KINGS SCHOOL REVIEW EXAM GUIDE
QUESTIONS WITH COMPLETE
SOLUTIONS
Rigidity in Space - ANSWER-The axis around which the gyro rotates wants to stay
lined up in the same position it started in (like a spinning top).
Gyroscopic Precession - ANSWER-The tendency of the gyro in the heading indicator
to drift from the original heading because of friction and the earth's rotation.
The turn coordinator indicates: and measures: - ANSWER-aircraft yaw and roll
movement. roll rate and rate of turn.
The gyro in the turn coordinator: - ANSWER-resists having its axis moved. The turn
coordinator measures that resistance.
The ball in the turn coordinator is called: - ANSWER-the inclinometer or slip/skid
indicator.
When the ball is centered: - ANSWER-the nose is pointed into the relative wind. The
turn is coordinated.
Slip - ANSWER-When there are side forces to the inside of the turn and the ball is
toward the inside of the turn.
Skid - ANSWER-When there are side forces to the outside of the turn and the ball is
toward the outside of the turn.
VFR cruising altitudes- odd thousands plus 500 - ANSWER-Magnetic courses from 0
to 179 degrees
VFR cruising altitudes- even thousands plus 500 - ANSWER-Magnetic courses from
180 to 359 degrees
What is magnetic variation/why do we have to account for this? - ANSWER-Magnetic
variation is the difference between magnetic north and true north. This needs to be
accounted for because there's a difference between where the sectional and the
compass think north is.
What is magnetic deviation/why don't we have to account for this? - ANSWER-
Deviation in the compass occurs because it is surrounded by magnetic activity, radio
waves, certain metals/electrical systems in plane, etc. These magnetic fields distort
the lines of magnetic force. We don't have to account for it because it's minimal.
When is a magnetic compass accurate? - ANSWER-Only in straight and
level/unaccelerated flight.
,Acceleration Errors - ANSWER-East or west heading and accelerating, compass
shows turn to north (ANDS)
Deceleration Errors - ANSWER-East or west heading and decelerating, compass
shows turn to south (ANDS)
Compass turning errors - ANSWER-Near north and south (NO) A turn near a
heading of north will initially read as a turn in the opposite direction - the compass
lags behind. A turn near a heading of south will initially read as jumping
ahead/temporarily overshooting the turn. (COSUN - Compass overshoots south
undershoots north)
Magnetic Dip - ANSWER-Downward pull of earth's magnetic field on a compass.
This is greatest near the poles and diminishes as you approach the equator. The
internal pivot suspending the compass card is designed to minimize the tilting force
on the bar magnet. However, this and magnetic dip both contribute to
acceleration/turning errors.
Pitot-Static Instruments - ANSWER-The airspeed indicator, vertical speed indicator,
and altimeter.
The longest, middle, and shortest pointers on the altimeter indicate: - ANSWER-
hundreds, thousands, and tens of thousands of feet.
How does the altimeter work? - ANSWER-The altimeter measures the calm-air air
pressure outside the plane and the hands show you the air pressure calibrated in
feet MSL.
How does the VSI work? - ANSWER-The VSI (box with a hole in it) measures the
speed at which the air rushes in and out of the hole/through the static system vent as
the air pressure changes.
The pitot-static system provides: - ANSWER-ram/air pressure to the airspeed
indicator.
How does the airspeed indicator work? - ANSWER-Compares ram air from pitot tube
with static air from static port.
Why isn't Va (maneuvering speed) marked on the airspeed indicator? - ANSWER-Va
changes with aircraft weight.
What instrument(s) would be affected by a blocked pitot tube? - ANSWER-The
airspeed indicator.
What instrument(s) would be affected by a clogged static system? - ANSWER-The
airspeed indicator, altimeter, and VSI.
True Altitude - ANSWER-Actual height above mean sea level (MSL)
Absolute Altitude - ANSWER-actual height above the earth's surface
, What is pressure altitude/how do you calculate it? - ANSWER-Pressure altitude is
the altitude the plane thinks it is at based on standard pressure.
I calculate it by taking the standard altimeter setting (29.92) and subtracting the
current altimeter setting, then multiplying by 1000.
When in the plane, set altimeter to 2992 - indicated altitude is pressure altitude.
What is density altitude/how do you calculate it? - ANSWER-Density altitude is
where the plane thinks it is based on standard pressure and temperature. It's
pressure altitude corrected for nonstandard temperature. Density altitude increases
as temperature increases.
I calculate it by plugging in the pressure altitude and current temperature into my
E6B. (Or do current temperature - standard temperature, multiply by 120, then add
the current pressure altitude.)
Under standard atmospheric conditions, true altitude is equal to: - ANSWER-
pressure altitude and indicated altitude.
Standard temperature and pressure at sea level? - ANSWER-2992 inches of
mercury, 1013.2 millibars, 15 degrees Celsius/59 degrees Fahrenheit
For every 1000' you climb, the pressure drops by: - ANSWER-1 inch
If you fly from an area of high pressure to an area of low pressure without resetting
your altimeter, the indicated altitude will be: - ANSWER-higher than the actual (true)
altitude. (From high to low, look out below!)
How do we recover from a spin? - ANSWER-Throttle to idle, ailerons neutral, full
opposite rudder, yolk forward after rudder reaches stop.
What will happen if there is frost on the wings? - ANSWER-It may prevent the plane
from becoming airborne at normal take off speed because the airflow over the wings
is disrupted. Stall speed may also increase, lift will decrease, and more drag will be
created.
What do flaps do? - ANSWER-Increase lift, but more importantly, increase drag,
allowing an increased angle of descent without increased airspeed.
Stability - ANSWER-If an aircraft is stable, it should be able to return to its original
pitch when the yolk is yanked back. If the yolk is yanked back causing the plane to
pitch up, the plane will then pitch down to compensate. It will kind of oscillate
between pitching up and down with a decreased difference each time until the pitch
is back to what it was before (straight and level flight).
(Longitudinal/pitch stability- pull back on the yolk and let go, plane returns to
equilibrium, plane oscillates, oscillations become smaller and smaller)
What primarily determines longitudinal stability? - ANSWER-The location of the
center of gravity in relation to the center of pressure (lift). CG is generally more
forward than the center of lift. Tail needs down force (negative angle of attack) to
balance this. Slower speed=less down force on tail=pitch down, etc.
QUESTIONS WITH COMPLETE
SOLUTIONS
Rigidity in Space - ANSWER-The axis around which the gyro rotates wants to stay
lined up in the same position it started in (like a spinning top).
Gyroscopic Precession - ANSWER-The tendency of the gyro in the heading indicator
to drift from the original heading because of friction and the earth's rotation.
The turn coordinator indicates: and measures: - ANSWER-aircraft yaw and roll
movement. roll rate and rate of turn.
The gyro in the turn coordinator: - ANSWER-resists having its axis moved. The turn
coordinator measures that resistance.
The ball in the turn coordinator is called: - ANSWER-the inclinometer or slip/skid
indicator.
When the ball is centered: - ANSWER-the nose is pointed into the relative wind. The
turn is coordinated.
Slip - ANSWER-When there are side forces to the inside of the turn and the ball is
toward the inside of the turn.
Skid - ANSWER-When there are side forces to the outside of the turn and the ball is
toward the outside of the turn.
VFR cruising altitudes- odd thousands plus 500 - ANSWER-Magnetic courses from 0
to 179 degrees
VFR cruising altitudes- even thousands plus 500 - ANSWER-Magnetic courses from
180 to 359 degrees
What is magnetic variation/why do we have to account for this? - ANSWER-Magnetic
variation is the difference between magnetic north and true north. This needs to be
accounted for because there's a difference between where the sectional and the
compass think north is.
What is magnetic deviation/why don't we have to account for this? - ANSWER-
Deviation in the compass occurs because it is surrounded by magnetic activity, radio
waves, certain metals/electrical systems in plane, etc. These magnetic fields distort
the lines of magnetic force. We don't have to account for it because it's minimal.
When is a magnetic compass accurate? - ANSWER-Only in straight and
level/unaccelerated flight.
,Acceleration Errors - ANSWER-East or west heading and accelerating, compass
shows turn to north (ANDS)
Deceleration Errors - ANSWER-East or west heading and decelerating, compass
shows turn to south (ANDS)
Compass turning errors - ANSWER-Near north and south (NO) A turn near a
heading of north will initially read as a turn in the opposite direction - the compass
lags behind. A turn near a heading of south will initially read as jumping
ahead/temporarily overshooting the turn. (COSUN - Compass overshoots south
undershoots north)
Magnetic Dip - ANSWER-Downward pull of earth's magnetic field on a compass.
This is greatest near the poles and diminishes as you approach the equator. The
internal pivot suspending the compass card is designed to minimize the tilting force
on the bar magnet. However, this and magnetic dip both contribute to
acceleration/turning errors.
Pitot-Static Instruments - ANSWER-The airspeed indicator, vertical speed indicator,
and altimeter.
The longest, middle, and shortest pointers on the altimeter indicate: - ANSWER-
hundreds, thousands, and tens of thousands of feet.
How does the altimeter work? - ANSWER-The altimeter measures the calm-air air
pressure outside the plane and the hands show you the air pressure calibrated in
feet MSL.
How does the VSI work? - ANSWER-The VSI (box with a hole in it) measures the
speed at which the air rushes in and out of the hole/through the static system vent as
the air pressure changes.
The pitot-static system provides: - ANSWER-ram/air pressure to the airspeed
indicator.
How does the airspeed indicator work? - ANSWER-Compares ram air from pitot tube
with static air from static port.
Why isn't Va (maneuvering speed) marked on the airspeed indicator? - ANSWER-Va
changes with aircraft weight.
What instrument(s) would be affected by a blocked pitot tube? - ANSWER-The
airspeed indicator.
What instrument(s) would be affected by a clogged static system? - ANSWER-The
airspeed indicator, altimeter, and VSI.
True Altitude - ANSWER-Actual height above mean sea level (MSL)
Absolute Altitude - ANSWER-actual height above the earth's surface
, What is pressure altitude/how do you calculate it? - ANSWER-Pressure altitude is
the altitude the plane thinks it is at based on standard pressure.
I calculate it by taking the standard altimeter setting (29.92) and subtracting the
current altimeter setting, then multiplying by 1000.
When in the plane, set altimeter to 2992 - indicated altitude is pressure altitude.
What is density altitude/how do you calculate it? - ANSWER-Density altitude is
where the plane thinks it is based on standard pressure and temperature. It's
pressure altitude corrected for nonstandard temperature. Density altitude increases
as temperature increases.
I calculate it by plugging in the pressure altitude and current temperature into my
E6B. (Or do current temperature - standard temperature, multiply by 120, then add
the current pressure altitude.)
Under standard atmospheric conditions, true altitude is equal to: - ANSWER-
pressure altitude and indicated altitude.
Standard temperature and pressure at sea level? - ANSWER-2992 inches of
mercury, 1013.2 millibars, 15 degrees Celsius/59 degrees Fahrenheit
For every 1000' you climb, the pressure drops by: - ANSWER-1 inch
If you fly from an area of high pressure to an area of low pressure without resetting
your altimeter, the indicated altitude will be: - ANSWER-higher than the actual (true)
altitude. (From high to low, look out below!)
How do we recover from a spin? - ANSWER-Throttle to idle, ailerons neutral, full
opposite rudder, yolk forward after rudder reaches stop.
What will happen if there is frost on the wings? - ANSWER-It may prevent the plane
from becoming airborne at normal take off speed because the airflow over the wings
is disrupted. Stall speed may also increase, lift will decrease, and more drag will be
created.
What do flaps do? - ANSWER-Increase lift, but more importantly, increase drag,
allowing an increased angle of descent without increased airspeed.
Stability - ANSWER-If an aircraft is stable, it should be able to return to its original
pitch when the yolk is yanked back. If the yolk is yanked back causing the plane to
pitch up, the plane will then pitch down to compensate. It will kind of oscillate
between pitching up and down with a decreased difference each time until the pitch
is back to what it was before (straight and level flight).
(Longitudinal/pitch stability- pull back on the yolk and let go, plane returns to
equilibrium, plane oscillates, oscillations become smaller and smaller)
What primarily determines longitudinal stability? - ANSWER-The location of the
center of gravity in relation to the center of pressure (lift). CG is generally more
forward than the center of lift. Tail needs down force (negative angle of attack) to
balance this. Slower speed=less down force on tail=pitch down, etc.
