1. Warm-Up – 4/2 – 10 minutes
Utilizing your notes and past knowledge answer the following questions:
Describe the purpose of the VSI.
Describe the differential pressure used within the VSI.
Describe the two types of information the VSI provides.
What happens to the VSI when the pilot pulls back on the yoke/stick?
What is the time period from the initial change in the rate of climb to the indication of the new rate indicated on the VSI?

2. Questions / Comments

3. Warm-Up – 4/2 – 10 minutes
Utilizing your notes and past knowledge answer the following questions:
Describe the purpose of the VSI.
Describe the differential pressure used within the VSI.
Describe the two types of information the VSI provides.
What happens to the VSI when the pilot pulls back on the yoke/stick?
What is the time period from the initial change in the rate of climb to the indication of the new rate indicated on the VSI?

4. Vertical Speed Indicator (VSI)
The VSI indicates whether the aircraft is climbing, descending, or in level flight.
The rate of climb or descent is indicated in feet per minute (fpm).
If properly calibrated, the VSI indicates zero in level flight.

5. Warm-Up – 4/2 – 10 minutes
Utilizing your notes and past knowledge answer the following questions:
Describe the purpose of the VSI.
Describe the differential pressure used within the VSI.
Describe the two types of information the VSI provides.
What happens to the VSI when the pilot pulls back on the yoke/stick?
What is the time period from the initial change in the rate of climb to the indication of the new rate indicated on the VSI?

6. Principle of Operation
This causes a pressure differential that is indicated on the instrument needle as a climb or descent.

7. Warm-Up – 4/2 – 10 minutes
Utilizing your notes and past knowledge answer the following questions:
Describe the purpose of the VSI.
Describe the differential pressure used within the VSI.
Describe the two types of information the VSI provides.
What happens to the VSI when the pilot pulls back on the yoke/stick?
What is the time period from the initial change in the rate of climb to the indication of the new rate indicated on the VSI?

8. Principle of Operation
The VSI displays two different types of information:
• Trend information shows an immediate indication of an increase or decrease in the aircraft’s rate of climb or descent.
• Rate information shows a stabilized rate of change in altitude.

9. Warm-Up – 4/2 – 10 minutes
Utilizing your notes and past knowledge answer the following questions:
Describe the purpose of the VSI.
Describe the differential pressure used within the VSI.
Describe the two types of information the VSI provides.
What happens to the VSI when the pilot pulls back on the yoke/stick?
What is the time period from the initial change in the rate of climb to the indication of the new rate indicated on the VSI?

10. Principle of Operation
If an aircraft is maintaining level flight and the pilot pulls back on the control yoke causing the nose of the aircraft to pitch up, the VSI needle moves upward to indicate a climb.

11. Warm-Up – 4/2 – 10 minutes
Utilizing your notes and past knowledge answer the following questions:
Describe the purpose of the VSI.
Describe the differential pressure used within the VSI.
Describe the two types of information the VSI provides.
What happens to the VSI when the pilot pulls back on the yoke/stick?
What is the time period from the initial change in the rate of climb to the indication of the new rate indicated on the VSI?

12. Principle of Operation
If the pitch attitude is held constant, the needle stabilizes after a short period (6–9 seconds) and indicates the rate of climb in hundreds of fpm.
The time period from the initial change in the rate of climb, until the VSI displays an accurate indication of the new rate, is called the lag.

13. Questions / Comments

14. THIS DAY IN AVIATION April 2
1794 — The world's first air force, the Aerostatic Corps of the Artillery Service is formed in France following a demonstration ascent from the gardens of the Chalais-Meudon on the outskirts of Paris in the hydrogen balloon L'Entreprenant, the first used for military tests.

15. THIS DAY IN AVIATION April 2
1937 — Swedish airplane manufacturer Svenska Aeroplan Aktiebolaget (SAAB) is established in Trollhättan, Sweden.

16. THIS DAY IN AVIATION April 2
1951 — Establishment of the USAF Air Research and Development Command announced.

17. THIS DAY IN AVIATION April 2
1997 — A Boeing 777, powered by twin Rolls-Royce Trent 892 turbofans, returns to Seattle to set a new Eastbound speed around the world record of 553 mph.
En route, the twinjet sets a Great Circle distance without landing record of 12, miles when flying from Seattle to Kuala Lumpur, Malaysia.

18. Questions / Comments

19. March/April 2014 30 31 Chapter 7 Gyro Systems 1 2 Magnetic Compass 3 4
Sunday
Monday
Tuesday
Wednesday
Thursday
Friday
Saturday 30 31
Chapter 7
Gyro Systems  1  2
Magnetic Compass  3  4
FltLine Friday  5 6 7 8 9 10 11 12 13 14
SPRING BREAK 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29

20. Questions / Comments

21. Chapter 7 – Flight Instruments
FAA – Pilot’s Handbook of Aeronautical Knowledge

22. Today’s Mission Requirements
Identify in writing how to interpret and operate flight instruments.
Describe the pilot’s ability to recognize errors and malfunctions with flight instruments.
Describe the pitot-static system and associated instruments.
Describe the vacuum system and related instruments.
Describe the gyroscopic instruments and the magnetic compass.
EQ:
Describe the importance of Aeronautical Knowledge for the student pilot learning to fly.

23. Magnetic Compass
One of the oldest and simplest instruments for indicating direction is the magnetic compass.
It is also one of the basic instruments required by Title 14 of the Code of Federal Regulations (14 CFR) part 91 for both VFR and IFR flight.

24. Magnetic Compass
An aircraft magnetic compass is marked with letters representing the cardinal directions, north, east, south, and west, and a number for each 30° between these letters.
The final “0” is omitted from these directions. For example, 3 = 30°, 6 = 60°, and 33 = 330°.

25. Magnetic Compass
There are long and short graduation marks between the letters and numbers, each long mark representing 10° and each short mark representing 5°.

26. Magnetic Compass Induced Errors
The magnetic compass is the simplest instrument in the panel, but it is subject to a number of errors that must be considered.

27. Magnetic Compass Induced Errors
Variation
true directions
magnetic directions
In aerial navigation, the difference between true and magnetic directions is called variation.

28. Magnetic Compass Deviation
Magnetic fields in an aircraft caused by electrical current flowing in the structure, in nearby wiring or any magnetized part of the structure, conflict with the Earth’s magnetic field and cause a compass error called deviation.

29. Magnetic Compass Oscillation Error
Oscillation is a combination of all of the other errors, and it results in the compass card swinging back and forth around the heading being flown.

30. Outside Air Temperature (OAT) Gauge
The outside air temperature (OAT) gauge is a simple and effective device mounted so that the sensing element is exposed to the outside air.

31. Outside Air Temperature (OAT) Gauge
OAT gauges are calibrated in degrees °C, °F, or both.
An accurate air temperature provides the pilot with useful information about temperature lapse rate with altitude change.

32. Questions / Comments

33. Gyroscopic Flight Instruments
Several flight instruments utilize the properties of a gyroscope for their operation.
The most common instruments containing gyroscopes are the turn coordinator, heading indicator, and the attitude indicator.

34. Gyroscopic Flight Instruments
Precession can also create some minor errors in some instruments.
Instruments may require corrective realignment during flight, such as the heading indicator.

35. Gyroscopic Flight Instruments Sources of Power
Gyros are vacuum, pressure, or electrically operated.
Most aircraft have at least two sources of power to ensure at least one source of bank information is available if one power source fails.

36. Gyroscopic Flight Instruments Sources of Power
The vacuum or pressure system spins the gyro by drawing a stream of air against the rotor vanes to spin the rotor at high speed, much like the operation of a waterwheel or turbine.

37. Gyroscopic Flight Instruments Sources of Power
Pressure required for instrument operation varies, but is usually between 4.5 "Hg and 5.5 "Hg.
One source of vacuum for the gyros is a vane-type engine-driven pump that is mounted on the accessory case of the engine.

38. Gyroscopic Flight Instruments Sources of Power
A typical vacuum system consists of an engine-driven vacuum pump, relief valve, air filter, gauge, and tubing necessary to complete the connections.

39. Gyroscopic Flight Instruments Sources of Power
Air is drawn into the vacuum system by the engine-driven vacuum pump.
It first goes through a filter, which prevents foreign matter from entering the vacuum or pressure system.

40. Gyroscopic Flight Instruments Sources of Power
The air then moves through the attitude and heading indicators, where it causes the gyros to spin.
A relief valve prevents the vacuum pressure, or suction, from exceeding prescribed limits.

41. Gyroscopic Flight Instruments Sources of Power
It is important to monitor vacuum pressure during flight, because the attitude and heading indicators may not provide reliable information when suction pressure is low.

42. Gyroscopic Flight Instruments Sources of Power
When the vacuum pressure drops below the normal operating range, the gyroscopic instruments may become unstable and inaccurate.

43. Turn Indicators
Aircraft use two types of turn indicators: turn-and-slip indicator and turn coordinator.
The turn-and-slip indicator shows only the rate of turn in degrees per second.

44. Turn Indicators
The turn coordinator can initially show roll rate and it indicates rate of turn.
Both instruments indicate turn direction and quality (coordination), and also serve as a backup source of bank information in the event an attitude indicator fails.

45. Turn Indicators
Coordination is achieved by referring to the inclinometer, which consists of a liquid-filled curved tube with a ball inside.

46. Turn-and-Slip Indicator
The gyro in the turn-and-slip indicator rotates in the vertical plane, corresponding to the aircraft’s longitudinal axis.
The turn-and-slip indicator uses a pointer, called the turn needle, to show the direction and rate of turn.

47. Turn Coordinator
The gimbal in the turn coordinator is canted; therefore, its gyro can sense both rate of roll and rate of turn.
When rolling into or out of a turn, the miniature aircraft banks in the direction the aircraft is rolled.

48. Turn Coordinator
The turn coordinator can be used to establish and maintain a standard-rate turn by aligning the wing of the miniature aircraft with the turn index.

49. Turn Coordinator
Two marks on each side (left and right) of the face of the instrument.
The first mark
a wings level zero rate of turn.
The second mark
indicate a standard rate of turn.

50. Turn Coordinator
A standard-rate turn is defined as a turn rate of 3° per second.
The turn coordinator indicates only the rate and direction of turn; it does not display a specific angle of bank.

51. Inclinometer The inclinometer is used to depict aircraft yaw.
Coordinated flight is maintained by keeping the ball centered. If the ball is not centered, it can be centered by using the rudder.

52. Inclinometer
To center the ball, apply rudder pressure on the side to which the ball is deflected.
Use the simple rule, “step on the ball,” to remember which rudder pedal to press.

53. Inclinometer Instrument Check
During the preflight, check to see that the inclinometer is full of fluid and has no air bubbles.
The ball should also be resting at its lowest point.
When taxiing, the turn coordinator should indicate a turn in the correct direction while the ball moves opposite the direction of the turn.

54. Attitude Indicator
The attitude indicator, with its miniature aircraft and horizon bar, displays a picture of the attitude of the aircraft.
The relationship of the miniature aircraft to the horizon bar is the same as the relationship of the real aircraft to the actual horizon.

55. Attitude Indicator
The instrument gives an instantaneous indication of even the smallest changes in attitude.
The horizon bar represents the true horizon.

56. Attitude Indicator
The relationship of the miniature aircraft to the horizon bar should be used for an indication of the direction of bank.

57. Attitude Indicator
The attitude indicator is reliable and the most realistic flight instrument on the instrument panel.

58. Heading Indicator
The heading indicator is fundamentally a mechanical instrument designed to facilitate the use of the magnetic compass.
Errors in the magnetic compass are numerous, making straight flight and precision turns to headings difficult to accomplish, particularly in turbulent air.

59. Heading Indicator
Because of precession caused by friction, the heading indicator creeps or drifts from a heading to which it is set.

60. Heading Indicator
Another error in the heading indicator is caused by the fact that the gyro is oriented in space, and the Earth rotates in space at a rate of 15° in 1 hour.
The heading indicator may indicate as much as 15° error per every hour of operation.

61. Heading Indicator Instrument Check
As the gyro spools up, make sure there are no abnormal sounds.
While taxiing, the instrument should indicate turns in the correct direction, and precession should not be abnormal.