Capitulo 7 Flight Instruments 1 a 25.pdf

8/12/2019 Capitulo 7 Flight Instruments 1 a 25.pdf

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Chapter 7Flight Instruments

Introduction In order to safely fly any aircraft, a pilot

must understand how to interpret andoperate the flight instruments.

The pilot also needs to be able torecognize associated errors andmalfunctions of these instruments.

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Pitot-Static Flight InstrumentsThe pitot-static system is a

combined system that utilizes the

static air pressure

, and the

dynamic pressure due to the

motion of the aircraft through

the air.


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P i t o t H e a tImpact Pressure

Chamber and Lines

The pitot tube is utilized tomeasure the total combinedpressures that are presentwhen an aircraft movesthrough the air.

Static pressure, also known asambient pressure, is always present

whether an aircraft is moving or atrest.

It is simply the barometric pressurein the local area.

Dynamic pressure ispresent only when anaircraft is in motion

Wind alsogenerates dynamicpressure.


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Both openings in the pitot tubeneed to be checked prior to flightto insure that neither is blocked.

Many aircraft have pitot tubecovers

This helps to keep bugs and otherobjects from becoming lodged inthe opening of the pitot tube.

Static Pressure Chamberand Lines

The static chamber is ventedthrough small holes to the freeundisturbed air on the side(s) of

the aircraft.


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An alternate static source is providedin some aircraft to provide staticpressure should the primary static

source become blocked.

When the alternate static source pressure isused, the following instrument indications areobserved:

1. The altimeter indicates a slightly higher altitude than actual.

2. The ASI indicates an airspeed greater than the actual airspeed.

3. The VSI shows a momentary climb and then stabilizes if the altitude is held

constant.


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Each pilot is responsible for consulting the Aircraft Flight Manual (AFM) orthe Pilots Operating Handbook (POH) to determine the amount of error thatis introduced into the system when utilizing the alternate static source.

In an aircraft not equipped with analternate static source , analternate method of introducingstatic pressure into the systemshould a blockage occur is tobreak the glass face of theVSI.

This most likely renders the VSI

inoperative. The reason forchoosing the VSI as theinstrument to break is that it isthe least important static source

instrument for flight.


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AirspeedIndicator (ASI)

The ASI is asensitive,

differential

pressure gauge

which measuresand promptly

indicates the

difference

between pitot

(impact/dynamic

pressure) and

static pressure.


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This difference in pressure is registered by the airspeed pointer on the face of theinstrument, which is calibrated in miles per hour , knots (nautical miles per hour), or

both .


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Just as in altitudes, there are multiple types of airspeeds . Pilotsneed to be very familiar with each type.

Indicated airspeed (IAS) The direct instrument reading obtained fromthe ASI, uncorrected for variations inatmospheric density, installation error, orinstrument error. Manufacturers use thisairspeed as the basis for determining aircraftperformance. Takeoff, landing, and stallspeeds listed in the AFM/ POH are IAS and donot normally vary with altitude ortemperature.

Calibrated airspeed (CAS)

IAS corrected for installation error andinstrument error .This error is generally greatest at lowairspeeds . In the cruising and higher airspeedranges, IAS and CAS are approximately the

same. Refer to the airspeed calibration chartto correct for possible airspeed errors.


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True airspeed (TAS) CAS corrected for altitude and nonstandard temperature.Because air density decreases with an increase in altitude, anaircraft has to be flown faster at higher altitudes to cause thesame pressure difference between pitot impact pressure andstatic pressure.Therefore, for a given CAS, TAS increases as altitude increases;or for a given TAS, CAS decreases as altitude increases.

A pilot can find TAS by two methods.The most accurate method is to use a flight computer . With this method, the CAS iscorrected for temperature and pressure variation by using the airspeed correctionscale on the computer.A second method , which is a rule of thumb, provides the approximate TAS. Simplyadd 2 percent to the CAS for each 1,000 feet of altitude.The TAS is the speed which is used for flight planning and is used when filing a flightplan.

Groundspeed (GS) The actual speed of the airplan e over the ground .It is TAS adjusted for wind .GS decreases with a headwind, and increases with a tailwind.


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Regardless of what the rest of the nonflying world thinks, V is not for vendetta . V is also notfor vengeance , even if mystery writer Sue Grafton says it is. In our world V is for velocity ,and being consciously aware of that reality is critical to our safety in the air.

Ai d I di M ki


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Airspeed Indicator Markings

Aircraft weighing

12,500 pounds orless , manufactured

after 1945 , and

certificated by the

FAA, are required tohave ASIs marked

in accordance with

a standard color-

coded markingsystem .


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White arc Flap operating range

its lower limit represents the full flap stall speed andits upper limit provides the maximum flap speed.

Approaches and landings are usually flown at speeds within the white arc.

Lower limit of white arc (VS0)

The stalling speed or the minimum steady flight

speed in the landing configuration.

In small aircraft, this is the power-offstall speed at the maximum landingweight in the landing configuration (gear

and flaps down).

Upper limit of the white arc (VFE) The maximum speed with the flaps extended.


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Green arc the normal operating range of the aircraft.Most flying occurs within this range.

Lower limit of green arc (VS1) The stalling speed or the minimum steady flightspeed obtained in a specified configuration.For most aircraft, this is the power-off stall speed at the maximum takeoff weight in the cleanconfiguration (gear up, if retractable, and flaps up).

Upper limit of green arc (VNO) The maximum structural cruising speed . Do not exceed this speed except in smooth air.

Yellow arc caution range.Fly within this range only in smooth air, and then, only with caution.

Red line (VNE) never exceed speed. Operating above this speed is prohibited since it may result indamage or structural failure.


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Other Airspeed Limitations Some important airspeed limitations found on placards and in the AFM/POH:

Design maneuvering speed (VA) the maximum speed at which the structural designs limit load can be imposed

(either by gusts or full deflection of the control surfaces) without causingstructural damage.Landing gear operating speed (VLO) the maximum speed for extending or retracting the landing gear if flying anaircraft with retractable landing gear.Landing gear extended speed (VLE) the maximum speed at which an aircraft can be safely flown with the landinggear extended.Best angle-of-climb speed (VX) the airspeed at which an aircraft gains the greatest amount of altitude in a givendistance. It is used during a short-field takeoff to clear an obstacle.Best rate-of-climb speed (VY) the airspeed that provides the most altitude gain in a given period of time.

Single-engine best rate-of-climb (VYSE) the best rate-of-climb or minimum rate-of-sink in a light twin-engine aircraftwith one engine inoperative. It is marked on the ASI with a blue line. VYSE iscommonly referred to as Blue Line.

Minimum control speed (VMC) the minimum flight speed at which a light, twin-engine aircraft can be satisfactorily controlled when

an engine suddenly becomes inoperative and the remaining engine is at takeoff power.

Capitulo 7 Flight Instruments 1 a 25.pdf

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