions of chart be readily at hand so that you this text are also used for the Basic can follow along as you read the Coastal Navigation (BCN) PE text. We recognize that students course.
    [Show full text]
  • Aviation Glossary
    AVIATION GLOSSARY 100-hour inspection – A complete inspection of an aircraft operated for hire required after every 100 hours of operation. It is identical to an annual inspection but may be performed by any certified Airframe and Powerplant mechanic. Absolute altitude – The vertical distance of an aircraft above the terrain. AD - See Airworthiness Directive. ADC – See Air Data Computer. ADF - See Automatic Direction Finder. Adverse yaw - A flight condition in which the nose of an aircraft tends to turn away from the intended direction of turn. Aeronautical Information Manual (AIM) – A primary FAA publication whose purpose is to instruct airmen about operating in the National Airspace System of the U.S. A/FD – See Airport/Facility Directory. AHRS – See Attitude Heading Reference System. Ailerons – A primary flight control surface mounted on the trailing edge of an airplane wing, near the tip. AIM – See Aeronautical Information Manual. Air data computer (ADC) – The system that receives and processes pitot pressure, static pressure, and temperature to present precise information in the cockpit such as altitude, indicated airspeed, true airspeed, vertical speed, wind direction and velocity, and air temperature. Airfoil – Any surface designed to obtain a useful reaction, or lift, from air passing over it. Airmen’s Meteorological Information (AIRMET) - Issued to advise pilots of significant weather, but describes conditions with lower intensities than SIGMETs. AIRMET – See Airmen’s Meteorological Information. Airport/Facility Directory (A/FD) – An FAA publication containing information on all airports, seaplane bases and heliports open to the public as well as communications data, navigational facilities and some procedures and special notices.
    [Show full text]
  • Module-7 Lecture-29 Flight Experiment
    Module-7 Lecture-29 Flight Experiment: Instruments used in flight experiment, pre and post flight measurement of aircraft c.g. Module Agenda • Instruments used in flight experiments. • Pre and post flight measurement of center of gravity. • Experimental procedure for the following experiments. (a) Cruise Performance: Estimation of profile Drag coefficient (CDo ) and Os- walds efficiency (e) of an aircraft from experimental data obtained during steady and level flight. (b) Climb Performance: Estimation of Rate of Climb RC and Absolute and Service Ceiling from experimental data obtained during steady climb flight (c) Estimation of stick free and fixed neutral and maneuvering point using flight data. (d) Static lateral-directional stability tests. (e) Phugoid demonstration (f) Dutch roll demonstration 1 Instruments used for experiments1 1. Airspeed Indicator: The airspeed indicator shows the aircraft's speed (usually in knots ) relative to the surrounding air. It works by measuring the ram-air pressure in the aircraft's Pitot tube. The indicated airspeed must be corrected for air density (which varies with altitude, temperature and humidity) in order to obtain the true airspeed, and for wind conditions in order to obtain the speed over the ground. 2. Attitude Indicator: The attitude indicator (also known as an artificial horizon) shows the aircraft's relation to the horizon. From this the pilot can tell whether the wings are level and if the aircraft nose is pointing above or below the horizon. This is a primary instrument for instrument flight and is also useful in conditions of poor visibility. Pilots are trained to use other instruments in combination should this instrument or its power fail.
    [Show full text]
  • E230 Aircraft Systems
    E230 Aircraft Systems Unusual Attitude School Of 6th Presentation Engineering Artificial Horizon (AH) • Indicate aircraft pitch and roll attitudes • Do not indicate climb or descend Angle of Bank markers Pitch attitude markers Horizon Line Aircraft Symbol Quick Erection Knob School of Engineering Reading Artificial Horizon School of Engineering Air-driven AH • Utilizes a type of vertical axis displacement gyro known as Earth gyro • Earth gyro – Rotor axis is perpendicular to the earth’s surface School of Engineering Effects of movement on AH • Pitch – Outer gimbal pitches up because it is attached to casing – Horizon bar is pivoted downward – Aircraft symbol is now above horizon line, indicating pitch up attitude • Roll – Both inner and outer gimbals are stabilised – Shows aircraft bank angle • Yaw – Both inner and outer gimbals move with aircraft School of Engineering Pendulous unit • Use to keep the rotor axis vertical if it wanders away from vertical position • Vanes always hang in vertical direction due to gravity, even when rotor is tilted • Air flow into the unit from the top • Reaction force is created from the air coming out from the ports at the bottom School of Engineering How Pendulous units work • When spin axis is vertical: – Equal amount of air comes out from all 4 ports at the bottom – 4 reaction forces equal and opposite and cancel one another out School of Engineering How Pendulous unit works • If spin axis wanders away from vertical: – Port B will be fully covered by the vane – Port D will be fully opened • Unbalanced air creates a force at the base (directed into viewing plane) • This force will create another precession force that rotates the spin axis back to vertical.
    [Show full text]
  • Chapter: 4. Approaches
    Chapter 4 Approaches Introduction This chapter discusses general planning and conduct of instrument approaches by pilots operating under Title 14 of the Code of Federal Regulations (14 CFR) Parts 91,121, 125, and 135. The operations specifications (OpSpecs), standard operating procedures (SOPs), and any other FAA- approved documents for each commercial operator are the final authorities for individual authorizations and limitations as they relate to instrument approaches. While coverage of the various authorizations and approach limitations for all operators is beyond the scope of this chapter, an attempt is made to give examples from generic manuals where it is appropriate. 4-1 Approach Planning within the framework of each specific air carrier’s OpSpecs, or Part 91. Depending on speed of the aircraft, availability of weather information, and the complexity of the approach procedure Weather Considerations or special terrain avoidance procedures for the airport of intended landing, the in-flight planning phase of an Weather conditions at the field of intended landing dictate instrument approach can begin as far as 100-200 NM from whether flight crews need to plan for an instrument the destination. Some of the approach planning should approach and, in many cases, determine which approaches be accomplished during preflight. In general, there are can be used, or if an approach can even be attempted. The five steps that most operators incorporate into their flight gathering of weather information should be one of the first standards manuals for the in-flight planning phase of an steps taken during the approach-planning phase. Although instrument approach: there are many possible types of weather information, the primary concerns for approach decision-making are • Gathering weather information, field conditions, windspeed, wind direction, ceiling, visibility, altimeter and Notices to Airmen (NOTAMs) for the airport of setting, temperature, and field conditions.
    [Show full text]
  • OSR ISS ISU Rev 0
    U.S. Department of Transportation Federal Aviation Administration Washington, DC Operational Suitability Report (OSR) Revision: Original Date: 08/06/2018 Innovative Solutions & Support Integrated Standby Unit with Autothrottle Christy Helgeson, Chair Flight Standardization Board (FSB) Federal Aviation Administration (FAA) Small Aircraft Branch 901 Locust Street, Room 332 Kansas City, MO 64106 Telephone: (816) 329-3238 Fax: (816) 329-3241 Innovative Solutions & Support Revision: Original Integrated Standby Unit with Autothrottle 08/06/2018 Operational Suitability Report TABLE OF CONTENTS Section Page RECORD OF REVISIONS .............................................................................................................3 1. PURPOSE AND APPLICABILITY ........................................................................................4 2. DESCRIPTION ........................................................................................................................4 3. PROCEDURES FOR USE OF THE ISU A/T .........................................................................7 4. SPECIFICATIONS FOR TRAINING AND CHECKING ......................................................7 2 of 7 Innovative Solutions & Support Revision: Original Integrated Standby Unit with Autothrottle 08/06/2018 Operational Suitability Report RECORD OF REVISIONS Revision Number Sections Date Original All 08/06/2018 3 of 7 Innovative Solutions & Support Revision: Original Integrated Standby Unit with Autothrottle 08/06/2018 Operational Suitability Report
    [Show full text]
  • FAA-H-8083-15, Instrument Flying Handbook -- 1 of 2
    i ii Preface This Instrument Flying Handbook is designed for use by instrument flight instructors and pilots preparing for instrument rating tests. Instructors may find this handbook a valuable training aid as it includes basic reference material for knowledge testing and instrument flight training. Other Federal Aviation Administration (FAA) publications should be consulted for more detailed information on related topics. This handbook conforms to pilot training and certification concepts established by the FAA. There are different ways of teaching, as well as performing, flight procedures and maneuvers and many variations in the explanations of aerodynamic theories and principles. This handbook adopts selected methods and concepts for instrument flying. The discussion and explanations reflect the most commonly used practices and principles. Occasionally the word “must” or similar language is used where the desired action is deemed critical. The use of such language is not intended to add to, interpret, or relieve a duty imposed by Title 14 of the Code of Federal Regulations (14 CFR). All of the aeronautical knowledge and skills required to operate in instrument meteorological conditions (IMC) are detailed. Chapters are dedicated to human and aerodynamic factors affecting instrument flight, the flight instruments, attitude instrument flying for airplanes, basic flight maneuvers used in IMC, attitude instrument flying for helicopters, navigation systems, the National Airspace System (NAS), the air traffic control (ATC) system, instrument flight rules (IFR) flight procedures, and IFR emergencies. Clearance shorthand and an integrated instrument lesson guide are also included. This handbook supersedes Advisory Circular (AC) 61-27C, Instrument Flying Handbook, which was revised in 1980.
    [Show full text]
  • Study of the Pilot's Attention in the Cabin During the Flight Auxiliary Devices Such As Variometer, Turn Indicator with Crosswise Or Other
    Journal of KONES Powertrain and Transport, Vol. 25, No. 3 2018 ISSN: 1231-4005 e-ISSN: 2354-0133 DOI: 10.5604/01.3001.0012.4309 STUDY OF THE PILOT’S ATTENTION IN THE CABIN DURING THE FLIGHT Mirosław Adamski, Mariusz Adamski, Ariel Adamski Polish Air Force Academy, Department of Aviation Dywizjonu 303 Street 35, 08-521 Deblin, Poland tel.: +48 261 517423, fax: +48 261 517421 e-mail: [email protected] [email protected], [email protected] Andrzej Szelmanowski Air Force Institute of Technology Ksiecia Boleslawa Street 6, 01-494 Warsaw, Poland tel.: +48 261 851603, fax: +48 261 851646 e-mail: [email protected] Abstract The pilot, while performing certain tasks or being in the battlefield environment works in a time lag. He is forced to properly interpret the information and quickly and correctly take action. Therefore, the instruments in the cabin should be arranged in such a way that they are legible and the operator have always-easy access to them. Due to the dynamics of the aircraft and the time needed to process the information by the pilot, a reaction delay occurs, resulting in the plane flying in an uncontrolled manner even up to several hundred meters. This article discusses the VFR and IFR flight characteristics, the pilot’s attention during flight, cabin ergonomics, and the placement of on-board instruments having a significant impact on the safety of the task performed in the air. In addition, tests have been carried out to determine exactly what the pilot’s eye is aimed at while completing the aerial task.
    [Show full text]
  • Flight Instruments - Rev
    Flight Instruments - rev. 9/12/07 Ground Lesson: Flight Instruments Objectives: 1. to understand the flight instruments, and the systems that drive them 2. to understand the pitot static system, and possible erroneous behavior 3. to understand the gyroscopic instruments 4. to understand the magnetic instrument, and the short comings of the instrument Justification: 1. understanding of flight instruments is critical to evaluating proper response in case of failure 2. knowledge of flight instruments is required for the private pilot checkride. Schedule: Activity Est. Time Ground 1.0 Total 1.0 Elements Ground: • overview • pitot-static instruments • gyroscopic instruments • magnetic instrument Completion Standards: 1. when the student exhibits knowledge relating to flight instruments including their failure symptoms 1 of 3 Flight Instruments - rev. 9/12/07 Presentation Ground: pitot-static system 1. overview (1) pitot-static system uses ram- air and static air measurements to produce readings. (2) pressure and temperature effect the altimeter i. remember - “Higher temp or pressure = Higher altitude” ii. altimeters are usually adjustable for non-standard temperatures via a window in the instrument (i) 1” of pressure difference is equal to approximately 1000’ of altitude difference 2. components (1) static ports (2) pitot tube (3) pitot heat (4) alternate static ports (5) instruments - altimeter, airspeed, VSI gyroscopic system 1. overview (1) vacuum :system to allow high-speed air to spin certain gyroscopic instruments (2) typically vacuum engine-driven for some instruments, AND electrically driven for other instruments, to allow back-up in case of system failure (3) gyroscopic principles: i. rigidity in space - gyroscopes remains in a fixed position in the plane in which it is spinning ii.
    [Show full text]
  • FAA-H-8083-3A, Airplane Flying Handbook -- 3 of 7 Files
    Ch 04.qxd 5/7/04 6:46 AM Page 4-1 NTRODUCTION Maneuvering during slow flight should be performed I using both instrument indications and outside visual The maintenance of lift and control of an airplane in reference. Slow flight should be practiced from straight flight requires a certain minimum airspeed. This glides, straight-and-level flight, and from medium critical airspeed depends on certain factors, such as banked gliding and level flight turns. Slow flight at gross weight, load factors, and existing density altitude. approach speeds should include slowing the airplane The minimum speed below which further controlled smoothly and promptly from cruising to approach flight is impossible is called the stalling speed. An speeds without changes in altitude or heading, and important feature of pilot training is the development determining and using appropriate power and trim of the ability to estimate the margin of safety above the settings. Slow flight at approach speed should also stalling speed. Also, the ability to determine the include configuration changes, such as landing gear characteristic responses of any airplane at different and flaps, while maintaining heading and altitude. airspeeds is of great importance to the pilot. The student pilot, therefore, must develop this awareness in FLIGHT AT MINIMUM CONTROLLABLE order to safely avoid stalls and to operate an airplane AIRSPEED This maneuver demonstrates the flight characteristics correctly and safely at slow airspeeds. and degree of controllability of the airplane at its minimum flying speed. By definition, the term “flight SLOW FLIGHT at minimum controllable airspeed” means a speed at Slow flight could be thought of, by some, as a speed which any further increase in angle of attack or load that is less than cruise.
    [Show full text]
  • ASA Ch 3 the Instrument - Workbook Questions
    ASA Ch 3 The Instrument - Workbook Questions 1. The flight instruments are commonly grouped into basic categories based on the a. physical properties they rely on to work. b. whether they are used on the ground or in flight. c. Library of Congress catalog system, Dewey Decimal. 2. The basis of a conventional attitude indicator is a self-erecting a. vertical card mounted on a swivel. b. attitude flag arranged on a diagonal. c. gyroscope spinning on a vertical axis. 3. If the spin axis of the attitude indicator gyroscope moves off the vertical for some reason, the internal mechanism will realign it at a rate of approximately a. 3 degrees per second. b. 3 degrees per minute. c. 3 degrees per hour. 4. Occasionally, the miniature airplane on the attitude indicator may require repositioning while in level flight, due to changes in a. altitude (and corresponding air density). b. pitch attitude (associated with airspeed changes). c. the Earth’s gravitational forces. 5. If the attitude indicator experiences a failure of the power source, it will a. be unusable. b. continue to function if you maintain the same heading. c. still be a valid source of bank attitude. 6. Acceleration of the aircraft may cause the gyroscope to move off vertical, moving the horizon line a. toward the pilot. b. in the direction of the turn. c. to an incorrect position. 7. During a rapid acceleration, the horizon line will move down and the attitude indicator will indicate a false climb. a. True b. False 8. To avoid false indications when speeding up or slowing down, a pilot should increase the instrument scan rate a.
    [Show full text]
  • Finish Your Private Pilot License
    THE PRIVATE PILOT LEARNING GUIDE STOPPING A TURN CARDINAL DIRECTIONS Coordinated aileron and rudder pressure in the direction opposite When referencing the magnetic compass or heading indicator, always TURNS the bank will return the airplane to a level attitude. As with the associate one of the eight cardinal directions with the number on roll in the roll out of a bank attitude requires rudder deflection to the indicator. This will assist you in keeping spatially oriented and overcome adverse yaw. Relax elevator back pressure to return to a will be very important later in your training when you must visualize Rolling the airplane into a banked attitude results in a turn. Since the flight path is now curved there is an level pitch attitude as the bank attitude decreases. Neutralize the runway directions and while doing cross country navigation. controls when reaching a level sight picture. acceleration force. The increased force is directly related to the bank attitude used for the turn. A shallow As an aircraft rotates about its longitudinal axis, the lifting force bank attitude results in a slowly changing flight path, creating only a small increase in load factor. also rotates remaining perpendicular to the wingspan. When the airplane is in a bank, this redirected lift causes the airplane to turn. 60o As discussed earlier in this chapter, turning results in a curved flight path and additional load. The increase in load is due to centrifugal 40o force and is present anytime the airplane is turning. The centrifugal force combines with the airplane’s weight resulting in “load” opposite to lift.
    [Show full text]