Flight Instruments Chapter 2 Section C

The red line on an airspeed indicator represents the never-exceed speed. This is the maximum speed at which an aircraft should never exceed, as going beyond this speed can result in structural damage or failure. It is important for pilots to be aware of and adhere to this limit to ensure the safety and integrity of the aircraft.

The red radial line is the correct answer because it identifies the never-exceed speed. In aviation, the red radial line on an airspeed indicator represents the maximum speed that an aircraft should not exceed under any circumstances. This speed is crucial for the safety and structural integrity of the aircraft, as going beyond this limit can lead to structural damage or failure. Therefore, pilots must always be aware of and adhere to the never-exceed speed indicated by the red radial line.

If the pitot tube and outside static vents become clogged, it would affect the altimeter, airspeed indicator, and vertical speed indicator. The pitot tube measures the dynamic pressure of the air, which is used to determine airspeed. The static vents measure the static pressure of the air, which is used to determine altitude and vertical speed. If these instruments are unable to receive accurate pressure readings due to clogging, their readings will be affected.

The standard temperature and pressure values for sea level are 15C and 29.92 inches Hg. These values are commonly used as reference points in various scientific calculations and measurements. The temperature of 15C represents the average temperature at sea level, while the pressure of 29.92 inches Hg represents the average atmospheric pressure at sea level.

The caution range of the airplane is 165 to 208 MPH. This means that when the airplane's speed falls within this range, caution should be exercised as it may be approaching a critical speed or limit. Speeds below 165 MPH or above 208 MPH are considered to be outside of the caution range and may not require the same level of attention or caution.

If the static vents become clogged, the air pressure in the aircraft's pitot-static system will not be able to accurately measure the outside air pressure. This will result in incorrect readings for the airspeed, altimeter, and vertical speed instruments. Therefore, all three instruments will become inoperative if the static vents are blocked.

The pitot system provides impact pressure for the airspeed indicator. The airspeed indicator measures the speed of the aircraft through the air. The pitot system consists of a pitot tube that is mounted on the exterior of the aircraft and is designed to face into the oncoming airflow. This tube is connected to the airspeed indicator and allows it to measure the impact pressure caused by the airspeed. This information is then displayed on the airspeed indicator, providing the pilot with crucial information about the aircraft's speed.

The correct answer is 60 to 100 MPH. This means that the airplane's full flap operating range is between 60 and 100 miles per hour. Flaps are used during takeoff and landing to increase lift and decrease the aircraft's stalling speed. In this case, the flaps can be fully extended within the speed range of 60 to 100 MPH.

The maximum flaps-extended speed refers to the highest speed at which an aircraft can safely operate with its flaps extended. Flaps are aerodynamic surfaces on the wings that increase lift and drag, allowing for slower speeds during takeoff and landing. The correct answer is 100 MPH, indicating that the maximum speed with flaps extended is 100 miles per hour.

Va represents maneuvering speed. This is the maximum speed at which an aircraft can be safely maneuvered without exceeding its structural limits. It is the speed at which the aircraft can make full and abrupt control movements without risking structural damage. Flying at or below Va ensures that the aircraft remains within its design limits during maneuvers, providing a margin of safety for the pilot.

If the pitot tube becomes clogged, it will prevent the measurement of the dynamic pressure of the air, which is necessary for calculating airspeed. The pitot tube is responsible for measuring the impact pressure of the air, and if it is blocked, the airspeed indicator will not receive accurate information and will become inoperative. Therefore, the correct answer is airspeed.

In the given question, we are asked to identify which altimeter(s) indicate(s) more than 10,000 feet based on Figure 3. The answer states that 1 and 2 only indicate more than 10,000 feet. This means that altimeters 1 and 2 on Figure 3 have markings or indicators that go beyond the 10,000 feet mark. Altimeter 3 does not have this feature, so it does not indicate more than 10,000 feet.

Density altitude is the altitude at which an aircraft "feels" like it is flying in terms of air density. It is calculated by correcting the pressure altitude, which is the altitude indicated on the altimeter, for nonstandard temperature. As temperature increases, air density decreases, affecting aircraft performance. Therefore, density altitude is used to determine an aircraft's performance capabilities, such as takeoff distance, climb rate, and engine power.

Maneuvering speed is an important airspeed limitation that is not color coded on airspeed indicators. This speed represents the maximum speed at which abrupt control inputs can be made without risking structural damage to the aircraft. It is typically indicated by a single white arc on the airspeed indicator. The never-exceed speed and maximum structural cruising speed are also important airspeed limitations, but they are color coded on the airspeed indicators (red and green arcs respectively).

The altimeter reading of 14,500 feet is indicated by Altimeter 2 in Figure 3.

The indications of a magnetic compass are only accurate during straight-and-level unaccelerated flight. This means that the compass will give correct readings when the aircraft is flying level and not experiencing any changes in speed or acceleration. In other words, the compass is not reliable during turns or when the aircraft is accelerating or decelerating.

The altimeter should be set to the current local altimeter setting, if available, or the departure airport elevation. This is because the altimeter measures the aircraft's altitude above sea level, and the local altimeter setting provides the correct reference point for this measurement. If the local altimeter setting is not available, the departure airport elevation can be used as an alternative reference point. The corrected density altitude and corrected pressure altitude are not relevant to setting the altimeter prior to takeoff.

Pressure altitude is defined as the altitude above the standard datum plane, where atmospheric pressure is 29.92 inches of mercury. Density altitude, on the other hand, is the pressure altitude corrected for non-standard temperature. At standard temperature, which is 15 degrees Celsius or 59 degrees Fahrenheit, pressure altitude and density altitude will be the same value because there is no temperature correction needed. Therefore, the correct answer is "At standard temperature."

When a flight is made from an area of high pressure into an area of lower pressure without adjusting the altimeter setting, the altimeter will indicate higher than the actual altitude above sea level. This is because the altimeter measures altitude based on the atmospheric pressure, and as the aircraft enters an area of lower pressure, the altimeter will not accurately reflect the change. As a result, it will continue to indicate a higher altitude than the aircraft is actually flying at.

When a left turn is entered from a north heading in the Northern Hemisphere, the magnetic compass will initially indicate a turn toward the east. This is because the Earth's magnetic field lines are tilted, causing the compass needle to align with the magnetic field. When the aircraft turns left, the compass needle will momentarily swing to the right (east) due to the change in heading and the tilt of the magnetic field lines. However, it is important to note that this is only an initial indication and the compass will eventually settle to the correct heading as the turn continues.

Absolute altitude refers to the vertical distance of an aircraft above the surface it is flying over. It is measured directly from the altimeter, which provides a precise reading of the altitude. This measurement is not affected by any reference point or standard datum plane, making it an accurate representation of the aircraft's height above the ground or water surface.

When at sea level under standard conditions, the indicated altitude will be the same as the true altitude because the altimeter is calibrated to measure altitude based on standard atmospheric conditions at sea level. In this scenario, there are no mechanical errors in the altimeter and the altimeter setting is not a factor.

When the aircraft is decelerated while on a west heading in the Northern Hemisphere, the magnetic compass will normally indicate a turn toward the south. This is because the Earth's magnetic field lines are tilted, causing the compass needle to align itself with the magnetic field. When decelerating on a west heading, the inertia of the compass needle causes it to continue pointing west momentarily, while the aircraft slows down and turns south.

The correct answer is movement of the aircraft about the yaw and roll axes. A turn coordinator is an instrument that provides information about the aircraft's movement in terms of yaw and roll. It indicates the rate of turn, coordination of turns, and the quality of turns. It helps the pilot to maintain control and stability during maneuvers by showing the aircraft's movement around these axes.

True altitude refers to the vertical distance of the aircraft above sea level. This means that it is a measurement of how high the aircraft is in relation to the average level of the world's oceans. It is an important measurement for pilots as it helps them navigate and maintain a safe altitude, especially when flying over uneven terrain or in areas with varying elevation.

Pressure altitude is the altitude indicated when the barometric pressure scale is set to 29.92. This is because pressure altitude is a standardized measurement used in aviation to ensure consistent altitude references for all aircraft, regardless of their location or atmospheric conditions. By setting the barometric pressure scale to 29.92, pilots can compare their altitude readings with those of other aircraft and accurately navigate through the airspace.

The white arc on an aircraft's airspeed indicator represents the normal flap operating range. This range indicates the speeds at which it is safe to extend or retract the flaps during takeoff and landing. The lower limit of the white arc to the upper limit of the green arc is the specific range within the white arc that identifies the normal flap operating range. Therefore, the correct answer is the white arc.

The lower limit of the white arc on an aircraft's airspeed indicator typically represents the power-off stalling speed with wing flaps and landing gear in the landing configuration. This means that when the aircraft is flying at or below this airspeed, it is approaching the stall speed and caution should be exercised to prevent a stall. Therefore, the correct answer is the lower limit of the white arc.

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When a pilot changes the altimeter setting from 30.11 to 29.96, the approximate change in indication is 150 feet lower. This is because the altimeter measures altitude based on air pressure, and a decrease in pressure causes the altimeter to indicate a lower altitude. The change in pressure from 30.11 to 29.96 corresponds to a decrease of 0.15 inches Hg, which in turn corresponds to a decrease in altitude of approximately 150 feet.

The correct answer is by the relationship of the miniature airplane (C) to the deflected horizon bar (B). The attitude indicator, also known as the artificial horizon, shows the aircraft's pitch and bank attitude. The miniature airplane represents the actual position of the aircraft in relation to the horizon bar. When the aircraft is in a bank, the miniature airplane will be tilted in the same direction as the deflected horizon bar. Therefore, by observing the relationship between the miniature airplane and the deflected horizon bar, the pilot can determine the direction of bank.

If an altimeter setting is not available before flight, the pilot should adjust the altimeter to the elevation of the departure area. This is because the departure area's elevation will give the pilot a reference point for their altitude, allowing them to maintain a safe and accurate altitude during the flight.

The deviation in a magnetic compass is caused by the magnetic fields within the aircraft distorting the lines of magnetic force. This means that the magnetic fields generated by the aircraft's electrical systems and metal components can interfere with the Earth's magnetic field, causing the compass needle to deviate from its true north position. The presence of flaws in the permanent magnets of the compass or the difference in location between true north and magnetic north are not the primary causes of deviation in a magnetic compass.

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The correct answer is that the indicated airspeed at which a given airplane stalls in a particular configuration will remain the same regardless of altitude. This is because the indicated airspeed is a measure of the dynamic pressure acting on the aircraft, which is not affected by changes in altitude. The stall speed of an aircraft is determined by its aerodynamic characteristics and the configuration it is in, and these factors remain constant regardless of altitude. Therefore, the indicated airspeed at which the airplane stalls will not change with altitude.

When the altimeter is set from 29.15 to 29.85, there is a 0.7-inch increase in pressure. This increase in pressure causes the altimeter to indicate a higher altitude. Each inch of mercury (inHg) change in pressure results in approximately a 1000-foot change in indicated altitude. Therefore, a 0.7-inch increase in pressure would result in a 700-foot increase in indicated altitude.

The angular difference between true north and magnetic north is referred to as magnetic variation. This variation occurs due to the movement of the Earth's magnetic poles and is important for accurate navigation using a compass. It is necessary to account for this difference when using a compass for navigation purposes, as it ensures that the direction indicated by the compass aligns with true north.

The maximum structural cruising speed refers to the highest speed at which an aircraft can fly without causing any damage or exceeding its structural limitations. In this case, the correct answer is 165 MPH, indicating that this is the highest speed at which the aircraft can safely cruise without risking any structural issues.

When an aircraft in the Northern Hemisphere is accelerated or decelerated, the magnetic compass will momentarily indicate a turn due to the inertia of the compass card. However, once the aircraft stabilizes on a north or south heading, the magnetic compass will correctly indicate the heading. This is because the magnetic compass is designed to align with the Earth's magnetic field, which is predominantly north-south. Therefore, when the aircraft is on a north or south heading, the compass will accurately show the direction.

The lower limit of the green arc on an aircraft's airspeed indicator represents the power-off stalling speed in a specified configuration. This means that when the aircraft is flying at or below this speed, it is at risk of stalling. The green arc typically denotes the safe operating range of the aircraft, and the lower limit of the green arc is the minimum speed at which the aircraft should be flown in order to avoid stalling.

When an aircraft is accelerated while on an east or west heading in the Northern Hemisphere, the magnetic compass will normally indicate a turn toward the north. This is because the Earth's magnetic field causes the compass needle to align with the magnetic north pole. When the aircraft accelerates, the compass needle is affected by the change in magnetic forces and will deflect towards the north. This phenomenon is known as "northern turning error" and pilots need to be aware of it to make accurate navigational decisions.

When a flight is made from an area of low pressure into an area of high pressure without adjusting the altimeter setting, the altimeter will indicate a lower altitude than the actual altitude above sea level. This is because air pressure decreases with increasing altitude. In a high-pressure area, the altimeter will sense a higher pressure than the actual pressure at that altitude, causing it to indicate a lower altitude.

The correct answer is true altitude at field elevation. The altimeter setting is the value that is set on the altimeter to ensure that it accurately indicates the true altitude at a specific field elevation. This is important for pilots to know their precise altitude above mean sea level, taking into account any variations in atmospheric pressure at different locations. The altimeter setting adjusts the altimeter's barometric pressure scale to compensate for these variations and provide an accurate reading of true altitude.

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In the Northern Hemisphere, a magnetic compass will normally indicate initially a turn toward the west if a right turn is entered from a north heading. This is because of the Earth's magnetic field. The magnetic compass aligns with the magnetic field lines, which are tilted in the Northern Hemisphere. When making a right turn from a north heading, the compass needle will be deflected towards the west due to the change in the direction of the magnetic field.

During level flight, the proper adjustment to make on the attitude indicator is to align the miniature airplane to the horizon bar. This ensures that the airplane symbol on the attitude indicator is aligned with the horizon bar, indicating that the aircraft is flying level. The horizon bar represents the actual horizon, while the miniature airplane represents the orientation of the aircraft. Aligning the miniature airplane to the horizon bar helps the pilot maintain a level flight attitude.

When the outside air temperature (OAT) at a given altitude is warmer than standard, it means that the air is less dense. As temperature increases, air molecules spread out and become less compact, resulting in lower air density. Density altitude is the altitude at which an aircraft "feels" its performance is occurring due to the density of the air. Since warm air is less dense, the density altitude will be higher than the pressure altitude, which is the actual altitude above sea level.

An increase in ambient temperature would tend to increase the density altitude at a given airport. Density altitude is the altitude at which the air density is equal to the air density at the actual altitude, and it is affected by temperature. As temperature increases, air molecules become more energetic and spread out, resulting in a decrease in air density. This decrease in air density makes it harder for the aircraft to generate lift and perform efficiently, effectively increasing the density altitude.

When standard atmospheric conditions exist, the pressure altitude will be equal to the true altitude. Standard atmospheric conditions refer to a temperature lapse rate of 2 degrees Celsius per 1,000 feet, a pressure of 29.92 inches of mercury (Hg) at sea level, and a standard temperature of 15 degrees Celsius at sea level. In these conditions, the altimeter reads the true altitude of the aircraft.

When the air temperature is warmer than standard, the air density decreases. This decrease in air density causes the altimeter to indicate a lower altitude than the true altitude. This is because the altimeter measures altitude based on atmospheric pressure, and with lower air density, the pressure decreases, leading to a lower altitude reading on the altimeter.