Flight Instruments - PowerPoint Presentation

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Flight Instruments - PPT Presentation

Flight Instruments Overview 2015 Coast Flight Training All Rights Reserved Understanding will increase ability to safely utilize the instruments Three Categories PitotStatic Gyroscopic Magnetic ID: 445992

training flight 2015 coast flight training coast 2015 rights reserved altitude static pressure indicator turn pitot magnetic airspeed instruments speed temperature gyro

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Slide1

Flight InstrumentsSlide2

Flight Instruments Overview

Understanding will increase ability to safely utilize the instruments

Three Categories:

Pitot-Static

Gyroscopic

MagneticSlide3

Pitot-Static System

Consists of Three Instruments

and Related Components:

Air Speed Indicator

Altimeter

Vertical Speed Indicator

All about pressuresSlide4

Instrument Locations

Pitot-Static System

Uses pitot tube to sense total air pressure (dynamic + static)

Static port to sense the static pressure within the dynamic flowSlide6

Altimeter

Only instrument to show altitude

Most vital

Uses an aneroid wafer to hold ISA pressure

Senses the difference between the outside static pressure and the pressure in the aneroid wafer

Difference is transmitted through gears to indicate altitude above ISASlide7

Types of Altitudes

Indicated: Read off the altimeter

Pressure: Altitude above the Standard Datum Plane (ISA)

Density: Pressure altitude corrected for variations in temperature

True: Altitude above sea level (MSL)

Absolute: Altitude above ground (AGL)Slide9

Pressure Altitude

Indicated Altitude when

Kollsman

Window set to 29.92Slide10

Calculating Pressure Altitude

To calculate pressure altitude:PA = field elevation + (29.92 – altimeter setting) x 1000Note: Elevation refers to physical height above sea level;

it can be an altitude in flight

Density Altitude

Density of a medium is affected by the temperature

Think of molasses: is it harder or easier when it is warm?

Density of Air has a direct effect on:

Lift

Prop Efficiency

Engine Power Output

The 3

H’s

High

Hot

HumidSlide12

Density Altitude

Density of a medium is affected by the temperature

Think of molasses: is it harder or easier when it is warm?

Density of Air has a direct effect on:

Lift

Prop Efficiency

Engine Power Output

The 3

H’s

High

Hot

HumidSlide13

Calculating Density Altitude

To calculate Density Altitude:DA = PA + (120 x (OAT °C– ISA temperature °C))Note: ISA refers to the temperature it should be at the local altitude under standard temperature conditions. Example, sea level = 15°C, 6000 feet = 3°C. (use the temperature lapse rate of 2°C per 1000’ increase in altitude)

Hazards of Pressure

High to low, look out below

Go from High to Low pressure

Difference between static and reference pressure in the wafer becomes larger and causes an increase in altitude

The pilot will view this disturbance and descend which places him at a lower true altitude and consequently, a lower absolute altitudeSlide15

Hazards of Pressure

Hazards of Temperature

Hot to cold, look out below

Go from Hot area to Cold area

Same pressure sensed by the altimeter will occur at a lower true altitude

Places the airplane at a lower absolute altitude

The atmosphere compresses (contracts) when coldSlide17

Hazards of Temperature

Hazard Remedies

Update altimeter settings frequently as practical through nearest weather or controller

Don’t forget: 1” Hg variation = 1000 feet difference.

Not easily noticeable in flight because the pilot steadily decreases/increases true altitude while the altimeter is held constant

Check altimeter prior to flight: 75 feet Slide19

Vertical Speed Indicator

Shows a climb or descent rate

Instrument Relies upon static pressure and is used to sense a change in pressure

Compares instantaneous reference of static pressure within a diaphragm to a delayed reference of static pressure within the case

Trend information: Initial indication can be used to make minor corrections during flight

Rate Information: Shows a stabilized rate of change in altitudeSlide20

Vertical Speed Indicator

The case contains a diaphragm connected directly to the static lineThe case is connected to the static line through a calibrated leak

VSI Instrument Check

Should indicate 0 before flight

Stuck on different indication? No problem!

Use new indication as the baselineSlide22

Airspeed Indicator

Utilizes both the pitot tube and the static port

Supplies two pressures: Ram and Static

References the two against each other to show difference

Difference is read in Knots

Most susceptible to blocks, consider a pitot tube coverSlide23

Airspeed Indicator

The case contains a diaphragm connected to the pitot (ram air) lineThe case is connected to the static line

Types of Airspeed

Indicated: Direct from instrument. No compensation for errors (KIAS)

Calibrated: KIAS corrected for instrument installation error (KCAS)

Equivalent: KCAS corrected for compressibility effects (EAS)

True Airspeed: EAS corrected for temperature and altitude (TAS)

Groundspeed: Speed above the ground (GS)

Boat AnalogySlide25

Airspeed Indicator Markings

White Arc: Flap Operating Range

Green Arc: Normal Operating Range

Yellow Arc: Cautionary Range (Smooth air only)

Red Line: Never Exceed SpeedSlide26

Airspeed Limitations

– Stall Speed (Flaps Extended)

– Stall Speed (Normal Condition)

– Best Angle of Climb

– Best Rate of Climb

– Flap Extension Speed

– Maneuvering Speed

– Normal Operating Limit

– Maximum Structural Cruising SpeedSlide27

Socrative Short Answer

–

102

89 - 113

125

154

Archer 3 Airspeed IndicatorSlide28

Airspeed Instrument Check

Should read 0 or slightly moving in a strong headwind

Checked for function on the takeoff roll

Abort takeoff if no indication on takeoff rollSlide29

Pitot Static Errors

If instruments don’t agree, assume error

Two fail-safes:

Alternate Static Source

Pitot HeatSlide30

Blocked Static System

Altimeter Stays Frozen

VSI remains zero as it cannot sense a differential

Airspeed Indicator will give inaccurate readings

Will act as an altimeter

Why is this dangerous?

Think too fast on approach, inducing a stallSlide31

Blocked Pitot Tube

Airspeed Indicator reads 0

Land as soon as practical

Proper Pitch and Power Produces a Predictable PerformanceSlide32

Blocked Pitot Tube Drain Hole

Not applicable to Piper, but possible in Cessna

Increases airspeed in climb, decreases airspeed in descentSlide33

The Pitot Static Mast

Incorporates the Pitot Tube and Static Ports all-in-one

One Pitot Hole

Two Static Holes for Varying Angles of AttackSlide34

Gyroscopic Principles

Rigidity in Space

Newton’s First: Object at rest stays at rest

Allows a basketball player to spin a ball on the tip of his finger

Spin up a gyro, use it as a reference to identify deviations from the original rotational plane

Precession

Turning/Tilting characteristic

Force applied, realized 90 degrees in the direction gyro is spinning

Friction/External Forces can cause a gyro to wander from original locationSlide35

Gyroscopic Power

Driven by air pressure from a vacuum pumpSlide36

Vacuum System

Consists of Two Instruments

and Related Components:

Attitude Indicator

Heading Indicator

(

Directional Gyro)

All about spinning wheelsSlide37

Instrument Locations

Attitude Indicator

Provides Pitch and Bank information

Gyro spins on a horizontal plane

Gyro moves in the roll / pitch axes and attached to a card that faces the pilot

Card has horizon, pitch and bank information on it

Plane is really moving around the gyroSlide39

Attitude Indicator Check

Should be aligned within 5 minutes

Adjust the miniature airplane to the horizon from your POV

5 degrees of difference

A note about pendulous vanesSlide41

Heading Indicator

Heading information without the nuisance of compass errors

Gyro stays in a vertical plane

Is subject to errors cause by friction at about 15 degrees per hourSlide42

Heading Indicator Check

Align to magnetic heading every 15 minutes and at beginning of flight

Should indicate known headings during taxi

Match the magnetic compass during straight and level,

unaccelerated

flightSlide44

Electrical Gyroscopic Instruments

One Instruments is powered by Electricity supplied by the Battery:

Turn Coordinator

Still operates on the same principles as vacuum systemSlide45

Instrument Locations

Turn Coordinator / Slip-Skid Indicator

Instrument relies on controlled precession in order to indicate rate of turn

Mounting of the gyro allows to sense both roll rate and turn rate

Reacts to movement about horizontal plane as aft pressure increases

Slip and Skid indicator indicates Yaw

Maintain coordinated flight (perpendicular to relative wind)Slide47

How does the TC Work?

Uses principle of precessionYaw from turn causes force on side of gyroForce is translated 90 deg in direction of spin, which rolls the gyro and mini airplane or needle

Skidding vs. Slipping

Skidding Turn

Nose is yawed in the direction of the turn

Slipping Turn

Nose is yawed away from the direction of the turnSlide49

Turn Coordinator Check

Checked while taxiing

Airplane indicate a turn in the direction the plane is moving

Ball should move outside of the turnSlide50

Magnetic Instruments

One magnetic compass

Affected by the earth’s magnetic fieldsSlide51

Magnetism

Magnet is a piece of metal containing iron that has a north and south pole which attracts magnetic flux

The earth acts as a giant magnet, so a magnet can be aligned with the earths flux fields

Magnet floats in kerosene fluid and is always trying to stay with magnetic north

Airplane pivots around the compass

Pilot sees headings as etched into the cardSlide53

Compass Errors - Variation

The difference between true and magnetic north

Aeronautical charts referenced to true

Runways aligned with magnetic

Variation needs to be taken into considerationSlide54

Compass Errors - Deviation

Any error caused by a magnetic field other than the earths

This could be a battery, magneto, alternator, or other electromagnetic disturbance

When a mechanic aligns the aircraft with known magnetic headings, he can denote deviation

Compass Deviation CardSlide55

Magnetic Dip

Occurs when lines of flux dip into the earth over the poles

Compass has a dip compensating weight

Weight is the cause of northerly turning errors

Also the cause of acceleration errorsSlide56

Northerly Turning Error

Undershoot North

Overshoot South

UNOSSlide57

Acceleration Error

On an East or West Heading

Acceleration indicates a turn to the North

Deceleration (or negative acceleration) indicates a turn to the south

ANDSSlide58

Oscillation Error

Combination of all the errors results in small movements, or swings in the compass indications

Why we use the heading indicator in IMCSlide59

Digital Flight Instruments

Newer Aircraft include a PFD and MFD

Primary Flight Display and Multi-Function Display

Both integrate all of the engine parameter and flight instruments into two large, panel mounted screensSlide60

PFD

Airspeed

Altitude

VSI

Heading

Turn CoordinatorSlide61

MFD

Required Instruments for Flight – 91.205

Changes for day and night

ATOMATOFLAMES Acronym – day

FLAPS - Night

Read and Highlight the Regulation

MEMORIZE!Slide63

ELT Requirements – 91.207

Batteries to be replaced:

1 hour of cumulative use

50% of useful life

Does not apply:

Aircraft engaged in training if within 50 miles

Agricultural

Not carrying more than one personSlide64

Inoperative Instruments – 91.213

Does an MEL Exist?

May be without MEL if:

Non-turbine

Not part of ATOMATOFLAMES or FLAPS

Option 1: Remove from the Aircraft, adjust maintenance records

Option 2: Deactivate and placard inoperative

Both options require that PIC make safety determination

Final Option: Special Flight PermitSlide65

References

Pilot’s Handbook of Aeronautical Knowledge

Federal Aviation Regulations

Flight Instruments - PowerPoint Presentation

Flight Instruments - PPT Presentation

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