Lesson 3 Questions

Question 1

How are the instruments grouped in the Control & Performance Method?

Answer 1

• Control instruments (attitude, tachometer)
• Performance instruments (airspeed indicator, altimeter, HSI, vertical speed indicator, turn indicator)
• Navigation instruments (GPS, LS/GS, etc.)

Question 2

How are the instruments grouped in the Primary Supporting method?

Answer 2

• Pitch Control - Primary: Altimeter, Supporting: Attitude Indicator, VSI, Airspeed Indicator
• Bank Control - Primary: HSI, Supporting: Attitude Indicator, Magnetic Compass, Turn Coordinator
• Power Control - Primary: Airspeed Indicator, Secondary: Engine instruments

Question 3

How is pitch controlled in the Control & Performance method?

Answer 3

Primary instrument is the attitude indicator - make precise changes to the chevron in relation to the artificial horizon

Question 4

How is pitch controlled in the Primary Supporting method?

Answer 4

Primary instrument is the altimeter, secondary is VSI, airspeed indicator, and the altitude trend tape

• The altimeter should remain constant assuming a constant airspeed & pitch attitude
• When a deviation occurs, a change in pitch needs to be made using the attitude indicator
• Small corrections for small deviations, large corrections for large deviations
• Rule of thumb: Establish a change rate of TWICE the altitude deviation, not to exceed 500 fpm — Example: Off altitude 40 ft — 2 x 40 = 80, use a VS of ~100 FPM to return to the desired altitude

Question 5

Name the pitot-static instruments

Answer 5

Altimeter, airspeed indicator, VSI

Question 6

What makes the altimeter in your airplane, a sensitive altimeter?

Answer 6

The adjustable barometric scale that allows the pressure reference point to be set from which the altitude is measured

Question 7

What is a Kollsman window?

Answer 7

The Kollsman window is the window which indicates the reference point (air pressure/altimeter setting) from which altitude is measured.

Question 8

How does the altimeter work?

Answer 8

The altimeter is essentially a aneroid barometer. The altimeter contains a stack of corrugated aneroid capsules - the air pressure acting on the aneroids tries to compress them, causing their thickness to change as the air pressure changes, which turns the knob in the altimeter which indicates the altitude

Question 9

How can you determine the altimeter setting if not available on ATIS or ASOS?

Answer 9

If on the ground, you can set the altimeter to the airport elevation

Question 10

What is an encoding altimeter?

Answer 10

An encoding altimeter is typically used by a transponder and sends the current altitude to the transponder with a reference point of 29.92. All aircraft use the same setting so a consistent reference level is used across the board.

Question 11

What would your altimeter read if set 29.92 inHg in the Kollsman window?

Answer 11

It would read the pressure altitude.

Question 12

If a storm is approaching and the barometric pressure is falling, how will your altimeter react?

Answer 12

The falling pressure will cause the altimeter to read an increase in altitude (inverse relationship).

Question 13

How does the airspeed indicator work?

Answer 13

The airspeed indicator measures the dynamic pressure, which is the difference in static pressure from the static port and the ram air pressure through the pitot tube caused by the aircraft moving through the air. The ASI essentially compares the pressure between these two sources. It consists of a DIAPHRAGM receiving pressure from the pitot tube which expands when pitot pressure increases or static pressure decreases. A rocking shaft & set of gears drives a pointer across the face of the instrument.

Question 14

While flying along in the airplane, how would you calculate true airspeed?

Answer 14

TAS is found by applying a correction for pressure altitude and temperature to CAS. The ASI has an additional indicator that calculates TAS, but if you were not using this, you could use an E6B to input altitude, temperature, and IAS to find TAS. You could also refer to conversion charts in the POH. Some people use a rule-of-thumb which is not always accurate: TAS: IAS + 2% * Altitude/1000

Question 15

How does the VSI work?

Answer 15

The VSI is a rate-of-pressure change instrument. It is similar to an ASI, but the case is vented through a calibrated orifice which causes pressure inside the CASE to change more slowly than pressure inside the aneroid. When the aircraft ascends, the drop in static pressure compresses the aneroid which moves the pointer upwards (and vice versa).

When the aircraft levels off, the pressure inside the case becomes equal to the aneroid’s pressure, and the pointer returns to the horizontal/zero position. It’s important to note the lag of a VSI (unless it’s an IVSI).

Question 16

What happens if the drain hole on the pitot tube became blocked?

Answer 16

If the drain hole becomes blocked, nothing will happen immediately, but moisture trapped in the pitot tube will have no way of escaping, and this could escalate into a block of the entire pitot system.

Question 17

If the entire pitot system (both obstructed) became blocked:

Answer 17

The ASI will function like an altimeter due to the trapped pressure inside.

Question 18

If the pitot tube is blocked but the drain hole is open:

Answer 18

The ASI will stop operating and will slowly drop to zero.

Question 19

What would happen if the static port became blocked?

Answer 19

ASI: the ASI will operate but will be inaccurate. When the aircraft climbs ABOVE where the block occurred, ASI will measure lower than the actual airspeed (and vice versa).

Altimeter/VSI: the altimeter will FREEZE at the altitude at which the block occurred. The VSI will always read zero.

Question 20

Three basic skills learned during instrument training

Answer 20

1. Instrument Cross-Check (scanning)
2. Instrument Interpretation (understanding instrument construction/operation, combining this with knowledge of the aircraft’s performance / flight conditions / specific maneuvers to understand what specific instrument indications mean for each particular airplane)
3. Positive Aircraft Control

Question 21

You are trying to maintain a 500fpm descent at 90 knots, you notice an 850fpm descent rate, how are you going to correct this? Give examples from the method of control you prefer to use.

Answer 21

Since the rate of descent is too high, pitch first needs to be controlled. Make a small, precise upward change in pitch while referring to the attitude indicator. The upward change in pitch will likely reduce airspeed, so a slight addition of power will likely be required. After adding power, cross-check to ensure that the new power setting and pitch attitude are maintaining 90 knots & the 500fpm vertical speed.

Question 22

In straight and level flight, you gain 50’. What is your primary instrument and what corrections should you make to adjust your altitude?

Answer 22

• Primary instrument is altimeter
• Pitch down slightly, establish a very slight descent and level-off at the desired altitude
• Cross-check with the VSI, airspeed indicator, and altitude trend tape during the descent and after leveling off to ensure altitude isn’t changing

Question 23

ACS for straight & level flight, turning, climbing?

Answer 23

Maintain altitude ±100 feet during level flight, selected headings ±10°, airspeed ±10 knots, and bank angles ±5° during turns.

Question 24

What are the Four Components of Aircraft Control?

Answer 24

1. Pitch Control
2. Bank Control
3. Power Control
4. Airplane Trim

Question 25

Why is trim so important?

Answer 25

Trim is an integral part of flying because it reduces the pilot’s workload and ensures smooth/accurate flying. It allows more time to be devoted to navigation and other instruments.

Question 26

Straight & Level Scanning

Answer 26

• Start from the center
• Move eyes up to the skip/skid indicator
  
  • Ensure aircraft is coordinated
  • Ensure zero degrees of bank
• Move eyes back to center
• Scan left to airspeed and ensure airspeed is correct and is steady/not changing
• Move eyes back to center
• Scan right to the altimeter to ensure altitude is correct and is steady/not changing, and VSI is not indicating a climb/descent
• Move eyes back to center
• Move eyes down to HSI and ensure heading is correct; make any adjustments as necessary for proper navigation
• Move eyes back to center
• Check engine instruments

Question 27

Climb / Descent Scanning

Answer 27

• Start from the center
• Move eyes up to the skip/skid indicator
  
  • Ensure aircraft is coordinated
  • Ensure zero degrees of bank
• Move eyes back to center
• Scan left to airspeed and ensure airspeed is at desired speed, add/remove power if necessary to maintain constant airspeed
• Move eyes back to center
• Scan right to the altimeter & VSI to ensure proper vertical speed is established, note the altitude in reference to the desired altitude
• Move eyes back to center
• Move eyes down to HSI and ensure heading is correct; make any adjustments as necessary for proper navigation
• Move eyes back to center
• Check engine instruments

Question 28

Scanning in Turns

Answer 28

• Start from the center
• Move eyes up to the skip/skid indicator
  
  • Establish proper degree of bank by reference to the bank scale
  • Ensure aircraft is coordinated
• Move eyes back to center
• Scan left to airspeed and ensure airspeed is correct
• Move eyes back to center
• Scan right to the altimeter to ensure altitude is correct and VSI is not indicating a climb/descent
• Move eyes back to center
• Move eyes down to HSI and ensure rate of turn is sufficient; make any adjustments as necessary to ensure turn is standard rate
• Include the engine instruments in the scan as well