The Private Pilot

Review

• What does it take to be a private Pilot?

FAR 61.102

KiPs

Medical

Written Test

Flight Experience, 40 Hrs.,Practical Test

Review• Control Surfaces (Pitch and Bank)

Review• Control Surfaces (Pitch and Bank)

Review• Control Surfaces (Pitch and Bank)

Review

• 4 forces in flight are:Lift, Weight, Thrust and Drag.

• Forces are in EQUILIBRIUM when the aircraft is in unaccelerated flight.

• During Straight and Level Flight, Lift equals Weight and Thrust equals Drag.

Review

• The Angle of Attack is between the Chord Line and the Relative Wind.

• Flaps, during an approach to land, are used to INCREASE the angle of DESCENT without increasing Airspeed.

• Flaps enable a pilot to make a steeper approach without increasing Airspeed.

Review

• The Angle of ATTACK at which an airplane stalls will remain the SAME regardless of gross weight.

GROUND EFFECT

QuickTime™ and aTIFF (LZW) decompressor

are needed to see this picture.

• GROUND EFFECT It is possible to fly an airplane just clear of the ground (or water) at a slightly slower airspeed than that required to sustain level flight at higher altitudes. This is the result of a phenomenon, which is better known than understood even by some experienced pilots. When an airplane in flight gets within several feet from the ground surface, a change occurs in the threedimensional flow pattern around the airplane because the vertical component of the airflow around the wing is restricted by the ground surface.

Review

• Ground Effect is the result of the interference of the Earth’s surface with airflow patterns about an airplane.

• As a result of Ground Effect, induced drag decreases and any excess speed at the point of flare may cause considerable floating.

• Ground effect may result in becoming airborne prematurely, before reaching a recommended takeoff speed.

Class 3 - Airplane Instruments

Objective: To introduce the basic flight instruments.

Self Contained

Self Powered

Compass Error

Variation• Magnetic Poles ≠ Geographic Poles

East is Least West is Best

Compass Error

• Deviation

Deviation in a magnetic compass is caused by the

A) presence of flaws in the permanent magnets of the compass.

B) difference in the location between true north and magnetic north.

C) magnetic fields within the aircraft distorting the lines of magnetic force.

Compass Error

Dip Error

• ANDS (Accelerate North, Decelerate South)

• UNOS (Undershoot or lag North, Overshoot South)

In the Northern Hemisphere, if an aircraft is accelerated or decelerated, the magnetic compass will normally indicate

A) correctly when on a north or south heading.

B) a turn toward the south.

C) a turn momentarily.

During flight, when are the indications of a magnetic compass accurate?

A) Only in straight-and-level unaccelerated flight.

B) During turns if the bank does not exceed 18°.

C) As long as the airspeed is constant.

In the Northern Hemisphere, the magnetic compass will normally indicate a turn toward the south when

A) the aircraft is decelerated while on a west heading.

B) a left turn is entered from an east heading.

C) a right turn is entered from a west heading.

In the Northern Hemisphere, a magnetic compass will normally indicate initially a turn toward the west if

A) a right turn is entered from a north heading.

B) a left turn is entered from a north heading.

C) an aircraft is accelerated while on a north heading.

Pitot–Static Systems:

Airspeed

Airspeed

The pitot system provides impact pressure for which instrument?

A) Vertical-speed indicator.

B) Airspeed indicator.C) Altimeter.

Indicated Airspeed(IAS)—The direct instrument reading obtained from the airspeed indicator, uncorrected for variations in atmospheric

density, installation error, or instrument error. Manufacturers use this airspeed as the basis

for determining airplane performance. Takeoff, landing, and stall speeds listed in the

AFM or POH are indicated airspeeds and do not normally

vary with altitude or temperature.

Calibrated Airspeed (CAS)—Indicated airspeed corrected for installation error and instrument error. Although

manufacturers attempt to keep airspeed errors to a minimum,

it is not possible to eliminate all errors throughout the

airspeed operating range. At certain airspeeds and with certain flap settings, the installation and instrument

errors may total several knots. This error is generally

greatest at low airspeeds. In the cruising and higher

airspeed ranges, indicated airspeed and calibrated

airspeed are approximately the same

True Airspeed(TAS)—Calibrated airspeed corrected for altitude and nonstandard temperature. Because air density decreases with an increase in altitude, an airplane has to be flown faster at higher altitudes to

cause the same pressure difference between pitot impact pressure and static pressure.

Therefore, for a given calibrated airspeed, true

airspeed increases as altitude increases; or for a given true airspeed, calibrated airspeed

decreases as altitude increases.

As altitude increases, the indicated airspeed at which a given airplane stalls in a particular configuration will

A) decrease as the true airspeed increases.

B) remain the same regardless of altitude.

C) decrease as the true airspeed decreases.

As altitude increases, the indicated airspeed at which a given airplane stalls in a particular configuration will

B) remain the same regardless of altitude.

Groundspeed(GS)—The actual speed of the airplane over the ground. It is true airspeed adjusted for wind. Groundspeed decreases with a headwind, and increases with a tailwind.

As altitude increases, the indicated airspeed at which a given airplane stalls in a particular configuration will

A) decrease as the true airspeed increases.

B) remain the same regardless of altitude.

C) decrease as the true airspeed decreases.

What does the red line on an airspeed indicator represent?

A) Turbulent or rough-air speed.

B) Maneuvering speed.C) Never-exceed speed.

(Refer to figure 4.) What is the full flap operating range for the airplane?

A) 60 to 100 MPH.B) 65 to 165 MPH.C) 60 to 208 MPH.

(Refer to figure 4.) What is the caution range of the airplane?

A) 0 to 60 MPH.B) 165 to 208 MPH.C) 100 to 165 MPH.

(Refer to figure 4.) The maximum speed at which the airplane can be operated in smooth air is

A) 208 MPH.B) 100 MPH.C) 165 MPH.

(Refer to figure 4.) Which color identifies the never-exceed speed?

A) The red radial line.B) Upper limit of the white arc.C) Lower limit of the yellow

arc.

(Refer to figure 4.) Which color identifies the power-off stalling speed in a specified configuration?

A) Upper limit of the white arc.B) Upper limit of the green arc.C) Lower limit of the green arc.

(Refer to figure 4.) What is the maximum flaps-extended speed?

A) 165 MPH.B) 100 MPH.C) 65 MPH.

(Refer to figure 4.) Which color identifies the normal flap operating range?

A) The white arc.B) The lower limit of the white arc

to the upper limit of the green arc.C) The green arc.

(Refer to figure 4.) Which color identifies the power-off stalling speed with wing flaps and landing gear in the landing configuration?

A) Upper limit of the green arc.B) Lower limit of the white arc.C) Upper limit of the white arc.

(Refer to figure 4.) What is the maximum structural cruising speed?

A) 100 MPH.B) 165 MPH.C) 208 MPH.

What is an important airspeed limitation that is not color coded on airspeed indicators?

A) Never-exceed speed.B) Maneuvering speed.C) Maximum structural cruising

speed.

Altimeter

(Refer to figure 3.) Altimeter 1 indicates

A) 1,500 feet.B) 500 feet.C) 10,500 feet.

If it is necessary to set the altimeter from 29.15 to 29.85, what change occurs?

A) 70-foot increase in indicated altitude.

B) 700-foot increase in indicated altitude.

C) 70-foot increase in density altitude.

ANEROID—Asealed flexible container that expands or

contracts in relation to the surrounding air pressure. It is used in an altimeter or a barometer to measure the pressure of the

air.

Altimeter

• If no means were provided for adjusting altimeters to nonstandard pressure, flight could be hazardous. For example, if flying from a high-pressure area to a low-pressure area without adjusting the altimeter, the actual altitude of the airplane would be LOWER than the indicated altitude. An old saying, “HIGH TO LOW, LOOK OUTBELOW” is a way of remembering which condition is dangerous.

Altimeter setting is the value to which the barometric pressure scale of the altimeter is set so the altimeter indicates

A) true altitude at field elevation.

B) absolute altitude at field elevation.

C) calibrated altitude at field elevation.

Indicated Altitude—That altitude read directly from the

altimeter (uncorrected) when it is set to the current altimeter setting.

True Altitude—The vertical distance of

the airplane above sea level—the actual

altitude. It is often expressed as feet

above mean sea level (MSL). Airport,

terrain, and obstacle elevations on

aeronautical charts are true altitudes.

Absolute Altitude—The vertical distance of an airplane above the

terrain, or above ground level (AGL).

Pressure Altitude—The altitude indicated when the altimeter setting window (barometric

scale) is adjusted to 29.92. This is the altitude above the standard datum plane, which is a theoretical plane where air pressure (corrected to 15°C)

equals 29.92 in. Hg. Pressure altitude is used to compute

density altitude, true altitude, true airspeed, and

other performance data.

Density Altitude—This altitude is pressure

altitude corrected for variations from

standard temperature.

What is true altitude?A) The vertical distance of

the aircraft above sea level.B) The height above the

standard datum plane.C) The vertical distance of

the aircraft above the surface.

What is absolute altitude?A) The height above the

standard datum plane.B) The altitude read

directly from the altimeter.C) The vertical distance

of the aircraft above the surface.

What is density altitude?A) The altitude read

directly from the altimeter.B) The height above the

standard datum plane.C) The pressure altitude

corrected for nonstandard

temperature.

What is pressure altitude?A) The indicated altitude

corrected for position and installation error.

B) The indicated altitude corrected for nonstandard temperature and pressure.

C) The altitude indicated when the barometric pressure scale is set to 29.92.

When conditions are standard, pressure

altitude and density altitude are the same.

If the temperature is above standard, the density altitude is

higher than pressure altitude.

If the temperature is below standard, the density altitude is lower than pressure altitude. This is an important altitude

because it is directly related to the

airplane’s performance.

Under what condition is indicated altitude the same as true altitude?

A) When at sea level under standard conditions.

B) If the altimeter has no mechanical error.

C) When at 18,000 feet MSL with the altimeter set at 29.92.

How do variations in temperature affect the altimeter?

A) Higher temperatures expand the pressure levels and the indicated altitude is higher than true altitude.

B) Pressure levels are raised on warm days and the indicated altitude is lower than true altitude.

C) Lower temperatures lower the pressure levels and the indicated altitude is lower than true altitude.

How do variations in temperature affect the altimeter?Your answer:

B) Pressure levels are raised on warm days and the indicated altitude is lower than true altitude.

VSI

VSI

• • Trend information shows an immediate indication of an increase or decrease in the airplane’s rate of climb or descent.

• • Rate information shows a stabilized rate of change in altitude

Pitot Static Errors

• Ram Air Inlet & Drainhole Blocked

•Air Speed Indicator acts like an Altimeter

Pitot Static Errors

• Ram Air Blocked, Drain OpenNo Differential, Airspeed 0

Pitot Static Errors

• Static Blocked, Pitot Open•AS backwards, Altimeter constant, VSI = 0

If the pitot tube and outside static vents become clogged, which instruments would be affected?

A) The altimeter, airspeed indicator, and vertical speed indicator.

B) The altimeter, airspeed indicator, and turn-and-slip indicator.

C) The altimeter, attitude indicator, and turn-and-slip indicator.

Pneumatic Systems:

Attitude and DG

Attitude Indicator

• Gyro Spins at 18,000 - 21,000 RPMS

Attitude Indicator• Rigidity in Space • Airplane Turns, Gyro Stays Rigid

RIGIDITY IN SPACE—The principle that a wheel

with a heavily weighted rim spun

rapidly will remain in a fixed position in

the plane in which it is spinning.

Attitude Indicator

• Errors and Limitations

Attitude Indicator

• Old - 100-110° Bank, 60-70° Pitch

• New - 360° Bank, 80° Pitch

Tumble> 5° after 5 minutes

Attitude Indicator

• Friction - wear• Suction - Too much, not enough, unreliable• Skid Turn - Shows Opposite Direction• 180° Turn - Climb and Opposite direction• Acceleration - Climb• Deceleration - Descent

(Refer to figure 7.) The proper adjustment to make on the attitude indicator during level flight is to align the

A) horizon bar to the level-flight indication.

B) horizon bar to the miniature airplane.C) miniature airplane to the horizon bar.

(Refer to figure 7.) How should a pilot determine the direction of bank from an attitude indicator such as the one illustrated?

A) By the direction of deflection of the banking scale (A).

B) By the relationship of the miniature airplane (C) to the deflected horizon bar (B).

C) By the direction of deflection of the horizon bar (B).

Gyro Spins 10,000 - 18,000 RPM’s

Rigidity in Space

Limitations & Errors:

° Abnormal Flight Attitudes > 55° Pitch or Bank• Friction• Suction• Unbalanced Gyro• Reading Magnetic Compass Incorrectly• Heading Drift > 3°/15 minutes - Precession

PRECESSION—The tilting or turning of a gyro in response to deflective forces causing slow drifting and erroneous indications in gyroscopic instruments. measured in degrees clockwise from the twelve o’clock position of the first object.

(Refer to figure 6.) To receive accurate indications during flight from a heading indicator, the instrument must be

A) set prior to flight on a known heading.

B) calibrated on a compass rose at regular intervals.

C) periodically realigned with the magnetic compass as the gyro precesses.

Turn Coordinator

Miniature Airplane

Rate of TurnRate of Roll

Inclinometer

Quality of Turn

Turn Coordinator

Gyro Spins at 8,000 - 10,000 RPM’s

on a Vertical Plane Around a Lateral Axis

Semi - Rigid Mounted

Springs are the Erecting Mechanism

Stops Prevent TILT > 45°

Limitations and Errors:

• Suction•

Calibration(Springs need to

be calibrated)

(Refer to figure 5.) A turn coordinator provides an indication of the

A) angle of bank up to but not exceeding 30°.

B) attitude of the aircraft with reference to the longitudinal axis.

C) movement of the aircraft about the yaw and roll axis.

Basic Attitude Instrument Flying:

Assignment: FAR Part 1 and 91, HAK chapter

12 and 13.