Idk 2 Flashcards
Magnetic compasses
Only work during steady LEVEL flight unaccelerated
Deviation
Difference between installed magnetic compass giving u directions and uninstalled compass bc airplane metal disturbs the compass
ANDS
Accelerate north, decelerate south, (magnetic compass says turn north when accelerating)
Acceleration/deceleration errors
When east or west heading, when accelerating it’ll say to turn north, opposite for decelerating
Compass turning errors
When north/south heading, (compass will direct opposite turn when turning and then lag until east/west heading if north heading, but will lead if south heading and not say wrong direction??)
Magnets in compass
Align with any magnetic field (certain metals, aircraft electrical currents, magnetized structure parts) causing deviation errors, which changes bc of heading
Variation
Changes bc of location
Pitot static
Source of pressure for the altimeter, verticals speed indicator, airspeed indicator, and provides ram impact pressure for airspeed indicator
Pitot static doesn’t work
When pitot tube clogged only airspeed indicator incorrect readings, if static vent clogged all readings inaccurate
Airspeed indicator white arc
White arc is full flap operating range, lower limit is VS0, stalling w power off and wings/gear in landing pos, upper limit is max full flaps extended speed VFE, ALSO NORMAL FLAP OPERATING RANGE
Green arc airspeed indicator
Normal operating range, VS1, power off stall in specific configuration (flaps out, gear in), lower limit is VNO max structural cruising speed
Yellow arc airspeed indicator
Caution zone, only fly in smooth air
Red line airspeed indicator
VNE never exceed
Design maneuvering speed airspeed indicator
Not shown on indicator, VA, max speed in turbulent air, here u can put one of primary controls to max (full deflection) w out structural damage in SMOOTH AIR ONLY, max safe stalling speed
Design maneuvering speed airspeed indicator
Not shown on indicator, VA, max speed in turbulent air, here u can put one of primary controls to max (full deflection) w out structural damage in SMOOTH AIR ONLY, max safe stalling speed
Altimeter
Measures distance above sea level, three hands (short skinny is 10k interval 0-3, med is 1k ft, 100ft long), number 0-9, if something is between 0-1 it’s 0, if it’s between 1-2 it’s either 10k, 1k or 100, if it’s on 1 it’s not j 10k, measures true altitude
Absolutely altitude
Alt above surface
True altitude
Alt from mean sea level MSL, doesn’t change in diff atmospheres bc it’s TRUE
True altitude
Alt from mean sea level MSL, doesn’t change in diff atmospheres bc it’s TRUE
Density altitude
pressure altitude corrected for nonstandard temperatures
Pressure altitude
When altimeter is set to 29.92 in from mercury, same as density altitude in standard temperatures
Indicated altitude
Same as true altitude in standard conditions/when altimeter calibrated
Pressure altitude and true altitude
Same during standard conditions (15 degrees sea level, altimeter set to 29.92 in from mercury)
When X=X
Pressure=density same temp, pressure= true when same atmospheric conditions (sea level, 29.92 in), Indicated= true when standard conditions/calibrated
When altimeter set to true airport altitude
altimeter setting is your location/
the setting you would get from the control tower
Altimeter adjusts for
Barometric pressure but not temp, so when flying in cold air/low pressure = higher altitude
When flying high to low (temp/pressure)
Look out below, low to high clear the sky
Changing altimeter settings
Opp affect to changing atmosphere, high temp= high alt, changing at 100ft for 1 in of pressure change
Change in alt from 29.15-29.85
0.7*1k= inc of 700ft
Gyroscopic instruments
Attitude indicator, turn coordinator, heading indicator
Attitude indicator
Horizon bar shows aircraft’s relation to acc horizon w banking scale on top (degrees of bank from level flight)
Attitude indicator
Horizon bar shows acc relationship to plane in centre, bank angle at top shoes diff in degrees from level flight, used to tell pitch/bank attitude
Attitude
Angle between Plane’s axis and horizon line
Attitude gyroscope
Gyroscope inside rotates on horizontal plane based on rigidity in space
Attitide indicator comes w
Knob to realign plane w horizon for pilots veiw
Attitide indicator comes w
Knob to realign plane w horizon for pilots veiw
Attitide indicator comes w
Knob to realign plane w horizon for pilots veiw
Turn coordinator
Shows roll and yaw of plane, in constant bank it shows rate of turn
Ball on turn coordinator
Ball shows if bank angle coords with rate of turn, if ball in centre u have coordinated turn, left means slipping turn, right means skidding turn
Heading indicator
Rigidity in space, periodically needs to be realigned, when certain banks/attitudes r exceeded it “spills” so it needs to be reset w caging knob
glass flight decks
r replacing round dial guages bc streamlines, inc saftey, dec workload, enhance situational awareness, called EFD (electronic flight display)
primary flight display PFD
all crit flight instruments on one screen (type of EFD), some overlay nav instruments on top of primary flight instruments i.e. vor with heading indicator
multi-function display
MFD, combines mutlitple systems on one screen, includes moving map of ur location/route/airspace/nearby geographical features, onboard weather systems (includes radar), and terrain/traffic avoidance, checklists, management systems
EFD electronic display function uses
ADC, air data computer, uses pitot/static to give u differnece between total pressure and staticc pressure to tell u all the things the pitot tells u, airspeed, airspeed pressure ram, vertical speed, altitude
AHRS
attitude/hearing refrence system, replaces free spinning gyros w laser system that can fly any altitude w out spilling, derived from megntometer that sense earth’s magnetic flux lines, it sends info to PFD to get pitch/bank angle info
high engine temp
loss of power, excessive oil consumtion, internal engine wear/tear
how to cool an engine
circulating oil to absorb heats from internal engine parts/reduce friction
engine oil/head temperatures
exceed normal operating range when too much power, too steep climb, fuel w lower than specified octane, too lean oil mixture, too low oil level and high temps can b reduced by reducing any of these
blade angle
chord line to perpendicular to propellor
constant speed propellor
u can chose ur blade angle, it comes r throttle and propellor controls
throttle
power via manifold pressure guage
propellor
regulates RPM (engine revolutioins per min) via tachometer
constant speed propellor caution
high manifold pressure + low RPM= overstressed cylinders
dual ignition system purpose
improved engine performance/saftey
loose/broken wires in ignition system
causes problems i.e. when ignition off, magneto (generator) continues to run if switch disconnected, so u have to move the mixture lever (controls ratio of fuel to air) to cut off pos then have system checked
Carborator icing U ALSO MISSED 2.12
Float type carborator ices bc it mixes furl w air creating pressure/temp drops, doesnt happen w fuel injected engine bc it doesnt have a carborator
Y carborator ices
Pressure drops bc air goes into air inlet into venturi throat (narrow tube) and speeds up creating low pressure (BC FASTER AIR ALWAYS HAS LOWER PRESSURE!!!) which helps pull fuel into engine via float type carborator which relies on difference in pressure from air inlet and venturi throat
Carborator icing causes
Loss of RPM and forms in high humidity/ 20f to 70f
Carborator icing causes
Loss of RPM and forms in high humidity/ 20f to 70f
Heating to fix carborator icing
Causes further loss of RPM (less hot dense air coming into engine) before RPM increase
Heated carborator
Enriches fuel/air ratio bc warm air less dense, and dec air density=less air per in the fuel to air ratio, also dec engine performance and inc operating temps
Higher altitudes affects fuel/air ratio
High alt=dec density, fuel must be leaned (dec) to compensate for lack of air, when going high to low w out enriching u also get leaner mix bc air is denser so inc air in ratio
Eliminate engine roughness
ONLY AT HIGH ALT AIRPORT by leaning out
Abnormal combustion
fuel/air mixture can explode when using lower than specified grade octane (remember it causes wear/tear and raises operating temps)
fixing abnormal combustion
pitch down slightly to increase cooling and decrease engine workload
Fuel/air ratio
Weight of fuel/air entering cylinder
If u cant use ur level octane
Higher grade>lower grade
When to fill airtank
End of day, eliminates condensation by eliminating airspace in the tank
Before every flight drain the
Fuel sump/fuel strainer for water
In plane w fuel pumps
Use aux fuel pump when engine driven fuel pump fails
After turning on engine
Adjust throttle for RPM/engine gauges, check oil pressure
Crancjcase breather lines
Vapor cobdenses and ices, be careful in cold weather
Most planes have
14 or 28 volt elec systems
Engine driven altenators
supply current to electrical system/ maintain charge on battery
Alternator volt
higher than battery voltage
Master switch
Turns on everything but ignition
Ammeter
Shows if battery gets charge/if alternator produces enough electricity
Altenators
Produce more electricity at lower RPM than generators
Pos ammeter
Shows battery’s rate of charge, neg shows opp (rate that electricity is being taken from the battery)
