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100% found this document useful (3 votes)
348 views691 pages1000 Questions Instruments
Uploaded by
Tirth PatelCopyright
© © All Rights Reserved
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/ 691
1000 QUESTIONS
ANSWERS AND EXPLANATIONS
FOR
JAR asa eas
INSTRUMENTS
KEITH WILLIAMS INTRODUCTION
“The purpose ofthis bookis to assist students to develop the theoretical knowledge
and understanding required to pass the JAR examinations and tobe effective JAR.
ATPL(A) or CPL(A) licensed pilots.
“The questions are bated spon material collected from a range of ondine databases
{nd ftom students who have undertaken the JAR examinations. By drawing
material from the widest possible range of sources, this book provides a more
Comprehensive range of questions than ean be achieved by any single shoo!
consulting only its own students,
Unlike the majority of ather publications and on-line databases, this book contains
detailed explanations, inching step-by-step solutions for those questions whieh
involve cleulations and CRPS work. There explanation are intended to wsist,
Stents in furthering tir Knowledge and understanding ofthe subject, rather
than simply memorising the answers t limited numberof examination questions
Inthis way students ean ensure thatthe are fully prepared for any new questions
that might appear in their examinations and in subsequent jb interviews
‘The JAR CPL(A) Instruments syllabus i ess extensive than that for the ATPL(A),
CCPL students should therfore consul thei syllabus when using this book.
‘To comment on the content oF format ofthis book, please contact the author at
COPYRIGHT
llrightsreserved. No part of this publication may be reproduced, stored in any
{orm of retrieval system, nor transmitted, in any form or by any means, eeetroni
mechanieal, photocopyinz, rscording or otherwise, without the prior permission of
the author. This publication shall not, by way of trade or othervse,e lent, reso,
hired out or otherwise eirulated without the prior permission ofthe author.
The information contained in tis publication is for private study purposes ony.
Whilst every effort hasbeen made to ensure ts accuracy and validity, n0
responsiblity is accepted for errors or dserepancles.
O00 Queon Aner &Expains Fores Copigh Win 2005 ' ‘Intentionally left blank.
1000 Question Anowes Emons Forlorumens Cop Wii 2005 LIST OF CONTENTS
Section Subject Pages
is Key facts and commonly used equations. Sto. 3S.
2 Questions a7 tm
Anwers and explanations. 295 to 689
eGo Queton Arse Explains Ferlnsrameat_Copright K Willan 2005 3 Intentionally left Dank.
om Queene Answers &Exaies Foresman Copnight K Willan 2005 SECTION 1
KEY FACTS AND COMMONLY USED EQUATION:
" Pages
international standard atmosphere. 7
¢ 1g SA temperature and ISA devi 7
‘Total and statie ar temperatures, 8
Bands
9
9 and 10
10
u
Pressure altitude
Density altitude.
Climbing.
Radius and rate of ura,
Pitot stat
Reels
Vertical speed indicators
Local speed of sound Wana 4
Mach number
Definitions of airspeeds. Wand 15
Relationships between alrspecds and slcude, Sand 16
Airspeed indicators. an t7
Gyroscopes. and 18
Ring laser gyrosoypes, Wand 19
INS, IRS, FMS »
Atitude indicators. 20
‘The Earth's magnatle eld 20 and21
Mage mand
Gyro si 4
Tara & slp Indieurs
ECAM. 2 and 25,
EIcAs. 25 and 26
Gpws, 2%
‘Atitude alerting systems n
Teas, 27029
CYR & FOR. 2»
EIS. 20M
International stasdard atmosphere table. 35
Woo Queon Aree & Expat Fornsrnett Copp K Willan 2005 100 Question Anse Explntns Fer iumunens: Corin k Wille 2105 ae
a
"MEANSEA LEVEL imal) CONDITIONS
Static pressure: 1013.25 hPa (or mb).
145 PSI,
29°92 inches of Mercury “Hg.
Decreases by approximately 28 mb per
1000 fatitde increase inthe lower
stmosphere,
Temperature: 142°C
287.7.
‘To convert from € to k add 273,
Decreases by 1.980C per 1000 ft aliude
Increase upto the tropopause at
approximately 36000
‘Temperature above the Tropopause it
approximately constant at-86.9°C up
to approximately 65000 f.
ae
akeaing SX
“Fe calelate the ISA temperature i the Woposphere (bea
the teopopause) use the form
1S4 temperature 15'C~ (pressure altitude (500)
or
[SA temperature = 15"C 2 degrees per 1000 fe above ml.
Far example at 10000 ft amsiz
ISA temperature = 15'C~ (2x 10) = °C,
‘The ISA Temperature Deviation is the difference between
the actual temperature a any point in the atmosphere and
‘he leraperature that would oceur at that point i the ISA.
ISA Deviation ~ Actual Temperature ~ ISA Temperature
Far example if temperature is +10°C at 10000 f aml
ISA deviation = +10°C = 65°C) = 18°C.
1000 Quon Anowes Expats Ferment) Copyright Willons 208, [Toracam——y
[Temperature
[EAT) AND,
(stancam
ee
GAD iheiere
PRESSURE
ALTITUDE
The movement of any objeet through the atmosphere tends
1 increase the alr tomperature inthe immediate vicinity of
the odject
‘Static Ai Temperature or SAT isthe temperature of the st
arin the stmosphere before itis aflected by the motion of an
srcraft or any other objet passing through
‘The Total air Temperature or TAT isthe temperature ofthe
sir after it has been increased by the movement of a abject
‘issn through the atmosphere.
“The increase in temperature caused by the movement ofan
jects called the RAM Rise.
TAT = SAT+RAM Rise.
‘Conversions between TAT and SAT can be carried out using
the standard equation:
TAT = SATx(+@2xkx Ot)
Where: kis the ram recovery fastor whichis &
‘measure ofthe accuracy ofthe temperatere
probe. For a ROSEMOUNT Prabe kis
‘sumed tobe I.
Misthe Mach number of the airflow relative
tothe abject
Pressure Aldtude
sltimeter when the sub-tale sett
the altude indicated on a baromeiie
25 mb,
“The pressure altitude at any point inthe atmosphere can be
calculated using the standard equations
Pressure
tude ~ Elevation +(30 x (1013 - QNH)
Pressure Altitude
0x (1013 ~ QFE)
EFFECTS OF VARIABLES
‘As pressure altitude increas the locl stati pressure
dzcreates. This means that inereasing static presure
‘decreases pressure altitude.
‘The stati pressure instil alr at any point inthe atmosphere
Is determined by the mass of air above that point. Increasing
sie temperature causes the aie to expand. This expansion is
‘mainly in an upward direction, so that a greater proportion
athe atmosphere above any given point above the surface
000 Quesin Aver & Eanes Fo Itunes Cog Wilae 2005 5 [TT Tis creases the state pressure at any given point. So
creating air temperature decreases the pressure altitude
DENSITY
ALTITUDE.
sty given point above the surface.
This ever reading is potentially dangerous in that it can |
cauiealreraft to hit high ground or obstacles.
“This danger i reflected in the phrase * going from high
temperatures to, low look out below”.
| Whenever the actual temperature differs from ISA, the alr |
density at any point in the atmosphere will lso differ from
ISA. The torm Density Altitude means the altitude at whieh
ity would occur inthe ISA.
Density altitude can be calculated using the standard
equation:
Deity Alt = Pressure alt + (1186 x Temp Deviation)
‘Where Temp deviation
tual Temp ISA Temp
_Alvays use the above formulae to calculate Density Altitude
in JAR examinations because Its more accurate than any
analogue navigation calculator.
EFFECTS OF VARIABLES
Inereasng static pressure decreases density altitude,
‘Inereasng ie temperature inereases density altitude. |
‘Cli gradient in sil air = 100% x ROCITAS”
‘Headwinds increases climb gradients and tailwinds decrease
clin gradients,
Wind effective gradient = 100% x ROC / Ground speed
Ad ofthe speeds in the above equation, ROC, TAS and
‘Ground speed must bein the same units. This can be done
sng the standard equations:
Stil ar % gradient = ROCin fUmin_ 6000
TAS in Kis 6080
eco Quecon Arsen Bapains Foner Copghk Wilan 205 ’ Wind ettective % gradient = ROC in femin_x 6000
Ground speed in Kis x 6080
RADIUS OF TURN | Radius of turn in metres can be caleulated using the
standard equation:
Radius oftarnin metres = (Vin Kts x 05151.
TAN Angle Of Bank
on Where: g = gravitational acceleration (9.81 m/°)
5 V= True airspeed or TAS in Kts
b ‘TAN AOB™ the tangent ofthe ange of bank.
(0518 i the conversion factor used to convert
Lee the TAS in Kts into ms,
[RATE OF TURN | The rate of tn in radians por second can be calulated
‘sing the standard equation:
radians per second = TAN AOB
Winks x0s15)
Where: = gravitational aceleration (9.81mi)
Y= True airspeed or TAS in Kis.
‘TAN AOB™ the tangent ofthe angle of bank,
{51S isthe conversion factor used to convert
the TAS in Kts into a
ROT in radians
fer segond by
| 1 second can be converted into degrees
| = ee
|
plying by the conversion factor 1 radian
©... |So ROT in degreestsecond = S7.3eTAN AOB
(Win Kis x 0515)
Sah RATE ONE TURN
|
Arate one tra sone in which the turning rate is 3 degrees. |
fer second, This means that a rate one turn requires 2
i minute to execute a ful circle of 360,
Am approximate valve for the angle of bank required
‘exceute arate one turn can be ealelated using the standard
= | equation:
| Required AOB (in degrees) = (TAS in Kis /10)+7
Note: The above equation iva
and speeds up to about S00 Kis,
only for rate one turns
eco Question Aron Fpaaons Forinsrments Cops Wiliams 20, Hil a
3
[erste
easton ahaa
ies
"The itor probe senses pitot or total pressure which
Prat = Poy * Pose
‘Static pressure is sensed by slots inthe side of the probe or
‘Yeats om the surface ofthe aireraft.
Pastion errors are caused by the position ofthe sensors
affecting the pressures sensed.
Postion errors are greatest at high angles of attack.
‘Alimeters and VSIs are unaffected because they use only
‘stale pressure.
‘The ASI and Mach meter over indeate in lim.
‘The ASI and Mach meter under indicate in descent,
| | Blocken sraric vent
‘The ASL, Mach meter, VSI and altimeter ar ll affected
‘Te altimeter freezes on altitude at which blockage occurred
‘The VSL falls to zero.
‘The AST and Mach meter over indicate in climb.
‘The ASI and Mach meter under indicate in descent.
‘Delays sensing of pressure changes but instruments are
accurate in any constant ltd (or stale source) or
constant CAS (for pitt source) condition
‘The VSI under reads when climbing or descending.
Detrs or icing adjacent to, but not blocking the pressure
sources can cause fluctuating and Inacurate Indications due
{overbulent boundary layer.
1000 Qin Answers & Expats Foc Inner Caps Wiliam 205 " TAROMETRIC
ALTIMETERS
on Quen Ano
RADIO“ = The Radio animate Wansmiisa Fequensy modulated FV)
Slate pressure decreases as atade Tereases.
‘This Static pressure acting on the outside ofan aneroid
Capsule causes the eapsule to expand and contract with
changes in alitude. |
EFFECT OF VARIABLES
Inereasing the sub-scale setting increases indicated altitude.
ressure altitude i indicated with 1013.25 mb set on su
Altimeters under indicat if temperature increases.
Altimeters over indicate temperature decreases.
Akimeters freeze f static source Becomes blocked
ltimeters are sluggish ithe stale source is partly Blocked,
Alimeters under indicate when side slipping towards 4
‘ocked static port (when the port on the other side remains
open
Altimeter over indicate when side slipping away from
‘Mocked static port (when the port on the other side remains
| em).
A leaking state pipe within a pressurised cabin allows
increased pressure to enter the state lines. This causes the
stkimeter fo Indicate eabln altitude,
The state pressure inside a non-pressurisedaireraft i
slightly less than Toca atmospheric stati pressure. Soa
=| aking stati pipe within a non-pressrised eabin allows this
bbmer pressure to enter the state Iines. Tis causes the
fimeter to over indicate slightly.
In non-pressursed sircraft breaking the altimeter glass in an
emergency allows cabin state pressure int altimeter case,
‘herby giving an approximate indication of altitude when
the stati source is blocked.
radio wave towards the ground below the sirraft. The
‘hase difference between the modulation ofthe transmitted
‘wave andthe reflected wave gives an indication ofthe time of
‘tavel ofthe signal This is then wsed to calculate the height
‘the aircraft above the ground,
1 EyratonsForlsrunets Cong k Wiis 2005 R Rail altimeter indicate the height ofthe aireraft above the
terrain immediatly below it
Ratio altimeters use the Super High Frequeney (SHF)
‘waveband between 4200 and 4400 MHz
Ratio ltimeters in commercial aircraft are effective
Failure ofthe system is inicated by the appearance ofa
‘warning flag and the needle moving behind a mask.
VERTICAL SPEED
INDICATORS.
os
‘State pressure is applied vo both the inside and the ouside
‘of differential capsvle. Changes in altitude cause the state
Dresture to change, The rate of change of static pressure i
‘etermined by the rate of change of altitude,
‘Tho supply of static pressure to one side ofthe capsule fs
through a small diameter hole or choke. This restricts the
rae of change of state pressure on tha side ofthe capsule.
‘Tho supply of static pressure tothe other side ofthe capsule
is unrestricted so this varies only with verial speed
‘Whenever the aircraft is climbing o descending the choke
‘eavacs the pressures on the twa side ofthe capsule to difler
‘lightly. ‘This pressure difference gives an indication of
‘vette speed
EFFECTS OF VARIABLES
[A lacked static source will ease the vertieal speed
indication to fll to
{A party blocked state source will eause the VSI to under
etd the vertical sped.
LOCAL SPEED OF
SOUND (155).
"The Local Speed OF Sound is the speed at whish pressure
wares move through the ait. It is determined by the absolute
temperature ofthe ar and can be ealeulated using the
formula:
LSS (inks) = 38.94 VabsoluteTemperature
‘Where the absolute temperature = temperature in degrees
Centigrade +273.
Atimean sea level in the ISA for example where the outside
alr temperature Is approximately 19°C, the LSS is:
oon Quen Anowers Eapnices Fernsruners Copia X Wim 2105 b ISS aC ISA mal = SONS PTS) = OTH
As altitude increases up tothe tropopause in the ISA, the
‘umperature and LSS gradually decrease. Above the
‘tropopause up to 85000 ft pressure altitude, Both
‘umperature and LSS remain constant
MACINUMBER.
Mach number ithe TAS ofan alrerat exprested
fraction ofthe lca speed of sound, So Mach I means that
the TAS is equal to the Local Speed of Sound
‘True Mach number = TAS/LSS
dicated Mach Number i the indication given by 8 Mach
Meter.
seated Mach number is equal tthe ra
pressure (Pao) and sate pressure (Pau).
of dynamic
So indicated mach number ~ (Pay) / (Pau
Changes in air temperature cause changes in air density
But ehanges in air density affect Pay and Pou tthe same
egree. This means that Mach Motors are not affected by
‘changes in air temperature.
So-when fying at constant mach number increasing
temperature does no affect CAS but Increases TAS.
‘DEFINITIONS OF
COMMONLY.
‘USED AIRSPEEDS
INDICATED AIRSPEED TAS)
TAS isthe speed shown onthe Alspeed Indicator (ASH). It
Includes instrament errors.
(CALIBRATED AIRSPEED (CAS)
EAS is the TAS correced for positon (pressure sensing
terrors) errors which are caused by the locaton of the pitot
stale prabes and changes inthe aircraft attitude.
EQUIVALENT AIRSPEED (EAS)
[As irspeed Increases, the inreasing dynamic pressure
compresses the arin the plat probe. This increases the ar
fensty, thereby causing the ASI to over read at high speeds.
TAS isthe CAS corrected fr this compressibility error.
TAS isthe trve spel of the airraft relative to the a
around it. TAS ls CAS corrected for density error
lin the ISA. As altitude increases, the decreasing alr
ensty causes the TAS at any given IAS fo increase,
100 Question Asner eEnlntins Far lumamets Cop K Wiliams 2008 “ WAGH NUMBER
[RELATIONSHIPS |
BETWEEN,
VARIATIONS IN,
ALTITUDE AND
AIRSPEEDS.
SEFECTS OF
CLIMBING IN,
THE ISA
TROPOSPHERE
|Tv alrspecd indeator produces an Indicated Airspeed
Mach Nember i
speed of sound.
THeTAS expressed ava fraction ofthe Toad
‘Mash Number = TAS / Local speed of Sound.
‘ouput (LAS) that i proportional to pV, Where. pis i
density and Vis TAS.
Any given value of % pV will lays produce the same LAS,
regardless of altude. vga constant IAS therefore
means climbing at constant pV". But p decreases with
increasing altitude, so The TAS equating to any given JAS.
‘st increase, such thatthe rate of decrease In sequal to
therate of increase in (TAS) At 40000 feet in the standard
atmosphere, pis approximatsly % of ts ea level value, so
* TAS is approximately ewice IAS.
Asalttude increases upto the tropopause at 36000 fet, air
temperature andthe local speed of sound decrease. Above
‘36000 fect ar temperature and the leal speed of sound
‘enain constant. Climbing at constant mach number
‘therfore means IAS and TAS decrease upto 36000 feet.
Above 36000 fect IAS continues to decrease but TAS remains
constant. The relationship between EAS, CAS TAS and
‘Much number in various atmospheri conditions can be
‘determined using the dlagrams below
EASCAS TAS MACH
move farther apart 38
altude increases.
Draw the chart such that
the constant parameter is
ae vertical, The effect on
the other theee i then
Indicated by the tines.
‘The chart at the let
cates a constant TAS
‘limb with EAS and CAS
‘decreasing, while Mach
For descents follow the lines down the chart.
‘Correct for ISA to 36000 ft.
For altitudes below sea level the lines may be extended below
thr crossover point.
1s &Englantns Fer lsrumcess Copii K Willams 2005 6 EFFECTS OF
CLIMBING IX AN
ISOTHERMAL
EFFECTS OF
CLIMBING N'A
‘TEMPERATURE
INVERSION
_| shove 36000 fet, TAS and Mach number incr
EAS CAS TASand MACH
Inisothermal layers and
above 36900 fet the
temperature is constant
‘and so the TAS: MACH.
jane fade f constant, So both
fare represented by @
ile ine. The EAS,
CAS and the combined
‘TAS and MACH lines
move apart with
Increasing altitude
indicating that the EAS.
Corres for iothermallayers and CAS equating to any
and above the tropopause given TAS or Mach
‘number decreases with
Increasing altitude.
‘Tho chart above indicates that in a constant CAS climb
6, while
EAS decreases,
EAS CAS MACH TAS — Iman aversion the
‘normal temperature
Tapse rates reversed
causing the temperature
{o increase as altitude
ale Increases, But the TAS
atany given MACH
‘umber i determined by
temperature. So as the
inde increases in anin
an inversion, the MACH.
at any given TAS
‘Correct for Inversions. decreases. The overa
fect ofthis ea reversal
‘of the order of the TAS and MACH lines inthe graph
fbove. This indicates that ina constant CAS climb in an
{nversion, the EAS deereases, while the MACH and TAS.
both increase.
Fito pressure ed ito a differential capsule, and Wale
pressure ie fed to the outside. The differential capsule
Eubtracts atic pressure from pitot pressure to leave
féynam pressure. The capsule expands and contracts
In response to changes in dynamic pressure.
[EFFECT OF VARIABLES
Any given dynamic pressure wll giveth
slrspeed (IAS), regardles of altitude oF
we indicated
oat Queen Aner EspaatensFolnsrmentsCoprght k Wits 2005 6 "This iaeans that ening at constant TAS requires constant
dynamic pressure
ASLCOLOUR copes
GREEN ARC Vsieto Vno!V0 0r Vien
YELLOW ARC ViwolVs0 oF Va to Vas
| REDRADIALLINE Vue
BLUE RADIAL LINE Vase Best single engine climb
Speedin a twin engine airerat,
60.2) RED AND WHITE, Indicates CAS value of VMO st
: STRIPED POINTER low altitude and MMO at high
[2 aRBeRS' POLE) __aliude.
(GYROSCOPES” =| Employ a spinning mass to ereate properties of rigidity and
RIGIDITY The tendeney of the spin axis to remal
‘with one point in space.
ined
| PRECESSION An external force tending to change the
allgnment of the spin axl, acts not at its point of application
‘bt ata point 90 degrees ater in the direction of rotation.
| Degrees of freedom do not include spi
| numberof gimbals
and are equal to the
| SPACE GYRO Has two gimbals, wo degrees of freedom.
#7 Remains aligned with one point in space
TIED GYRO Has two gimbals and two degrees of freedom,
is spin ana eo some specific orientation by some
external force. An example sa DGI where the spin as
tied to the yaming plane of the airraft bya spring
I EARTH GYRO A tied gyro, where the spin axis is tied to
‘the earth vertical direction. Used in an artical horizon
RATE GYRO Has only one gimbal and one degree of
f frerdom. Senses rate of change of orentation of its spin axis,
eee rather than the degre of change. Used ina turn and slip
Indicator.
10 Goeson Answers &Enpraons Fornsrumens Copyright K Wilms 2005 2 HATE INTEGRATING GYRO A special form of rate gyro
‘sed in IRS eystems and i some autopilot, but nt in INS
systems. Integrates accelerations once to eatelate velocities,
{nd a second time to calculate deplacements,
DRIFT 1s when the spin ans shifts inthe horizontal plane.
TTOPPLE Is when the spin axis shit
the vertical plane.
[WANDER Ts any change vertical or horizontal inthe
rection ofthe spin ais. Wander I the vector sum of deft
snd topple
REAL WANDER When the spin aus shifts relative to
space. Its caused by mechanical imperfection, ineluding
Imbalances and frition.
APPARENT WANDER When the spin axis appears to shift
relative to any given plat on the earth but docs not shift
Telative to space. Made up of earth rate drift and transport
wander.
EARTH RATE DRI
Its caused by rotation ofthe earth
Earth rate drift in degrees per hour = 15x the sine of the
late.
EARTH RATE TOPPLE Its caused by rotation ofthe
earth,
{Earth rate topple in degrees per hour
the ative,
1S? x the cosine of
DRIFT DUE TO DGI TRANSPORT WANDER
‘TW ait rate in degrees por hour = (East West
component of groundspeed Cin Kis) x Tam of latitude) / 60
‘Where westerly ground speeds are negative.
LATITUDE NU
rite,
ted to DGIs to compensate for earth
RING LASER
‘GYROSCOPES
Ting Laver Gyros have roplaced conventional spina rotor
‘pros in modern Inertial Reference Systems (RS),
‘They sense angular accelerations and velocities by measuring.
changes in the resonant frequency of two beams of laser
Tight.
oto Geeion Ameer Epson Frleamenss Capit Willa 28 * ‘Thay have mo rotating parts, so they donot require any spin-
uptime and have longer service lives than conventional
“They suffer from laser lek, which reduces thelr ability to
sense small movements
Laser lock is prevented or overcome by 2 dither motor,
ivbleh vibrates the entre gyre unit
Laser gyros are used in modern strapped down IRS
pletforms.
TNS, IRS & FMS
Inertial Reference Systems (IRS) use three accelerometers
stat 90 depres to each other to form a trihedron to sense
‘vertical lateral and longitudinal accelerations.
Inertial Navigation Systems (INS) use to accelerometers
aligned North/South and East West.
‘Three gyros arranged in similar manner detect angular
accelerations.
FNS systems coupled to autopilots fly great circle routes,
INS. systems use conventional
platforms, which must be physically aligned with true north
land earth horizontal before fight.
1S systems use ring laser gyros and strapped down
platforms, which are not physically aligned with true north
‘earth horizontal before Might. Alignment scarred out
rmthematially instead of physically aligning the platform
“The IRS aligament proces involves the computer calculation
north and earth horizontal.
[RS and INS cannot be realigned in she ale following a shut
down or pomer loss. But IRS can stil give atitade
information for the remainder of the fight.
[IRS and INS suffer Schuler errors due to their pendulum
‘eflect, and corriolis effects Because of earth rotation.
‘The schuler period is 844 minutes and the greatest errors
‘ovur at 21.1 and 63.3 minutes. The errors are zero at 42.2
and B44 minutes.
100 Queen Anoners &ExpnaionsFerlsrmens Copyright Willan 2005 » DET]
INDICATORS,
|| irection and an acceleration in the
JT produced by the magnsic materials inthe Barth's ore,
J CLASSICAL OR ATR DRIVEN TYPE
‘They employ an ercetion chamber and pendulous vanes to
erect the gyro and keep i earth vertical
‘They spin ant-clockwise viewed from above.
‘The nerta of erection chamber and pendulous vanes causes
fndicaton errors when accelerating or turning
ACCELERATION ERROR
‘Aight turn due to inertia ofthe erection chamber, ps @
Fitch up indication due to inertia ofthe pendulous vanes.
DECELERATION ERRORS
‘Alef turn due to inertia ofthe erection chamber, pls a
Fitch down due tothe inertia of the pendulous vanes.
TURNING ERRORS
‘Aura constitutes a deceleration in the longitudinal
eral direction, The
‘combined effects ofthese aeclrations depends upon the
‘diection and magnitude of the tura. The errors for aright
tar are illustrated bolow.
climb +
Za
Direction of
“The North pole of the Earths the equivalent ofthe South
Glue) Pote of a magnet.
Lines of magnetic force oF lus flow out of the Magnetic
south pole ofthe Earth and into the Magnetic North Pole
“The magnetic and geographic poles are slightly out of
‘ligament, such thatthe magnetic north pole slightly te the
vest ofthe geographie north pole.
100 Gueoe Anew & Elance: Frlesruments Cope K Witlans 208 » ‘The difference between magnetic north and geographic
north sealed the Magnetic Variation and changes
sradually withthe passing of time,
VARIATION isthe angle between True North and Magnet
North
Variation East means that Magnetic North sto the east of
Trae North.
[North is othe west of
Variation West means that Magn
Trae North
‘Toconvert from magnetic to true use the reminders below:
VARIATION WEST MAGNETIC IS BEST This
‘means that if the variation Is west then the magnetic
heading ie greater than the trae heading.
VARIATION EAST MAGNETIC IS LEAST This
‘means that the variation is east then the magnetic
heading is less than the true heading.
ISOGONAL LINES are line of constant variation on charts
and are marked as pecked (or dashed) lines.
[AGONIC LINES re lines on charts joining points of zero
|The postions of the Magnetic North and South Poles varies
radeally with the pasing of time.
‘The lines of magnetic force are horizontal atthe magnetic
‘eqeator and dip downwards a they approach the poles.
This dipping of the lines of magnetic force is called dip and is
90" atthe Magnetic Poles and zero atthe Magnetic Equator.
ISOCLINALS are lines on charts jolningpolnts of equal
magnet dp.
ACLINIC LINES are lines on charts joining points of zero
ip.
“The dipping ofthe lines of magnetic force reduces the
accuracy of magnetic compasses. So uch compasses are
mest accurate at the Magnetic equator and least accurate at
the magnetic Poles.
oon Quest Anon ExpaiesForlumanens: Copyright KWitan 2005 [MAGNETIC J
| COMPASSES:
100 Qusion Asus & Epler tuners Cepek Wiliams 205
| Ge a magnetic needle, which aligns Wislf withthe ines of — ]
force of the Barth's magnet fel.
‘The horizontal (H) component ofthe fed gives an
of true north
‘As atte increases tomards the north and south poles, the
lines of force assume an increasing vertial component as
they dip owards the centre ofthe earth. This dipping ofthe
lines of force reduces the accuracy of magnetic compasses.
the equator where the lines of force are
i east accurate atthe magnetic poles where the
lines of force ap vertically inte the Barth
“The dipping ofthe lines of force make magnetic compasses
sirtually unusable at latitudes greater than 70 degrees north
and south.
DEVIATION te the angle between the local magnetic
‘meridian and the direction in which the compass magnets
realigned.
Deviations Eas or + when the red end of the compass
‘magnet points tothe East of magnetic north
Deviation is Wes or- whem the red end of the compass
‘magnet points tothe Wert of magnet north
‘When applying deviation use the following reminders:
DEVIATION WEST COMPASS IS BEST This means
‘that ifthe deviation fs west then the compass heading Is
sreater than the magnetic heading.
DEVIATION EAST COMPASS IS LEAST This means
that f the deviation is east then the compass heading
less than the magnetic heading
Damping wires and short magnets are used to damp out
‘eillations making the compass aperiodic or dead-beat.
Pendulous suspension systems are used to minimise the eect
‘ofthe dipping ofthe Hines of magnet force
Seffer from errors when accelerating on East-West
headings, except atthe magnetic equator.
Soffer from torn
‘South headings.
rors when turning through North- ee
Direct reading compasses employ a pendulous suspension system to reduce the
effects of di, bot this eaves errors when accelerating or decelerating as
summarised below.
[MANOEUVRE HEADING ACCELERATION ERRORS.
[ACCELERATING — | NOR’ NIL
INTHE NORTHERN | SOUTH NIL
HEMISPHERE | east COMPASS UNDER READS
WEST ‘COMPASS OVER READS
DECELERATING — | NORTH NIL.
INTHENORTHERN | SOUTH NIL
HEMISPHERE EAST COMPASS OVER READS
‘WEST ‘COMPASS UNDER READS
ACCELERATING | NORTH [NIL
INTHESOUTHERN | SOUTH NIL
HEMISPHERE EAST. ‘COMPASS OVER READS
‘wesT ‘COMPASS UNDER READS
DECELERATING | NORTH Nc
INTHESOUTHERN | SOUTH NI
HEMISPHERE EAST ‘COMPASS UNDER READS
‘west ‘COMPASS OVER READS
A summary of magnetic compass turning errors is provided below.
Tau | Toe Area] Ngee Reig Fe — Eo Cpe
Twa awe faa fae See Re |
Saar Seams cae [car Te a |
Sane |e PE Tae | Sar [a
Ba we Coane Rear a— Ber
Sak [asa Ni a
| suc man ah cmp ding aig ide aera hg
1000 Quest Annes & spans Formers Capit Willa 205, a CRO.
STABILISED
‘COMPASSES:
“Torn estir
[INDICATORS
ECA
"The magnets compass provides a Tong term roorence using
the Earth's magnetic field.
“The gyro provides a short term reference to prevent errors
‘when the slrerafe ls acelerating or turaing.
‘The Flux Valve senses the Earth's magnetic feld and sends
signals othe Error Detector. Error signals are amplified
and sent othe Precession Coils to precss the gyro to Keep it
aligned with north
Initial erection i achieved by a torque motor, which
recesses the gyro into its north alignment.
‘The annunciator indicates when the compass is correctly
aligned.
‘The power supplics to precession motors are cut off
‘whenever the aircrafts turning or accelerating to prevent
The tara indicator ases a Fate gyro with one Gm
degree of freedom and ts spin axl Hed othe
yawing plane of the aireraft
‘The slip or balance indicator isa ballin a curved tube.
‘The ball is positioned by the vector sum ofthe acceleration
forees acting upon it.
| tm balanced fight the balls central,
| Inside sipping night the ball move tothe side towards whieh
| the aircraft is ide tipping.
CAM isan AIRBUS tem
BASIC ECAM
Uses a left and right displ
at.
and does not provide any engine
while the right
1000 Quesee Anew Explains Fleas Cope k Wiis 2005 u EICAS
i
T RICAS isa BOEING SYSTEM
ADVANCED ECAM
Uses upper and lower displays.
‘The top part of upper display shows engine primary data,
Bottom part of upper dsplay shows warnings and eautions
together with corrective actions to be taken bythe pilot
‘The lower display shows engine secondary data or system
data depending onthe mode selected.
ECAM MODES
‘Both basic and advanced ECAM use the following modes:
NORMAL The upper display shows engine primary data
while he lower display i Blank. In basi
ECAM both screens are blank.
ADVISORY Indicates any non-emergency change inthe
status ofthe alrerafto ts systems.
FAILURE ‘The left or upper dsplay provides a writen
statement of the nature ofthe problem, plus a
list of actions tobe taken. The lower or right
display shows the relevant diagrams.
MANUAL The pilot eects stems from a mena andthe
ECAM lower display shows the status ofthe
selected sytem,
STEN
EIN
‘The upper display shows engin primary data, while the
lower display fs either blank or showing relevant secondary
enzine or tyster data,
14 single display fails on basie EICAS, the other will go into
compacted dsplay mode to show as muchas possible.
1f both displays in the basic EICAS fll engine primary data
Isshown on an emergency LED.
1 oth EICAS displays fall n an EFIS fitted alrerafy, the
EICAS data canbe transferred to one of the EFIS displays
—__}
evo Queson Aten: Expations Fonsi Copp K Willen 2005 2s OPERATIONAL MODE
‘The upper display shows engine primary data while the
mer blank
Warnings cautions and advisory messages are shown on the
Int side of the upper display. The lower screen then shows
relevant secondary d
STATUS MODE
“The plot selects systems from a menu and the loner display
shows their sates.
MAINTENANCE MODE
Isavailable only on the ground to provide equipment usage
information and servicing records,
ee [oe |
Trees ROD Whoop Whoop | Sinkrats | Whoop Whoop.
pull ep
pall up
2. excessive tere
clowure rate, ‘Whoop Whoop| Terrain Terra
3, Attitude toss
ater take-off or
go-around
4A. Unsafe terrain
clearance with
ear not locke
own
Whoop
up
‘4B, Unsafe terrain “Too low terrain
clearance with
‘aps notin
lanaing
configuration
Minimums | NIL
een QuetinAnowes & Eaton Fornsuments—Copigh K Wiliams 205, % ALTITUDE TRejuired for JAR certification of
ALERTING
SYSTEM ‘4. Allturbine powered aireraft with take-of mass
‘over S700 Ki or 9 or more pasenger sats,
b. All arcraft of take-off mass over S700 Ke after 1
Apr 1998,
‘Must provide atleast an aural signal to indicate when the
aircraft is approaching, or deviating above or below a pre-
Selected altitude.
In Bocing 737 aircraft:
‘2. A steady amber light iluminates and a2 second C
‘tone sounds when approaching within 900 f above
‘or below the selected altitude,
The light extinguishes when within 300
€ Thelight Mashes and 2 second C tone sounds when