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22 Cards in this Set
- Front
- Back
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Alternate static port |
- sourced from cabin in unpressurized a/c - req for IFR flight |
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VSI |
Measures rate of change of atmospheric pressure - static pressure only
If port blocked - 0 VSI |
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ASI |
Measures dynamic pressure - subtract static pressure from total air pressure (read by pitot tube) |
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IAS / CAS / EAS / TAS |
IAS corrected for: - pos error (pitot tube not sensing true dynamic pressure) - instrument error (friction in ASI) = CAS corrected for: - compressibility (+300 kts) = EAS corrected for: - density diff btwn a/c alt & SL = TAS |
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TAS inc above IAS |
*where compressibility error is small Blw 20,000 ft: 1.5% / 1000 ft
Above 20,000 ft: 2% / 1000 ft *if IAS constant in climb, TAS/mach inc |
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OAT / TAT / SAT |
- high speed a/c, OAT gauge overread due compressibility Total air temp = uncorrected reading Static air temp = actual/'true' temp - TAT + ram rise correction - used when calculating TAS *use 'Act TAS' on flight computer |
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Blocked pitot tube |
Climb - ASI inc Descent - ASI dec
*Block pitot but open drain port/ vent: ASI read zero |
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Blocked static port |
Climb - ASI to dec Dec - ASI inc VSI - read 0 Altimeter - read alt at time blockage occured |
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Altimeter setting |
- pressure at a/d reduced to S.L. at ISA rate |
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Reporting temp corrections |
Report to ATC when corrections applied to: - FAF crossing - procedure turn - MAA |
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Current altimeter setting |
- provided by METAR or approved direct reading or remote sensor - considered 'current' up to 90mins from time of reading - beware +60mins when press changing rapidly |
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Altimeter accuracy |
With current altimeter setting, indicated altitude vs rwy elevation w/in 50 ft - if exceed, checked by maint Non-standard temp + mnt wave = altimeter error as much as 3000' |
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Pressure vs Density vs True altitude |
Pressure: indicated alt at 29.92 Density: pressure alt corrected for non standard temp - approx +120 ft / deg ab standard True: indicated alt corrected for non standard temp btwn surface and a/c alt (error consistent w/ alt) |
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True altitude calculation |
(I.A. - gnd elev)/1000 x temp diff from ICAO x 4 = amount to sub from I.A. |
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Compass acceleration / deceleration errors |
Accelerating on E or W - compass turn to N Decelerating on E or W - compass turn to S N or S heading - no error |
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Compass turning errors |
Undershoot turning to N heading Overshoot turning to S heading
Turning to E or W heading will indicate correctly
- error more pronounced at higher latitudes - error reversed in S.H. |
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Attitude indicator |
Gyro (maintaind angular orientation) aligned vertically - used to indicator pitch & roll attitudes - gyro kept in vertical orientation by pendulum hanging beneath gyro Error: - a/c accelerated for t/o, AI indicate nose up |
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Turn co-ordinator & T/B indicator |
Rate gyros - usually electrically driven - rely on precession to produce rate of angle change - gyro will change orientation 90° to an applied force T/B indicators: - axis in horizontal plane - indication proportional to rate of yaw Turn coordinator: - axis titlted wrt horizontal - gyro precess in response to bank & yaw |
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Heading/ Direction indicator |
Gyro rotates in horizontal plane Real wander = drift of HI due to internal friction Apparent wander = drift due to earth rotation vs fixed orientation of gyro |
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Gyromagnetic compass |
Horizontal gyro slaved to magnetic N by flux valve (electronic magnetic field detector) In slaved mode: info from flux gate (mag compass that sends digital signal to HSI) - corrects apparent drift of gyro Free mode/DG: To fly true tracks - system furnishes inertial heading reference - corrections made manually |
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RVR sensor location |
~ 14ft higher than centreline at touchdown (may also be at midpt and rollout) |
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Inc altitude and speed |
IAS dec Mach # inc |
