Aircraft Flashcards

1
Q

What is an Attitude Indicator and how does it work?

A

The Attitude Indicator is a gyroscopic instrument that shows the aircrafts Angle of Bank and Pitch.

Together with other instruments it allows the pilot to fly without external reference (at night, in cloud, over an expanse of water with no horizon in view).

A gyro is a rapidly rotating wheel (normally anti-clockwise,9-12,000rpm) which creates a centrifugal force. This force makes the wheel resistant to movement. The gyro wheel is suspended in 2 gimbals, and weighted at the bottom with a pendulum which keeps the gyro perpendicular to the earth, regardless of the manoeuvring of the aircraft.

The gyros rotation is maintained by either:

  • A suction pump or create airflow over the gyro disc which has notches or ‘buckets’ around its circumference (‘water wheel’ effect). Mainly used in lighter aircraft, or
  • Using an electric motor.

Failure of either system will freeze the display or give erroneous readings- electrical failure ‘flags’ or pump information is therefore also provided.

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2
Q

What does the Airspeed Indicator show and how is it measured?

A

The Airspeed Indicator provides the pilot with airspeed information in knots- called Indicated Airspeed. Different colour bands draw the pilots attention to various airframe limitations, for example a band might show the range at which the aircrafts flaps can be used.

The Pitot tube protrudes from the aircraft in the direction of airflow to sense Static and Dynamic Pressure. Static Pressure is removed from Pitot Pressure by means of a Static Vent, and Dynamic Pressure is displayed on the A.S.I.

The Pitot tube can become blocked by detritus or ice, especially at high altitudes, so they are often heated. On larger aircraft multiple redundancy will be achieved by utilising 2 Pitot tubes- one on each side of the aircraft.

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3
Q

What does an Altimeter measure and how does it work?

A

An Altimeter provides the pilot with ‘level’ information which is measured in feet (in the Europe).

Altimeters are a sealed unit with only one input- a Static Vent. As Static Pressure reduces the sealed capsule expands. The opposite is also true. The smallest of expansions and contractions are measured, geared and then displayed on the Altimeter. The datum pressure of the sealed capsule is adjusted on the altimeter by rotating a nob (set for QNH, QFE, SAS).

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4
Q

What is a Vertical Speed Indicator (V.S.I.) and how does it work?

A

A Vertical Speed Indicator displays the rate at which an aircraft climbs or descends and is measured in feet per minute.

Inside the V.S.I. a sealed capsule expands and contracts as Static Pressure changes. The capsule has one small calibrated hole or vent, which allows air pressure to EVENTUALLY equalise inside and outside the capsule. (Hence the measurement is of the pressure in relation to what it was recently- rate of change).

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5
Q

What is the Turn and Slip Indicator and how does it work?

A

The ‘Turn Indicator’ is a gyroscopic instrument (specifically a Rate gyro), which shows direction and rate of turn. It is tied to the longitudinal axis of the aircraft in order to sense movement around the aircrafts normal axis, i.e. Yaw.
It is displayed as a Rate of Turn:
Rate 1= 3°/second (360° in 2 minutes) This is the normal rate of turn in a passenger aircraft.
Rate 2= 6°/second (360° in 1 minute)
Rate 3= 12°/second (360° in 30 seconds).

The Slip Indicator senses gravity. The indicator is a ball which is suspended in a viscous fluid which indicated whether or not the aircraft is in balanced flight. The pilot will apply rudder to yaw the aircraft back into balance if necessary.

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6
Q

What is a Direction Indicator (D.I.), and how is it better than a compass?

A

A Direction Indicator is a gyroscopic instrument strapped to the aircrafts horizontal plane. It displays heading, similarly to a compass, but is free from possible compass errors caused by turning and acceleration.

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7
Q

What is Limited or Partial Panel flying?

A

Flying without an Attitude Indicator and/or a Direction Indicator. It requires considerable concentration by the pilot as accurate headings will be hard to fly, especially as erroneous information may be hard to cover up and ignore.

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8
Q

What are the main Flight Instruments used in an aircraft?

A
Attitude Indicator
Airspeed Indicator
Altimeter
Vertical Speed Indicator
Turn and Slip Indicator
Compass
Direction Indicator
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9
Q

What factors affect aircraft during take-off? (4 points)

A

Runway conditions:

  • Slope: Increased take-off run needed for upslope, and vice-versa.
  • Length: Longer runways allow greater time/distance to reach critical take-off speeds.
  • Surface: Non- hard/smooth surface increases ground roll (friction). Mud, snow or standing water reduces acceleration (traction).

Wind:
- Taking off into headwind is usual, take-off velocity at lower speeds allows shorter take-off runs.

Air Density
- Increased density means a higher take-off velocity is required, and less thrust is available.

Aircraft Weight:
- Increasing gross weight of aircraft means that required take-off velocity is required, more mass to accelerate along the runway and more rolling friction.

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10
Q

What factors affect an aircraft during the Climb? (3 points)

A

Aircraft Weight:

  • Change in weight of aircraft means drag increases a more power required. This affects both the climb angle and rate of climb.
  • Max rate of climb will reduce, aircraft must be operated at higher climb speed.

Altitude:
- Increase in altitude will increase the power required AND decrease the power available. Therefore, climb performance of an aircraft diminishes with altitude.

Wind, Temperature and Air Density:

  • Strong headwinds provide more lift, and faster rate of climb.
  • Air at higher temperatures holds more moisture resulting in reduced air density. Less dense air reduces climb performance.
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11
Q

What factors affect an aircraft during cruise?

A

Cabin Pressurisation:
- Not all aircraft equipped with cabin pressurisation, those without will climb at a slower rate and be limited to a lower level.

Aircraft Weight, Speed and Altitude:
- Once in cruise (balanced flight) the weight of the aircraft will reduce as fuel consumed. Optimum airspeed and power setting may decrease, optimum cruising altitude may increase.

Wind and Temperature:

  • Headwinds slow an aircraft down, cause higher fuel consumption. May result in request of level change.
  • Temperature may increase the formation of ice, which adds weight and drag. May result in lower level requested.
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12
Q

What factors affect aircraft in Descent?

A

Aircraft Weight:
- Weight reduced as fuel consumed, aircraft may be too heavy for landing and require additional routing or holding to burn off excess fuel.

Speed and Rates of Descent:
- Aircraft may be instructed to maintain certain speeds by ATC, this can affect rates of descent.

Aircraft Configuration:
- Usually aircraft flown in ‘clean configuration’, i.e. no flaps, air brakes, landing gear etc. for as long as possible- more streamlined.

Wind:
- Changing wind conditions can cause turbulence and induce drift.

Cabin Pressurisation:
- Normal descents possible provided cabin pressurisation equipment fully functional, otherwise aircraft must descend quickly.

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13
Q

What factors affect aircraft during final descent and landing?

A

Aircraft Configuration:
- Flaps, slats and air brakes deployed to slow the aircraft whilst maintaining lift.

Weight:
- Main factor in determining landing distance. Increased weight will result in the need for increased speed to support aircraft at landing angle of attack.

Wind:

  • Strong wind increases likelihood of turbulence and wind shear on final approach.
  • Headwinds affect ground speed and therefor landing run.

Air Density:
- Increase in density will have the effect of increasing the landing speed.

NB. The most critical conditions of landing are a combination of high gross weight, high density altitude and unfavourable wind.

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14
Q

What is minimum dynamic hydroplaning speed, and why is it important?

A

9 x (square root of) tyre pressure (in PSI).

Water on the runway reduces the friction between tyre and ground and can reduce braking effectiveness.

The ability to brake can be completely lost when the tyre is hydroplaning because a layer of water separated the tyre from the runway surface. Braking and directional control can be almost nil.

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15
Q

What could be the economic consequences of changes to the flight profiles of aircraft?

A
  • Rerouting could involve longer distances flown and therefor more fuel burn and associated costs.
  • Aircraft burn less fuel at higher altitudes, so lower flight levels than planned can lead to more fuel burn and higher CO2 pollution.
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16
Q

What Ecological factors affect airline performance, and what rules are applied?

A

Fuel Jettisoning- Over the sea if at all possible, or above 10000ft. If this is not possible, may be carried out above 7000ft agl in winter and 4000ft agl in summer. Fuel may only be jettisoned below this level if the situation is unavoidable (emergency).

Noise Abatement Procedures- Procedures in place to minimise localised disturbance. May include: requiring departing aircraft to fly a specific heading or maintain a track to a specified distance and/or altitude, use of Continuos Descent Approaches (CDAs), reminding aircraft operators to fly aircraft in such a manner as to reduce the impact to local residents.

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17
Q

How does aviation affect the environment?

A
  • Aviation contributes to approximately 2-3% of global CO2 emissions.
  • Water pollution
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18
Q

What are the types and uses of Direction Finding equipment?

A

Automatic Direction Finding equipment obtains a bearing to NDBs. The Radio Magnetic Indicator displays the Magnetic bearing of the beacon FROM the aircraft. Requires situational and wind awareness (drift etc.).
ADF can be used to make a ‘Non-precision Approach’ (NDB approach, no vertical guidance).

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19
Q

What is a Horizontal Situation Indicator (H.S.I)?

A

Used to display information form VOR, ILS, MLS and other area navigation sources.
Displays radials FROM or TO a VOR. Often has a DME remote tuned to provide distance, ground speed and ETA info.
When displaying ILS can also display glide path information with a ‘Fly Up’ or ‘Fly Down’ instruction. Approaches can be flown manually or coupled to the auto pilot. Used for making a Precision Approach.

20
Q

What are the advantages of the Microwave Landing System?

A

Data can be fed into an Attitude Indicator or Electronic Attitude Indicator, displayed using Flight Director, or Command, Bars.
This enables the pilot to fly a curved approach if necessary.

21
Q

What instruments are used for En-route navigation?

A

INS, GPS and LORAN C are used for en-route navigation. GPS and LORAN C have approval for Non-precision approaches but not in the UK.
Cockpit indications displayed on a ‘Command’ instrument (such as HSI and/or Flight Director).
Way-point, distance and time (ETA/ETE) info usually displayed on FMS or EFIS.

22
Q

What are the four forces acting upon an aircraft in flight?

A

Lift:
To overcome weight, aeroplanes generate an opposing force called Lift, which is generated by the motion of the aircraft through the air and is an aerodynamic force. Argument between Bernoulli principle and Newtons Laws of Motion.

Weight:
Force generated by the gravitational attraction of the earth on the aircraft. Acts downwards towards the earth irrespective of the aircrafts attitude.

Thrust:
Mechanical force provided by the aircrafts system of propulsion. Used to overcome drag.

Drag:
Aerodynamic force that opposes an aircrafts motion through the air, generated by every part of the aircraft:
Profile drag- consequence of shape, increases as speed increases.
Induced drag- consequence of lift, decreases as speed increases.
Profile + Induced= Total Drag.

23
Q

What are the different types of wing profile?

A

Dihedral wing- V shape, roll stability, commercial aeroplanes.
Anhedral wing- inverted V shape, high roll rate, military aircraft.
Delta wing- Triangular wing plan, high speed, military and Concorde.

24
Q

What are the main structural elements of the wing?

A

Span (length), Chord (width), Centreline (mid length), leading and trailing edges, thickness, camber and mean camber line.

25
Q

What are the main structural components of a fixed wing aircraft?

A

Fuselage- contains crew, passengers and cargo.
Wings- ailerons, flaps, slats, fuel tanks.
Vertical Stabiliser, Tailplane, Elevator, Rudder
Main landing gear, Nose wheel.

26
Q

What are the main structural components of a Rotary Wing aircraft?

A

Collectively all wings known as Rotor.
Fuselage
Tail Boom, Tail Plane, Tail rotor (counters torque)
Undercarriage Fairing.

27
Q

How is a fixed wing aircraft controlled?

A

Rudder- used for directional control, causes aircraft to manoeuvre in yawning plane, about vertical axis. NB not used to turn aircraft!

Elevators- used for longitudinal control, aircraft manoeuvres in the pitching plane. Used for climb/descent.

Ailerons- used for lateral control, causes aircraft to manoeuvre in the rolling plane. Enables pilot to roll about the longitudinal axis.

Trim tabs- auxiliary flight control surfaces, enable pilot to make adjustments in flight to correct an unbalanced condition.

Flaps and Slats- used during take off and landing to keep lift high at lower speeds. Extending flaps increases camber to increase lift, pivoting flap downwards increases drag which slows aircraft for landing. Slats keep airflow laminar for longer, permitting an increase in attitude of aircraft (angle of flare).

Power- application of power increases aircraft speed and has secondary effect of climb. (And vice versa).

28
Q

How are Rotary Wing aircraft (helicopters) controlled?

A

Cyclical control- changes pitch of rotor blades cyclically (pitch of a given blade different depending on position of rotation). Tilts rotor, causing movement in that direction.

Collective- changes pitch of all rotors at same time, results in helicopter climbing or descending.

Anti- torque pedals- control direction in which nose of helicopter faces, by changing pitch of tail rotor blades to increase or decrease thrust. Nose yaws in direction of applied pedal.

29
Q

What is the Flight Envelope of an aircraft?

A

Refers to the capabilities of a design in terms of speed and altitude. Affected by a number of critical factors: maximum speeds, stall speeds, ceiling, airflow- streamline (laminar) or turbulent flow, angle of attack.

30
Q

What do the terms Rate of Climb, Stall Speed and Ceiling refer to in respect of an aircrafts performance envelope?

A

Rate of Climb- expression of increase in vertical position in feet per minute. Vy is speed for best ROC- least time to achieve increase, Vx is speed for best angle of climb- least distance to achieve increase.

Stalling Speed- the minimum speed at which an aircraft can maintain level flight. 5 categories of speed performance based on 1.3 times stall speed (A-E), form basis for relating aircraft manoeuvrability to specific approach procedures.

Ceiling- point at which additional speed will not result in an increase in altitude. Lift decreased at higher altitudes until it cannot exceed gravity.

31
Q

What is the Angle of Attack of a wing?

A

The angle between the chord line and the flight direction.
Has a large affect on amount of lift generated by a wing- greater angle= more lift (up to stall point where lift decreases because of flow separation).

32
Q

How does a Piston Engine and Propeller work, and what are its advantages and disadvantages?

A

Based on internal combustion engine using four stroke cycle:
Intake- air and vaporised fuel drawn in
Compression- fuel vapour and air compressed and ignited
Combustion- fuel combusts and piston driven downwards
Exhaust- exhaust gasses expelled.

Propeller:
Means of converting engine power into a propulsive force, rotating blade accelerates a mass of air rearwards, aircraft moves forward in reaction. 
Aerofoil shape (like a wing). Outer edge of disc travelling faster, therefor blade is twisted in order to alter the angle of attack and give constant lift along whole blade. 
More blades= solidity increasing= less radius necessary. 

Advantages:

  • More protected and easier to access and maintain
  • Lower temperatures and pressures
  • RPM increases and decreases more rapidly than jet
  • Cheaper to manufacture
  • Shorter take off and landing runs

Disadvantages:

  • Less economical on fuel= more fuel carried
  • Vertical rather than linear movement of engine components, inefficient transfer of power and more wear and tear due to vibration
  • Relatively expensive fuel
  • Lower ceiling (10-12000ft) due to air density
  • Noise, both onboard and ambient
33
Q

How does a Jet Engine work, what types are there, and what are its advantages and disadvantages?

A

Discharges a fast moving jet of hot expanded gases to generate thrust in accordance with Newtons Third Law (every action…). Uses the intake, compression, combustion and exhaust process.

Turbojet- Generic term for simple turbine engines (100% air in/out)
Turboshaft- similar to turbojet, gas turbine optimised to produce shaft power.
Turbofan- Large amount of airflow around engine (30% intake through jet, 70% thought fan only). Improves noise reduction and provides significant thrust.
Ramjet- mainly military and high speed applications (Mach 0.8-5+). Few moving parts.

Advantages:

  • Low engine vibration= less noise and wear and tear.
  • Able to cruise above the weather
  • More power=better performance (speed and climb)
  • Lighter engine- fewer moving parts
  • Cheaper fuel

Disadvantage:

  • Huge initial set up costs
  • Delay in engine take-up (spool time)
  • Higher stresses through temperature and pressure
  • Aircraft using jets usually matched with airframes that have higher approach speeds and less manoeuvrability at lower levels.
34
Q

How does a Turboprop Engine work, and what are its advantages and disadvantages?

A

Type of gas turbine engine where the power produced is used to drive a propeller attached to the turbine shaft.
Variable pitch propellers- angle of attack of propeller blade can be altered to change thrust and drag profile in flight.

Advantages:

  • Best of both worlds?
  • Quieter
  • Performance envelope most efficient for commuter type aircraft where short field performance preferred.

Disadvantages:

  • Lower cruising levels than jets, increased weather factors.
  • Expensive to manufacture
  • High frontal area= more drag.
35
Q

How is a Wake Turbulence formed, and what factors affect its intensity? What hazards might be caused to following aircraft?

A

The difference in pressure between the high pressure below the wing and the low pressure above causes air to be ‘sucked’ over the outer edge of the wing.
This air forms a circular vortex trailing from each wing tip, which remains distinct in the case of larger aircraft but can join behind smaller aircraft to create an area of extreme turbulence.
The effect can be observed up to 900ft below and behind the aircraft.
The severity of the vortices is directly affected by the angle of attack of the wing: more angle= greater turbulence. Therefor the vortices are much stronger at slower speeds, such as when the plane is landing.
Adding winglets to the wing tips can greatly reduce the formation of wake vortex by creating a barrier between the high and low pressure air.

Hazards to following aircraft include roll, spin and engine flameout.

Helicopters create relatively large wake turbulence for their size, and downwash also becomes an issue- especially near the ground, eg. Air taxiing.

36
Q

What are the UK Wake Turbulence Categories?

A

Heavy- 136,000kg+ (includes Super (J) 560,000kg+ eg A388).
Upper Medium- 104,000kg- 136,000kg (examples include B757, B707, DC8, BELF, VC10 and IL62).
Lower Medium- 40,000kg- 104,000kg.
Small- 17,000kg- 40,000kg
Light- Less than 17,000kg

*Some helicopters weighing less than 17,000kg are classed as S.

37
Q

When do we start counting Wake Turbulence?

A

From the nose-wheel leaves the ground until the moment it touches down again.

38
Q

What are the consequences of degradation/failure of the most common aircraft systems on aircraft operations?

A

Powerplant Malfunction Consequences:
Fire warnings/risk, fuel jettisoning, negative effects on climb performance, drift-down, affect on manoeuvrability (especially at high level), stall, wet start, propeller damage/imbalance, debris on runway etc.

Hydraulic malfunction consequences (pump/ram failure):
Affect control surfaces and braking ability, unable to lower landing gear (supplemented by hand pump, RAT or nitrogen canister to lower undercarriage).

Airframe, Surfaces and Controls Malfunction consequences:
Longer landing run, approach angle/speed affected, manual use of surfaces to overcome asymmetry may fatigue pilot, directions/rates of turn/climb etc may be affected.

Electrical malfunction consequences:
Radio failure, lack of cockpit indications, sophisticated flight instruments affected (battery back up, but limited time constraints)

Instrumentation malfunction consequences:
Blocked or damaged pitot tubes/static vents- Under/over read of altitude leads to level busts/terrain prox, incorrect airspeed leads to stalling/incorrect time estimates, flights can’t fly in RVSM.

Environmental systems failure consequences:
Pressurisation failure, smoke or fumes in the cabin, explosive decompression (may lead to emergency descent), medical problems (hypoxia).

Miscellaneous causes and consequences:
Birdstrikes- high risk below 500ft, may affect any part of the aircraft.
Medical- diversions/priority landing
Cockpit Visibility- smoke in cockpit (seeing instruments), icy windscreen, oil/bird debris.
Comms- pressurisation failure and use of mask may hinder cockpit comms.
Human factors- incidents generate high stress which affects performance.

39
Q

What are the pros and cons of Analogue and Digital Instrumentation?

A

Analogue:
Pros- Easy to read, rapid changes easily detectable, trends easily noticed, better situational awareness during rapid changes.
Cons- Inaccurate, minor changes difficult to detect, electro-mechanical mechanism.

Digital:
Pros- Accurate, minor fluctuations easily detected.
Cons- Poor situational awareness during rapid changes, some displays difficult to read in bright light.

40
Q

What do the engine instruments measure, in what units and why? (6 systems)

A

Fuel quantity, flow, pressure and temperature:

  • Quantity measured in kilos, pounds, litres, US or Imperial gallons; pressure measured in pounds/square inch, kilos/square cm or BAR; flow measured in kilos/pounds per hour; temperature measured in °C or °F.
  • Fuel quantity must be checked at least once an hour and compared against actual fuel burnt- lower than expected fuel might indicate a blocked fuel line, fuel leak or imminent fuel starvation.
  • If fuel temperature is outside limits, flight may be prohibited (modern aircraft have heaters inside fuel tanks!).

Oil quantity, pressure and temperature:

  • Measured the same as fuel.
  • Engine core typically at speeds in excess of 35,000rpm, oil pressurised and injected into main bearings.
  • High oil pressure indicates possible oil line blockage or over filling.
  • Low oil pressure indicates the possibility of a blocked or ruptured line, either internally or externally to the engine.

Engine power and limitations:

  • Jet and turbo prop engines use gas turbine engines. The most limiting factor is the Exhaust Gas Temperature (EGT). This is measured just aft of the last turbine stage. There is no lower limit, the upper limit is approximately 800°C, above which point the turbine physically melts.
  • Engine driven services include Electrical and Hydraulic- from an auxiliary drive shaft, and Pressurisation and Air Conditioning- taken from the compressor and processed.

Electrical power:

  • Measured in terms of Volts and Amps
  • Public transport aircraft generally have an AC and DC electrical system, light aircraft generally have only a DC electrical system.
  • The failure of a generator or alternator will cause a reduction in electrical services. Battery power may be all that is left.

Hydraulic Power:

  • Usually activates the flap, gear, gear panels, flying controls, speed/air brake, spoilers and wheel brakes.
  • Compete hydraulic failure backed up by hand pump, possibly a RAT (Ram Air Turbine) or possibly a nitrogen blow down canister.

Pressurisation and Air Conditioning:

  • Compressed air enters the cabin via the engine compressor.
  • Increasing cabin air pressure reduces Cabin Altitude, but increases Cabin Differential (the pressure on the aircrafts cabin structure).
  • Failure of the pressurisation system, or over pressurisation, can lead to an automatic depressurisation of the cabin and an emergency descent.
41
Q

What is a transponder used for, and what are some important emergency conspicuity codes to recognise?

A

Used for the purposes of identification, altitude reporting and declaring radio failure or emergency:

  • Hi-Jack 7500
  • RTF failure 7600
  • Emergency (SOS) 7700
42
Q

What is an Enhanced Ground Proximity Warning System?

A

An audible system feed with information from the Radar Altimeter.
Warnings are prefixed with the sound “whoop-whoop”.
7 Modes according to stages of flight.
In addition to audible sounds, the outline of high terrain is highlighted on the weather radar of EFIS display, together with MSAs (Minimum Sector Altitude).

43
Q

What is an EFIS, what information does it display, from where is it fed data and what are the disadvantages?

A

Electronic Flight Information System.
Displays:
Electronic Attitude Direction Indicator (E.A.D.I.), Electronic Horizontal Situation Indicator (E.H.S.I), Auto throttle/Autopilot mode, Attitude Indicator , Altitude Select/Tape, Airspeed tape, Mach Meter, Vertical, Speed Indicator, Pressure Setting, Direction Indicator, Magnetic Heading, Distance to next Way Point, Top of Descent, Wind, Weather Radar, Lightning, TCAS, Aerodrome, Track Made Good, Aircraft Position.

Fed data from:
Air Data Computer (ADC), Flight Management System (FMS), Flight Director, Internal Reference System (IRS), Weather Radar, Lighning Sensors.

Disadvantages?
Over reliance, sudden increase in workload if failure occurs.

44
Q

What is the Standby E.A.D.I. and when might it be used?

A

The Standby E.A.D.I. is used when both the Captains and First Officers E.A.D.I. fail.
It is considerably smaller than EFIS screens, and not all aircraft have these.
Pilots are expected to land as soon as possible and not press on to their destination, as work load will be extremely high in this situation.

45
Q

What is a HUD (Head Up Display)?

A

Head Up Displays allow the Commander to look out towards the runway and obtain the same information that is displayed on the EADI display. This is very helpful in poor weather.

46
Q

How does Weather Radar work?

A

Radar return proportional to the size of the water droplet.
Larger droplets create greater instability in the atmosphere.
Colour coding is used to gauge the severity of the weather.
Various modes of operation, one of which is mapping.
Radar antenna can be tilted and gyro-stabilised to accommodate changes in aircrafts attitude.
Pilots must avoid flying through red or magenta sections of cells.

NB Display might also be used for EGPWS, TCAS or route information.