Airplane systems Flashcards
What are the flaps and what is their function?
The wing flaps are movable panels on the inboard trailing edges of the wings. They are hinged so they may be extended downward into the flow of air beneath the wings to increase both lift and drag. Their purpose is to permit a slower airspeed and a steeper angle of descent during a landing approach. And some cases, they may also be used to shorten the takeoff distance.
What instruments operate from the pitot / static system?
The pitot/static system operates the altimeter, vertical speed indicator, and the airspeed indicator.
Does this aircraft have an alternate static air system?
Yes. In the event of external static port blockage, a static pressure alternate source valve is installed. The control is located beneath the throttle, and if used will supply static pressure from inside the cabin, instead of from the external static force.
How does an altimeter work?
Aneroid wafers in the instrument expand and contract as atmospheric pressure changes, and through a shaft and gear linkage, rotate pointers on the dial of the instrument.
Define the following altitudes:
a) Indicated altitude
b) Pressure altitude
c) True altitude
d) Density altitude
e) Absolute altitude
a) Indicated altitude is the altitude read directly from the Altimeter (uncorrected) after it is set to the current altimeter setting.
b) Pressure altitude is the height above the standard data plane indicated when the altimeter setting window is adjusted to 29.92. It is used for computer solutions to determine density altitude, true altitude, and true airspeed.
c) True altitude is the true vertical distance of the aircraft above sea level. Airport, terrain, and obstacle elevations found on aeronautical charts are true altitude.
d) Density altitude is pressure altitude corrected for nonstandard temperature variations. Directly related to an aircraft takeoff, climb, and landing performance.
e) Absolute altitude is the vertical distance of an aircraft above the terrain.
How does the airspeed indicator operate?
It measures the difference between the impact pressure from the pitot head and atmosphereic pressure from the static source.
What are the limitations of the airspeed indicator?
The airspeed indicator is subject to proper flow of air in the pitot/static system.
What are the different types of airspeeds?
Indicated airspeed is the speed of the airplane as observed on the airspeed indicator. It is the airspeed without correction for indicator, position or installation, or compressability errors.
Calibrated airspeed is the airspeed indicator reading corrected for position or installation, and instrument errors. CAS is equal to TAS at sea level in a standard atmosphere.
True airspeed is calibrate airspeed corrected for altitude and nonstandard temperature; the speed of the airplane in relation to the air mass in which it is flying.
What airspeed limitations apply to the color coded marking system of the airspeed indicator?
White arc – flap operating range
Lower airspeed limit white arc – stalling speed or minimum steady flight speed in Landing configuration V-so
Upper airspeed limit white arc - maximum flap extension speed V-fe
Green arc – stall speed clean or specified configuration V-s1
Upper air speed limit green arc – normal operation speed or maximum structural cruise speed V-no
Yellow arc– caution range - operations in smooth air only
Red line - never exceed speed; above the speed structural failure may occur Vne
How does the vertical speed indicator work?
The vertical speed indicator is a pressure differential instrument. Inside the instrument case is an aneroid very much like the one in an airspeed indicator. Both the inside of this aneroid and the inside of the instrument case are vented to the static system, but the case is vented through a calibrated orifice that causes the pressure inside the case to change more slowly than the pressure inside the aneroid. As the aircraft ascends, the static pressure becomes lower and the pressure inside the case compresses the aneroid, moving the pointer upward, showing a climb and indicating the number of feet per minute the aircraft is ascending.
What type of engine does the aircraft have (C172S)?
Engine Manufacturer: Textron Lycoming
Engine Model Number: IO-360-L2A
Engine Type: Normally aspirated, direct drive, air-cooled, horizontally
opposed, fuel injected, four cylinder engine with 360.0 cu.
in. displacement.
Horsepower Rating and Engine Speed: 180 rated BHP at 2700 RPM
Describe how each of the following engine gauges work: oil temperature, oil pressure, cylinder head temperature, tachometer, manifold pressure, and fuel pressure.
Oil temperature – electrically powered from the aircraft’s electrical system.
Oil pressure - direct pressure oil line from the engine delivers oil at an engine operating pressure to the gauge.
Cylinder head temperature - electrically powered from the aircraft electrical system.
Tachometer - engine driven mechanically.
Fuel pressure -
Describe this airplane’s (C172S) flight control system.
FLIGHT CONTROLS
The airplane’s primary flight control system consists of conventional aileron, rudder, and elevator control surfaces, and secondary are trim and flaps. The control surfaces are manually operated through cables and mechanical linkage using a control wheel for the ailerons and elevator, and rudder/brake pedals for the rudder.
Describe this airplane’s (C172S) attitude indicator.
ATTITUDE INDICATOR
The G1000 attitude indicator is shown on the upper center of the PFD.
The attitude indication data is provided by the Attitude and Heading
Reference System (AHRS). The G1000 attitude indicator provides a
horizon line that is the full width of the GDU display.
Describe the C172S’ airspeed indicator.
AIRSPEED INDICATOR
The G1000 vertical tape airspeed indicator is shown along the upper
left side of the PFD. The airspeed indication data is provided by the air data computer unit. Colored bands are provided to indicate the
maximum speed, high cruise speed caution range, normal operating range, full wing flap operating range and low airspeed awareness band. Calculated true airspeed is displayed in a window at the bottom edge of the airspeed tape.
The standby (pneumatic) airspeed indicator is found on the lower
center instrument panel. Colored arcs are provided to indicate the
maximum speed, high cruise speed caution range, normal operating
range, full wing flap operating range and low airspeed awareness band.
Describe the C172S’ altimeter.
ALTIMETER
The primary altitude indicator (altimeter) is found along the right side of
the attitude indicator on the PFD. The altitude indication data is
provided by the air data computer unit. The local barometric pressure is
set using the BARO knob on the GDU displays.
A cyan selectable altitude reference pointer, bug, is displayed on the
altimeter tape and is set using the ALT SEL knob on the GDU displays.
The altitude bug set-point is shown in a window at the top edge of the
altimeter.
The standby (aneroid) sensitive altimeter is found on the lower center
instrument panel.
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Describe the C172S Horizontal Situation Indicator.
HORIZONTAL SITUATION INDICATOR
The Horizontal Situation Indicator (HSI) is found along the lower center
area of the PFD. The heading indication data is provided by the AHRS
and magnetometer units. The HSI combines a stabilized magnetic
direction indicator (compass card) with selectable navigation deviation
indicators for GPS or VHF navigation. The HSI is conventional in
appearance and operation.
Magnetic heading is shown numerically in a window centered above
the heading index (lubber line) at the top of the HSI. Reference index
marks are provided at 45° intervals around the compass card. A
circular segment scale below the heading window at the top of the HSI
shows half and standard rates of turn based on the length of the
magenta turn vector.
The cyan HSI heading reference pointer, bug, is set using the HDG
knob on the GDU display. The selected heading is shown digitally in a
window above the upper left 45° index mark. The selected heading will
provide control input to the autopilot, if installed, when engaged in HDG
mode.
The CDI navigation source shown on the HSI is set using the CDI
softkey to select from GPS, NAV 1 or NAV 2 inputs. The course
reference pointer is set using the CRS knob on the GDU display. The
selected course is shown digitally in a window above the upper right
45° index mark. The selected navigation source will provide control
input to the autopilot, if installed, when engaged in NAV, APR or BC
mode and it is receiving a navigation signal from the selected GPS or
VHF NAV radios.
Describe the C172S’ Vacuum system.
VACUUM SYSTEM AND INSTRUMENTS
The vacuum system provides the vacuum necessary to operate the standby attitude indicator. The system consists of one engine-driven vacuum pump, a vacuum regulator, the standby attitude indicator, a vacuum system air filter, and a vacuum transducer. The vacuum transducer provides a signal to the engine display that is processed and displayed as vacuum on the EIS ENGINE page. If available vacuum, from the engine-driven vacuum pump, drops below 3.5 in.hg., the LOW VACUUM annunciator will display in amber on the PFD.
Describe the stand by attitude indicator in the C172S.
ATTITUDE INDICATOR
The standby attitude indicator is a vacuum-powered gyroscopic instrument, found on the center instrument panel below the MFD. The attitude indicator includes a low-vacuum warning flag (GYRO) that comes into view when the vacuum is below the level necessary for reliable gyroscope operation.
Describe the stall warning system in the C172S.
STALL WARNING SYSTEM
The airplane is equipped with a pneumatic-type stall warning system
consisting of an inlet in the leading edge of the left wing, an air-operated horn near the upper left corner of the windshield, and associated plumbing. As the airplane approaches a stall, the low pressure on the upper surface of the wings moves forward around the leading edge of the wings. This low pressure creates a differential pressure in the stall warning system which draws air through the warning horn, resulting in a audible warning at 5 to 10 knots above stall in all flight conditions.
The stall warning system should be checked during the preflight inspection by applying suction to the system either by placing a clean handkerchief over the vent opening and applying suction or using some other type of suction device to activate the warning horn. The system is operational if the warning horn sounds when suction is applied.
Describe the C172S’ G1000 Garmin Display Units (GDU)s.
GARMIN DISPLAY UNITS (GDU)
Two identical units are mounted on the instrument panel. One, located in front of the pilot, is configured as a PFD. A second panel, located to the right, is configured as a MFD.
The PFD displays roll and pitch information, heading and course navigation information, plus altitude, airspeed and vertical speed information to the pilot. The PFD also controls and displays all communication and navigation frequencies as well as displaying warning/status annunciations of airplane systems.
The MFD displays a large scalable, moving map that corresponds to the airplane’s current location. Data from other components of the system can be overlaid on this map. Location and direction of movement of nearby aircraft, lightning and weather information can all be displayed on the MFD. The MFD is also the principle display for all of the engine, fuel, and electrical system parameters.
The reversionary mode places the flight information and basic engine information on both the PFD and the MFD. This feature allows the pilot full access to all necessary information should either of the display screens malfunction.
Describe the Garmin Audio Panel (GMA).
AUDIO PANEL (GMA)
The audio panel for the G1000 system integrates all of the communication and navigation digital audio signals, intercom system and marker beacon controls in one unit. It is installed on the instrument panel between the PFD and the MFD. The audio panel also controls the reversionary mode for the PFD and MFD.
Describe the INTEGRATED AVIONICS UNIT (GIA).
INTEGRATED AVIONICS UNIT (GIA)
Two integrated avionics units are installed in the G1000 system. They are mounted in racks in the tailcone. These units act as the main communications hub linking all of the other peripheral parts to the GDU displays. Each unit contains a GPS receiver, a VHF navigation receiver, VHF communication transceiver and the main system microprocessors. The first GIA unit to acquire a GPS satellite 3-D navigation signal is the active GPS source.
Describe the ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS)
AND MAGNETOMETER (GRS).
ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS)
AND MAGNETOMETER (GRS)
The AHRS provides airplane attitude and flight characteristics
information to the G1000 displays and to the integrated avionics units, (which is located in the tailcone. The AHRS unit contains accelerometers, tilt sensors and rate sensors that replace spinning mass gyros used in other airplanes. The magnetometer is located inside the left wing panel and interfaces with the AHRS to provide heading information.
Describe the AIR DATA COMPUTER (GDC).
AIR DATA COMPUTER (GDC)
The Air Data Computer (ADC) compiles information from the airplane’s pitot-static system. The ADC unit is mounted in the tailcone. An outside air temperature probe, mounted on top of the cabin, is connected to the ADC. The ADC calculates pressure altitude, airspeed, true airspeed, vertical speed and outside air temperature.
Describe the ENGINE MONITOR (GEA).
ENGINE MONITOR (GEA)
The Engine Monitor is responsible for receiving and processing the signals from all of the engine and airframe sensors. It is connected to all of the CHT measuring sensors, EGT sensors, RPM, fuel flow and to the fuel gauging system. This unit transmits this information to the engine display computers.
Describe the TRANSPONDER (GTX) of the C172S.
TRANSPONDER(GTX)
The full-featured Mode S transponder provides Mode A, C and S functions. Control and operation of the transponder is accomplished using the PFD. The transponder unit is mounted in the tailcone avionics racks.
Describe the XM WEATHER AND RADIO DATA LINK (GDL).
XM WEATHER AND RADIO DATA LINK (GDL)
The XM weather and radio data link provides weather information and digital audio entertainment in the cockpit. The unit is mounted in the tailcone. This unit communicates with the MFD on the high-speed data bus. XM weather and XM radio operate in the S-band frequency range to provide continuous uplink capabilities at any altitude throughout North America. A subscription to the XM satellite radio service is required for the XM weather and radio data link to be used.
Describe the CONTROL WHEEL STEERING (CWS).
CONTROL WHEEL STEERING (CWS)
The Control Wheel Steering (CWS) button, located on the pilot’s control wheel, immediately disconnects the pitch and roll servos when activated. Large pitch changes while using CWS will cause the airplane to be out of trim. Retrim the airplane as necessary during CWS operation to reduce control forces or large pitch oscillations that may occur after releasing the CWS button.
Describe the AVIONICS COOLING FANS.
AVIONICS COOLING FANS
Four DC electric fans provide forced air and ambient air circulation cooling for the G1000 avionics equipment. A single fan in the tailcone provides forced air cooling to the integrated avionics units and to the transponder. A fan located forward of the instrument panel removes air from between the firewall bulkhead and instrument panel, directing the warm air up at the inside of the windshield. Two additional fans blow air directly onto the heat sinks located on the forward sides of the PFD and MFD.
Power is provided to these fans when the MASTER (BAT) switch and the AVIONICS (BUS 1 and BUS 2) switch are all ON.
NOTE : None of the cooling fans will operate when the essential bus avionics equipment is being powered by the standby battery.
Describe the ANTENNAS.
ANTENNAS
Two dual-mode VHF COM/GPS antennas are mounted on the top of the cabin. The COM 1/GPS 1 antenna is mounted on the right side and the COM 2/GPS 2 antenna is mounted on the left side. They are connected to the two VHF communication transceivers and the two GPS receivers in the integrated avionics units.
The GDL antenna is also mounted on the top of the cabin. It provides a
signal to the GDL-69A XM Data Link receiver.
A blade-type navigation antenna is mounted on either side of the vertical stabilizer. This antenna provides VOR and glideslope signals to the VHF navigation receivers contained in the integrated avionics units.
The marker beacon antenna is mounted on the bottom of the tailcone.
It provides the signal to the marker beacon receiver located in the audio
panel.
The transponder antenna is mounted on the bottom of the cabin and is connected to the Mode S transponder by a coaxial transmission cable. The Bendix/King Distance Measuring Equipment (DME) antenna (if installed) is mounted on the bottom of the tailcone and is connected to the Bendix/King DME receiver by a coaxial cable.
Describe the STATIC DISCHARGERS.
STATIC DISCHARGERS
Static dischargers are installed at various points throughout the airframe to reduce interference from precipitation static. Under some severe static conditions, loss of radio signals is possible even with static dischargers installed. Whenever possible, avoid known severe precipitation areas to prevent loss of dependable radio signals. If avoidance is impractical, minimize airspeed and anticipate temporary loss of radio signals while in these areas.
Static dischargers lose their effectiveness with age, and therefore, should be checked periodically, at least at every annual inspection, by a qualified technician.
Describe the CABIN FIRE EXTINGUISHER.
CABIN FIRE EXTINGUISHER
A portable Halon 1211 (Bromochlorodifluoromethane) fire extinguisher is installed in a holder on the floorboard between the front seats to be accessible in case of fire. The extinguisher is classified 5B:C by Underwriters Laboratories.
The extinguisher should be checked prior to each flight to ensure that the pressure of the contents, as indicated by the gage at the top of the extinguisher, is within the green arc (approximately 125 psi) and the operating lever lock pin is securely in place.
To operate the fire extinguisher:
1. Loosen retaining clamp(s) and remove extinguisher from bracket.
2. Hold extinguisher upright, pull operating ring pin, and press lever while directing the liquid at the base of the fire at the near edge. Progress toward the back of the fire by moving the nozzle rapidly with a side-to-side sweeping motion.
WARNING
VENTILATE THE CABIN PROMPTLY AFTER SUCCESSFULLY EXTINGUISHING THE FIRE TO REDUCE THE GASES PRODUCED BY THERMAL DECOMPOSITION.
- The contents of the cabin fire extinguisher will empty in approximately eight seconds of continuous use.
Fire extinguishers should be recharged by a qualified fire extinguisher agency after each use. After recharging, secure the extinguisher to its mounting bracket.
Describe the CARBON MONOXIDE DETECTION SYSTEM.
CARBON MONOXIDE DETECTION SYSTEM
The carbon monoxide (CO) detection system consist of a single detector located behind the instrument panel, powered by the airplane’s DC electrical system and integrated in the Garmin G1000 system with a warning annunciation and alert messages displayed on the PFD.
When the CO detection system senses a CO level of 50 parts-per-million (PPM) by volume or greater the alarm turns on a flashing warning annunciation, CO LVL HIGH, in the annunciation window on the PFD with a continuous tone until the PFD softkey below WARNING is pushed. It then remains on steady until the CO level drops below 50 PPM and automatically resets the alarm.
If the CO system detects a problem within the system that requires service, a CO DET SRVC message is displayed in the alerts window of the PFD. If there is an interface problem between the G1000 system and the CO system a CO DET FAIL message is displayed in the alerts window of the PFD.
What four strokes must occur in each cylinder of a typical four stroke engine in order for it to produce full power?
The four strokes are:
Intake - fuel mixture is drawn into cylinders by downward stroke.
Compression - mixture is compressed about a four stroke.
Power - spark ignites mixture forcing piston downward and producing power.
Exhaust - Burned gases pushed out of cylinder by upward stroke.
