This document provides information about basic aircraft instruments, including pitot-static instruments (airspeed indicator, altimeter), gyroscopic instruments (turn coordinator, heading indicator), and the magnetic compass. It describes the operation of these instruments and some errors they may experience, such as variation, deviation, magnetic dip, acceleration error, and turning error for the magnetic compass. The key atmospheric properties of pressure, temperature, and density that impact pitot-static instruments are also covered.
This document provides information about basic aircraft instruments, including pitot-static instruments (airspeed indicator, altimeter), gyroscopic instruments (turn coordinator, heading indicator), and the magnetic compass. It describes the operation of these instruments and some errors they may experience, such as variation, deviation, magnetic dip, acceleration error, and turning error for the magnetic compass. The key atmospheric properties of pressure, temperature, and density that impact pitot-static instruments are also covered.
This document provides information about basic aircraft instruments, including pitot-static instruments (airspeed indicator, altimeter), gyroscopic instruments (turn coordinator, heading indicator), and the magnetic compass. It describes the operation of these instruments and some errors they may experience, such as variation, deviation, magnetic dip, acceleration error, and turning error for the magnetic compass. The key atmospheric properties of pressure, temperature, and density that impact pitot-static instruments are also covered.
This document provides information about basic aircraft instruments, including pitot-static instruments (airspeed indicator, altimeter), gyroscopic instruments (turn coordinator, heading indicator), and the magnetic compass. It describes the operation of these instruments and some errors they may experience, such as variation, deviation, magnetic dip, acceleration error, and turning error for the magnetic compass. The key atmospheric properties of pressure, temperature, and density that impact pitot-static instruments are also covered.
Section B: Gyroscopic Instruments Section C: Magnetic Compass Effects of Atmospheric Conditions
Since changes in static pressure can affect pitot-static
instrument operation, it is necessary to understand some basic principles of the atmosphere.
Note: As altitude increases, pressure steadily decreases.
International Standard Atmosphere Temperature: Pressure: ● 15°C ● 29.92 inches Hg ● 59°F ● 1,013.25 mb ● 288.15 K ● 1,013.25 hPa ● 518.67°R ● 101.325 kPa ● 101,325 Pa
Pressure Weight: ● 14.7 PSI Standard Lapse Rate Pitot-Static System Airspeed Indicator Different Types of Airspeed 1. Indicated Airspeed - it’s read right off your airspeed indicator. 2. Calibrated Airspeed - is indicated airspeed corrected for instrument and positional errors. 3. True Airspeed - is the speed of your aircraft relative to the air it's flying through. 4. Groundspeed - the movement of your airplane relative to the ground. Altimeter Different Types of Altitude 1. Indicated Altitude - simply the altitude you read directly off your altimeter. 2. Pressure Altitude - this is the altitude of the aircraft above the standard datum plane. 3. Density Altitude - pressure altitude corrected for non-standard temperature. 4. True Altitude - is the vertical distance of your airplane above sea level. 5. Absolute Altitude - Constantly changing, the distance of your airplane above the ground. Altimeter Errors Vertical Speed Indicator The VSI is capable of displaying two different types of information: ● Trend Information - shows you an immediate indication of an increase or decrease in the airplane's rate of climb or descent. ● Rate Information - shows you a stabilized rate of change. Blockage of the Pitot-Static System Gyroscopic Instruments Gyroscopic instrument operation is based on two fundamental concepts that apply to gyroscopes: ● Rigidity in space ● Precession. Rigidity in Space
Rigidity in space refers to 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. Precession Precession is the tilting or turning of the rotor axis as a result of external forces. When a deflective force is applied to a stationary gyro rotor, the rotor will move in the direction of the force.
Note: This causes slow drifting and minor erroneous
indications in the gyroscopic instruments. Turn Coordinator Turn-and-Slip Indicator VS Turn Coordinator ● Both types of indicators provide an indication of turn direction and quality as well as a backup source of bank information in the event of attitude indicator failure. ● The primary difference between the two is the display of turn, or roll, information. The turn-and-slip indicator uses a pointer, called a turn needle, and the turn coordinator employs a miniature airplane. ● Both indicators use a ball in a tube, called an inclinometer, to provide information relating to the quality of the turn. Note: Step on the Ball Attitude Indicator ● The attitude indicator presents you with a view of the airplane as it would appear from behind. ● The angle of bank is shown both pictorially by the relationship of the miniature aircraft to the deflected horizon bar and by the alignment of the pointer with the bank scale at the top of the instrument. ● Pitch is indicated by the position of the "nose," or center, of the miniature airplane with respect to the horizon bar. Heading Indicator The heading indicator, also called a directional gyro (DG), senses airplane movement and displays heading based on a 360° azimuth, with the final zero omitted. In other words, 6 indicates 60°, 21 indicates 210°, and so on. ● Heading indicators in most training airplanes are referred to as "free" gyros. This means they have no automatic, north-seeking system built into them.
Note: For the heading indicator to display the correct heading,
you must align it with the magnetic compass before/during flight. Magnetic Compass The magnetic compass was one of the first instruments to be installed in an airplane, and it is still the only direction seeking instrument in many airplanes. ● If you understand its limitations, the magnetic compass is a reliable source of heading information. Variation The angular difference between the true and magnetic poles at a given point. Since most aviation charts are oriented to true north and the aircraft compass is oriented to magnetic north, you must convert a true direction to a magnetic direction by correcting for the variation. Isogonic Line - Valued lines. Agonic Line - 0 degree line (Magenta). Note: East is Least (-), West is Best (+). Deviation Deviation refers to a compass error which occurs due to disturbances from magnetic fields produced by metals and electrical accessories within the airplane itself. Compass Errors
Although you can correct for variation and deviation, the
compass is susceptible to other types of errors which, although predictable, can make it difficult to use. Magnetic Dip When the bar magnet contained in the compass is pulled by the earth's magnetic field, it tends to point north and somewhat downward. ● The downward pull, called magnetic dip, is greatest near the poles and diminishes as you approach the equator. Acceleration Error If you accelerate an airplane in the northern hemisphere, the compass shows a turn to the north; if you decelerate, it indicates a turn to the south. ● The error is most pronounced when flying on headings of east or west; it doesn't occur when you are flying directly on a north or south heading. Note: Accelerate North, Decelerate South (ANDS) Turning Error ● When you begin a turn from a heading of north, the compass initially indicates a turn in the opposite direction. When the turn is established, the compass begins to turn in the correct direction, but it lags behind the actual heading. ● When you turn from a heading of south, the compass initially indicates a turn in the proper direction but leads the airplane's actual heading. Note: North Lag, South Lead. Coping with Compass Errors
The magnetic compass provides accurate
indications only when you are flying in smooth air and in straight-and-level, unaccelerated flight.
