內容詳解ifr eoc oral儀表

CreatedbyRayKuoDP(SIDorODP)→Enroutechart→CreatedbyRayKuoDP(SIDorODP)→Enroutechart→STARorfeederroute→IFRCross-CountryPlanning–IRExam6-PriortooperatinganaircraftincontrolledairspaceunderIFR,thePICmusthavefiledanIFRflightplanandreceivedanappropriateATCclearance.BeforetakeoffinIFRweather,doesthepilotneedtofileIFRflightplan?No,IFRflightplanonlyneedincontrolledairspace.IRExam4063WhenshouldthepilotfileflightAnIFRundercontrolledIncontrolledairspacewhenIMCReceivedanappropriateATCclearancebeforeentercontrolledairspaceInClassAairspaceThemostcurrentenrouteanddestinationflightinformationforplanninganinstrumentflightshouldbeobtainedfromanFSS.ETAtimeistheestimatedtimearrivedatthepointoffirstintendedIFRflightplansshouldbefiledwiththeFSSatleast30minutespriortotheETDinordertoprecludeanydelayinreceivingaclearancefromATCwhenreadytodepart.IfapilotwishedtoanIFRflightplanwhileairborne,thepilotshouldcontactthenearestFSS,submittherequest,andremainVFRuntilaclearanceisreceived.Canfilethreeapproaches.CruisingaltitudeisthealtitudeofthefirstWhenfilinganIFRflightplanforflightinanaircraftequippedwitharadarbeacontransponder,DMEequipment,TACAN-onlyequipmentoracombinationofboth,identifyequipmentcapabilitybyaddingsuffixtotheaircrafttypeprecededbyaslant.AircraftEquipment/StatusFAAFigure27inAIM5-1-/IforRNAV(includingDMEequipment)andaltitudeencoding/AforDMEandtransponderwithaltitudeencoding/BforDMEandtransponderwithnoaltitudeencoding/CforRNAV(includingDMEequipment)butnoaltitudeencoding/Tfortransponderwithoutaltitudeencodingbutno/UfortransponderwithaltitudeencodingbutnoIFRandVFRcompositeflightbothIFRandVFRboxesshouldbecheckedintheflightplanVFR→IFRPriortotransitioningtoIFR(beforereachingthepointforchangingfromVFRtoIFR),contactnearestFSS,closetheVFRflightRequestATCclearance,andremaininVFRconditionsuntilanIFRclearanceisreceived.IFR→VFRTheflightplanshouldindicateallpointsoftransitionfromoneairwaytoanother,fixesdirectroutesegments,andtheclearancelimitUponarrivalattheclearancelimit,thepilotshouldadviseATCtocanceltheIFRflightplan,andthencontactthenearestFSStoactivatetheVFRportion.C:\Users\StanleyHo\Desktop\David_H\IREOCCreatedbyRayKuoIFRfuelFuel–––CreatedbyRayKuoIFRfuelFuel–––flyingtoalternateairportplus45minatcruisingInthefollowingcondition,DON’Tneedadditionalfuelforflyingtoalternateairportand45minatcruisingspeed.ThefirstairporthasastandardinstrumentapproachUnder1-2-3rule:Foratleast1hourbeforeand1houraftertheETAtimeatairport,theweatherreportsorforecastsoranycombinationofthemindicate:--Thealtitudeofceilingwillbemorethan2,000feetaboveairportVisibilitywillbeatleast3PreferredIFRroutesbeginning/endingwithafixindicatethataircraftmayberoutedto/fromthesefixesviaaDepartureProcedure(DP)route,radarvector(RV),oraStandardTerminalArrivalRoute(STAR).BeforebeginninganyflightunderIFR,thepilotincommandmustbecomefamiliarwithallavailableinformationconcerningthatflight.Inaddition,thepilotmustA)befamiliarwiththerunwaylengthsatairportsofintendeduse,andthealternativesavailableiftheflightcannotbecompleted.IRExam4-44003WhatistheprocedureforsettingthealtimeterwhenassignedanIFRaltitudeof18,000feetorhigheronadirectflightoffairways?C)Setthealtimetertothecurrentreportedsettingforclimboutand29.92"Hguponreaching18,000feet.IRExam4444ThereportingstationoriginatingthisAviationRoutineWeatherReporthasafieldelevationof620feet.Ifthereportedskycoverisonecontinuouslayer,whatisitsthickness?(topsofOVCarereportedat6500feet)METARKMDW121856ZAUTO32005KT11/2SM+RABROVC00717/16A2980A)5,180feet.IRExam4203←AviationRoutineWeatherReportusesMSLforceilingaltitude.TAFusesAGLforceilingWhenapilotisonadirectflight,pilotsshallreportovereachreportingpointusedintheflightplantodefinetherouteofflight.Alternateairport–AirportsinClassDairspacearegoodchoices.BecausetrafficislighterthanClassBorC,andithascontroltower.ReportingtoATCshouldbemadeas..Unabletomaintainclimb/descendatarateofatleast500ft/minMissapproachEnterorleaveholdingChangingairspeedisnotwithin5%or10knots(whicheverisgreater)fromthefiledairspeedinflightplanorairspeedassignedbyATCNavigationequipmentmalfunctionincontrolledairspaceAnyinformationrelatingtothesafetyofflightUnopencounteringweatherorhazardousconditionsnotC:\Users\StanleyHo\Desktop\David_H\IREOCCreatedbyRayKuoDepartureProcedures(DPsandIFRdeparturesaredesignedaccordingtothecriteria[kra?ˋt?r??]criterionCreatedbyRayKuoDepartureProcedures(DPsandIFRdeparturesaredesignedaccordingtothecriteria[kra?ˋt?r??]criterionestablishedintheU.SStandardTerminalInstrumentProceduresTERPsisastandardsforaspecificclearancefromobstaclesatagivendistancefromtherunwaybasedonatleast200feetpernauticalmile.Jp4-3Unlessspecifiedotherwise,requiredobstacleclearanceforallpublisheddeparturesisbasedthepilotcrossingthedepartureendoftherunwayflyingrunwayheadingorreciprocal[r?ˋs?pr?k!]互相的,交互的)atleast35feetabovethedepartureendofrunwayelevation,climbingto400feetabovethedepartureendofrunwayelevationbeforemakingtheinitialandmaintainingaminimumclimbgradientof200feetpernauticalmile,unlessrequiredtoleveloffbyacrossingrestriction.JP4-3fig4-2,AIM5-2-8Initialturnabove400200feetprePassdepartingrunwayatleast35feetaboverunwayendDepartureroutesarebasedonpositivecourseguidanceacquired[?ˋkwa?rd]習得的;養(yǎng)成的10n.m.fromthedepartureendoftherunwayonstraightand5n.m.aftercompletionofturnsondeparturesrequiringOnsomeDPsaclimbgradientmaybespecified.Thepilotcanconvertthe“climbgradientpernauticalmile”to“rateofclimbinfeetperminute”byusingtherateofclimbtableinFAAlegend16.Oryoucanuse…Groundspeed*ClimbRateRequired=RateofClimbNeededTakeoffminimumFAR91.175f;JP4-single-andtwin-engineairplanes–1s.m.aircraftwithmorethantwoengines–11/2s.m.TwotypesofdepartureObstacleDepartureProcedure(ODP)–inthebottomofairportchartshownJP7-ODPsarepreplannedIFRdepartureprocedurescreatedwhenhigher-than-standardtakeoffminimumsorclimbgradientsarerequiredtoensurespecificobstacleclearanceandarepublishedforpilotsineithertextualorgraphicform.BecreatedbytheNationalFlightProceduresOffice(NFPO)atlocationswheretheyC:\Users\StanleyHo\Desktop\David_H\IREOC35400CreatedbyRayKuoresponsibleforinstrumentprocedure AnODPmaybeflownwithoutATCCreatedbyRayKuoresponsibleforinstrumentprocedure AnODPmaybeflownwithoutATCclearanceunlessanalternatedepartureprocedure(SIDorradarvector)hasbeenassignedbyATC.JP4-4StandardInstrumentDeparture(SID)–HIOFARMINTONFIVE,CANBY–ASIDprocedureisdevelopedattherequestofATCfacilitiesorotherproponents[pr?ˋpon?nt]提議人;asameansofenhancingoperationsintheNationalAirspaceTerminatesatafixorNAVAIDintheenroutestructureandatanaltitudethatallowsrandomIFR––---Reducingpilot/controllerworkExpediting[ˋ?ksp??da?t]迅速執(zhí)行;促進trafficflowReducingenvironmentalimpactWhenanairporthasnon-standardtakeoffminimums,a“triangleT”(or,“trobuleT”)willbeplacedinthenotessectionsoftheinstrumentprocedurechart.ThePICisresponsibleforcomplyingwithspeedadjustmentswithin±10knotsor.02Machnumberofthespecifiedspeed.HoldingProcedureandWestNewbergStandardHoldingTurnstotheTwostandard-rate180turnsseparatedbystraightsegments––HoldingpatternbeginsandendsattheholdingEachholdingpatternhasafix,adirectionfromthefix,andalineofposition(NDBbearingorVORradial)onwhichtoflyonelegofpattern.Maybeaintersection,anavaid,oracertainDMEdistancefroma–WithnoBelow14,000ft,straightsegmentsare1min.,andeachcircuittakes4Above14,000ft,straightsegmentsare11/2min.,andeachcircuittakes5minsSizeoftheholdingpatternwillvarywithairspeed.Holdingairspeed–Ifamissedapproachiconindicatesholdingairspeed,pilotsshouldfollowtheMHA(MinimumHoldingAltitude)~6,000ft:2001C:\Users\StanleyHo\Desktop\David_H\IREOCOral.do1cCreatedbyRayKuo6,001~14,000ft:230Above14,000ft:CreatedbyRayKuo6,001~14,000ft:230Above14,000ft:265Iftheholdingpatternischarted,thecontrollermayomitallholdinginstructions,excepttheholdingdirectionandthestatement“aspublished”.HoldingHoldingLeglengthinmilesifDMEorRNAVistobeused–––––RouteonwhichtheaircraftistoDirectionofholdingfromthefixintermsoftheeightcardinal[ˋkɑrdn?l]DirectionofturnifleftturnsaretobemadeTimetoexceptfurtherAnypertinent[ˋp?tn?nt]恰當的,貼切的additionaldelaycompassTimingforTimingforoutboundasabeamtheVOR(To/FmflagWhattimingprocedureshouldbeusedwhenperformingaholdingpatternataVOR?B)TimingfortheoutboundlegbeginsoverorabeamtheVOR,whicheveroccurslater.IRExam4624WhenholdingatanNDB,pilotsshouldbeginthetimingatabeamtheholdingDMEholdingoutbound,starttimeforoutboundaspassthesameDMEUsingHItodecideholdingC:\Users\StanleyHo\Desktop\David_H\IREOCCreatedbyRayKuoTheSTARprovidesacommonmethodforCreatedbyRayKuoTheSTARprovidesacommonmethodfordepartingtheenroutestructureandnavigatingtoyourUsuallyterminatewithaninstrumentorvisualapproachprocedure.STARsareestablishedtosimplifyclearancedeliveryprocedures.NoterraininformationisdepictedontheSTAR.ASTARbeginsatanavaidorintersectionwhereallarrivaltransitionsjoinandendsatanapproachfix.Usuallynamedaccordingtothepointatwhichtheprocedurebegins.Howtousewithenroutechart?Theinitialfixesandwheretheycorrespondtofixesontheenroutechart.ATCwillissueaSTARwhentheydeem[dim]認為,以為,視為oneappropriate,unlessyourequestNoSTARintheremarksectionofflightplan.Forreducingtheamountoflowaltitudeflyingtimeforhigh-performanceaircraft,likejetsandAnexceptedaltitudeisgivenforakeyfixalongtheByknowinganintermediatealtitudeinadvance,thepilotofahigh-performanceaircraftcanplanthepowersettingsandaircraftconfigurationsthatwillresultinthemostefficientdescent,intermsoftime,fuelrequirement,andenginewear.(Refertofigures41and41A.)AtwhichpointdoestheAQN.AQN2arrivalbegin?A)ACTONIRExam8-44292HeavylinesendinginarrowsarearrivalInstruments/NavigationFlightInstrument–IRExamchapterRequiredInstruments–Radio–transponder,VOR,Altimeter–sensitivealtimeter,adjustableforbarometricBall–intheClock–format:hh:mm:ss;fixedintheRateofDirectionPitotStaticPitotStaticAirspeedindicatorC:\Users\StanleyHo\Desktop\David_H\IREOCCreatedbyRayKuoAirspeedHowdoesitwork?RamCreatedbyRayKuoAirspeedHowdoesitwork?Ramairpushesagainstadiaphragm[ˋda???fr?m]隔板Theairtight[ˋ?r?ta?t]密閉的caseisventedtothestaticportsforbalancingoutsideairAirspeedtype––––Indicated(readoffCalibrated[ˋk?l??bret](IAScorrectedforinstallationandinstrumenterrors,usingPOHchart)Equivalent[?ˋkw?v?l?nt](CAScorrectedCompressibility[k?m?pr?s?ˋb?l?t?]壓縮性EASisthespeedwhichcanproducethesamedynamicpressureasthetrueairspeedatsealevelintheISA.True(EAScorrectednon-stdpressureand–Duringaflightatconstantpowerandataconstantindicatedaltitude,trueairspeedincreasesasoutsideairtemperature.Mach[mɑk](forhighperformanceaircraft)–indicatetheratiooftheaircraft’strueairspeedtothespeedofsound.VA(Maneuver–Duringgustyorturbulentconditions,youshouldslowtheaircraftbelowthedesignmaneuveringspeed,VA,toensuretheloadfactoriswithinsafelimits.AtorbelowVA,theairplanewillbestallbeforeexcessiveG-forcescanDecreasingwiththetotalweightofthe–––→SlowtheairspeedbelowEncounteringsevereC172C:\Users\StanleyHo\Desktop\David_H\IREOCCreatedbyRayKuo10/25/2012WhiteArc(33~85)–flapoperationrange;thelowerlimitofthewhitearcisthepower-offstallinginaspecifiedconfiguration.GreenArc(44~127)–normalCreatedbyRayKuo10/25/2012WhiteArc(33~85)–flapoperationrange;thelowerlimitofthewhitearcisthepower-offstallinginaspecifiedconfiguration.GreenArc(44~127)–normaloperationYellowArc(127~158)–Cautionrange,beavoidedunlessinsmoothairVS0(thelowerwhitearc;33)–stallspeedinlandingconfigurationVS1(thelowergreenarc;44)–stallspeedinspecific–––––––––VFE(theupperwhitearc;110,10°~30°85)–themaximumspeedofflapVNO(theuppergreenarc;127)–themaximumstructuralcruisingspeedofnormaloperationVNE(theredline,theupperyellowarc;158)–neverexceedspeedVA(ManeuverSpeed;2400pounds99,2000pounds92,1600pounds82)–don’tindicateingauge;Themaximumspeedthattheaircraftcanbeflownwithoutstructuraldamageinroughairorabruptmaneuver.VLE–themaximumlandinggearextendedVLo–themaximumspeedforextendingorretractingthelandingVY(76atsealevel;71at10,000ft)–bestrate-of-climb(theshortestVX(60atsealevel;65at10,000ft)–bestangle-of-climb(theshortest––––Howdoesit–Themaincomponentofthealtimeterisastackofsealedaneroid[ˋ?n??r??d]【氣】空盒氣壓表wafersthatexpandandcontractasatmosphericpressurefromthestaticsourcechanges.Altimeter––––Beforedeparture,thepilotshouldobtainthealtimetersettinggivenforthelocalairport.Enroute,settingthealtimetertothecloseststationwithin100NM.Thepurposeofusinglocalaltimetersettingistoprovideforbetterverticalseparationofaircraft.Atorabove18,000ft,allaircraftuse29.92Hg.Aspassingthrough18,000ft,thischangetoorfrom29.92Hgshouldbemade.→Thealtitudeabove18,000isPressureCan’tgetaltimetersetting,setaltimetertoairport–C:\Users\StanleyHo\Desktop\David_H\IREOCCreatedbyRayKuoAfterapplyingaltimetersetting,ifCreatedbyRayKuoAfterapplyingaltimetersetting,ifthevariationbetweentheknownfieldelevationandaltimeterindicationexceeds±75,thealtimeterisnotaccuracy[ˋ?kj?r?s?]正確(性);準確(性).VSI(VerticalSpeedAVSIpre-takeoffcheckismadetocheckfora“zero”reading.Ifnot“zero”,notetheerrorandapplyitas“zero”readinginflight.Howdoesit–Staticpressureisconnecteddirectlytotheinsideofdiaphragm[ˋda???fr?m]隔板andindirectlyconnectedtotheareaoutsidethediaphragm(theinstrumentcase)viaarestrictedorifice(calibratedleak)thatpreventsthepressureoutsidethediaphragmfromchanginginstantaneously.Inaccurate–pitchupanddowntoofast,calibratedleakcan’t–TheVSIdisplaysrateinformationandtrendTheVSItakesixtoninesecondsoflagfortheneedletostabilizeonanaccurateverticalspeedindicationafterchangingpowerandpitch.Whensteepturn,theVSIusuallyisthefirstinstrumenttotellyouasmallcorrectioninpitchisneeded,sincetheattitudeindicatordoesnotgiveapreciseandenoughindicationofpitch.Gyroscopicattitudeindicator–TheVSIprovidesevenmoreessentialpitchPitottubeC:\Users\StanleyHo\Desktop\David_H\IREOCCreatedbyRayKuoStaticsystemblockedCreatedbyRayKuoStaticsystemblocked–turnonanalternatestaticLOWERaltitudetrueairspeedSLOWERthanindicatedairspeed(true<indicated)HIGHERaltitudetrueairspeedFASTERthenindicated(true>GyroscopicTuringCoordinator(ElectricallyHeadingVacuum[ˋv?kj??m]system(suctionAttitudeC:\Users\StanleyHo\Desktop\David_H\IREOCCreatedbyRayKuoGyroscopicRigidity[r?ˋd??d?t?]CreatedbyRayKuoGyroscopicRigidity[r?ˋd??d?t?]–StayinPrecession[pr?ˋs???n]–Applyforce,gyrowillrespondapplyingat90Note:Compass–magneticIntheNorthernHemisphere,amagneticcompasswillnormallyindicateinitiallyaturntowardthewestifarightturnisenteredfromanorthheading.慣性AttitudeIndicator–Vacuum[ˋv?kj??m]system(suctionPrimaryinstrumentinflightforpitchorbankInherent–Turnerror–following180°turn(or180°skiddingturnor180°steepturn),AIindicatesaslightclimbandbankinoppositedirection.AccelerationError–thehorizonbarmovesdown,indicatedaDecelerationError–thehorizonbarmovesup,indicateda––C:\Users\StanleyHo\Desktop\David_H\IREOCCreatedbyRayKuoPre-takeoffcheckverifiesthatthehorizonbarCreatedbyRayKuoPre-takeoffcheckverifiesthatthehorizonbarinAIshoulderectandstabilizewithin5minutes,Doesnotdipmorethan5°duringtaxiingAltitudecorrectionsoflessthan100feetshouldbecorrectedbyusingahalfbarwidthontheattitudePreflightcheckforanyelectrically-drivenattitudeinstrument,turningonelectricalpowerbeforeenginestartandlisteningforanyunusualorirregularnoise.IRExam4881Howit–Agyrospinsinthehorizontalplane,mountedondualgimbalsthatallowittoremaininthatplaneregardlessofaircraftmovement.Howdoestheattitudeindicatorexert[?gˋz?t]?Whiletheaircraftistaxiing,gravityprovidestheforcetolevelthegyro.Onavacuum-driven(spinattitudeindicator,thisisaccomplishedthroughtheactionofpendulous[ˋp?nd??l?s]下垂的;搖擺的vanes[ven]風向標.Thepitchreferencehasalinkagetoreversethegyromovementsothatthehorizonbarmovestoindicateanose-upattitudeandviceversa【拉】反之亦然––Errorsinbothpitchandbankindicationareusuallyatamaximumastheaircraftrollsoutofa180°turn,andcancelafter360°ofturn.Rollingoutofa180°LEFTturnwillshowturnRIGHT.Acceleration–thehorizonbarmovesdown,indicatingaInstrumenttumbling[ˋt?mbl??]翻跟頭;翻滾occurringbeyondapproximately100°ofbankorbeyond60°ofpitch.Atumbledinstrumentisunusableandmaytakeseveralminutestore-erectitself.Errorsinmodernattitudeindicatorsareusuallyveryminor,resultinginlessthan5°ofbankerrorand1barwidthofpitcherrorina180°turn.Theseerrorsoccurbecausethependulousvanesactontheattitudeindicator’sgyroinundesirablewayduring–––––TurnCoordinatorElectrically–––Showrollofrateandrateofturnbyminiatureaircraft;qualityofturnbyball;DON’Tdirectly,butindirectlyindicateangleofC:\Users\StanleyHo\Desktop\David_H\IREOCCreatedbyRayKuoAbackupsystemincaseofafailureCreatedbyRayKuoAbackupsystemincaseofafailureofthevacuumpoweredattitude.Primaryinstrumentforbank,whenstandard-rateturns.–––NeedleiscenterorwingsislevelthetubeisfulloffluidDuringataxiingturn,theneedlewillindicateaturnintheproperdirectionandtheballwillshowThehorizontalcomponentofliftinabankedaltitudemakeairplanesturn.Bank↑Horizontalcomponentoflift↑rateofturn↑turnradius↓Airspeed↑rateofturn↓turnradius↑AOA↑toincreasetheliftformaintaininglevelflight––Coordinatedturn:horizontalforce=centrifugalSkidturn:biggerrateofturnforbankedangle;horizontalforcecentrifugalforce;balloutside(ball相當於飛機,水平分力不足克服離心力,使ball向外)Slipturn:smallerrateofturnforbandedangle;horizontalforce>centrifugalforce;ball–Standardrate3°persecond;3minutestocompletea360°3secondfor10°Halfstandardrate1.5°persecond;4minutestocompletea360°3secondfor5°;6secondfor10°KeeplevelasturningAirspeed↑Airspeed↓keeplevelmust→Angelofbank↑and/orAOA↓keeplevelmust→Angelofbank↓and/orRateofturncanbeincreasedanradiusofturn,decreasedbydecreasingairspeedandincreasingthebank.IRExam3-224914TheprimaryreasontheAOAmustbeincreased,tomaintainaconstantaltitudeduringacoordinatedturn,isbecauseverticalcomponentoflifthasdecreasedastheresultofthebank.IRExam3-234915ThedisplacementofaturncoordinatorduringacoordinatedturnwillincreaseasangleofbankWhenairspeedisincreasedinaturn,whatmustbedonetomaintainaconstantaltitude?(BIncreasetheangleofbankand/ordecreasetheangleofattack.IRExam3-214878-1Priortostartinganengine,youshouldchecktheturnandslipindicatortodetermineiftheC)needleapproximatelycenteredandthetubeisfulloffluid.TwotypesTurn-and-slipindicator–oldHowdoesitwork?Turncoordinatorsusecanted[k?nt]斜面;IRExamC:\Users\StanleyHo\Desktop\David_H\IREOCCreatedbyRayKuoTheinclinometer[??nkl?ˋnɑm?t?]傾角羅盤;CreatedbyRayKuoTheinclinometer[??nkl?ˋnɑm?t?]傾角羅盤;傾角器isthepartoftheturncoordinatorthatcontainsthefluidandtheball.Theliquidintheinclinometerisheavierdensityliquid.–Differencebetweenturn-and-slipindicatorandturn– ThepositionoftheballindicateswhetheryouareusingthecorrectangleofbankfortherateofGyrofacing–Standardrateofturn–3°persecond,360°in2min.180°in1min.(60second)Fulloperatingspeed–5min.afterenginestartTurnontheground–skiddedturn,becausenobank.Theballininclinometershouldmovetotheoppositesideofturn.Checkand––––Somegyroscopicinstrumentswillshowflags,whentheylosethesourceofpower.Makesurenomorethan5°duringtaxiIfthevacuum-drivengyrosaremalfunctioning,youmayhearthemoverthenoiseoftheLowvoltagewillcauseTCC:\Users\StanleyHo\Desktop\David_H\IREOCCF–Centrifugal[s?nˋtr?fj?g!]離心的ForceHCLHorizontalComponentofLiftCreatedbyRayKuo–WarningflagswilldisplayOFFtoindicatetheTC’sCreatedbyRayKuo–WarningflagswilldisplayOFFtoindicatetheTC’sAgyroscopically-operatedIndicatetheaircraft’sheadingwithouttheerrorsthatareinherentinmagneticPrecessionalerrormaketheheadingindicatorshouldberegularlycomparedtothemagneticcompassinflight.TaxiingturnmakesureHIworkingAlignmentwithcompassbeforetaxiingturns,andchecksitforproperalignmentaftermakingtaxiingturn.HowitVacuumSensesrotationabouttheaircraft’sverticalaxis,spinonahorizontalaxis.(Wheelmean?Checkand––AlignitwithmagneticRervalsduringflight,becauseprecessioncancausetheheadingtodriftfromthepropersetting.Resetduringflight–straightandlevelflight;unacceleratedflight.CheckingsuctiongaugeAftertumbling,headingindicatorsshouldrealignitwiththemagnetic–––MagneticOnlyself-containeddirectionalinstrumentintheNortherlyturningerrorandacceleration/decelerationerrorarecausedbymagnetic–Northerlyturningerror–OSUN(OvershootSouthUndershoot-Onnortherlyheading,thecompasswillinitiallyindicateaturnintheoppositedirection.Lagactualheadingwhileturningthroughheadingsinthenorthernhalfofthecompassrose.Onsoutherlyheading,thecompasswillinitiallyindicateaturninthesamedirection,butatafasterrate.Leadactualheadingwhileturningthroughheadingsinsouthernhalfofthecompassrose.Mostpronouncedwhenturningthroughnorthorsouth,andequalindegreestothe--–Acceleration/decelerationerror–ANDS(AccelerateNorthDecelerate---Mostpronouncedontheheadingofeastand→→compassindicatesaturntowardthecompassindicatesaturntowardtheWETurnTurnSC:\Users\StanleyHo\Desktop\David_H\IREOCCreatedbyRayKuo––––Theliquidchamberisfulloffluid.Thecompassisfreeturning.NobubblesappearintheTheCreatedbyRayKuo––––Theliquidchamberisfulloffluid.Thecompassisfreeturning.NobubblesappearintheThecompassagreeswithaknownheadingwithradiosandelectricalsystemHowitTodeterminedirection,thecompassusessimplebarmagnetssuspendedinafluid(heavierdensity)sotheycanpivotfreelyandalignthemselveswiththeearth’smagneticfield.Whyuseheadingindicators?–becausemagneticcompassesissensitivetoin-flightturbulence,FAAregulationsrequireastable,gyroscopicheadingindicatorforIFRflight.Errorsand–Oscillation[?ɑs?ˋle??n]擺-Usingthecompassbyaveragingthereadingsinlight–-Tocorrecttheerrorsbetweenmagneticnorthandtrue–-Tocorrecttheerrorsfromaircraft’s–Magnetic-Becauseofthedirectionoftheearth’slinesofmagneticforce,magneticdipispronouncednearthepolesandnegligible[ˋn?gl?d??b!]無關緊要的neartheTocompensate[ˋkɑmp?n?set]補償,賠償;forthisdownwardpullonthenorth-seekingendofthemagnets(inthenorthernhemispherethecompasscardisweightedatthesouthend.Itistheactionofthisweightthatcausescompasserrorsduringturnsandduringacceleration.Northerlyturningerror–ANDS–AccelerateNorth,DecelerateSouthOSUN–overshootsouth;undershootnorth----FundamentalInstrumentcross-checkAircraftThecontrolandperformance–Usingcontrolinstrumentstoestablishaspecificattitudeandpowersetting.Thisshouldresultinthedesiredperformance.UsingtrimuntilpressuresareCross-checktheperformanceinstrumentstomaintaindesiredAdjusttheattitudeorpowersettinginthecontrolinstrumentsifacorrectionis–––Theinstrument C:\Users\StanleyHo\Desktop\David_H\IREOCCreatedbyRayKuoPerformance–HeadingIndicator,AirspeedIndicator,VSI,TurnCoordinator,Altimeter,HSI,ADF,Navigation–HSI,ADF,VOR,DMEPrimary/SupportConceptDividesthepanelintoCreatedbyRayKuoPerformance–HeadingIndicator,AirspeedIndicator,VSI,TurnCoordinator,Altimeter,HSI,ADF,Navigation–HSI,ADF,VOR,DMEPrimary/SupportConceptDividesthepanelinto---Pitchinstrument–AirspeedIndicator,AttitudeIndicator,Altimeter,VSIBankinstrument–AttitudeIndicator,HeadingIndicator,TurnCoordinatorPowerinstrument–AirspeedIndicator,ManifoldPressure,R.P.M.,FuelAttitudeInstrumentVentedinsidetheStaticpressureusuallyislowerthanoutsidestaticpressure.Alternatestaticsourcemayresult.ThealtimeterreadsIndicatedairspeedC:\Users\StanleyHo\Desktop\David_H\IREOCStraight&LevelStandardRate(ConstantAirspeedgaugeorCreatedbyRayKuo–VSImomentarily[ˋmom?n?t?r?l?]短暫地,臨時地NavigationEquipment–IRExamCreatedbyRayKuo–VSImomentarily[ˋmom?n?t?r?l?]短暫地,臨時地NavigationEquipment–IRExamchapterVOR–VeryhighfrequencyOmnidirectionalFull-scaledeviation–10°to12°WhenpassingVORstation,thefirstpositive,completereversaloftheTO-FROMindicatorwilloccur.VORoperation–VORreceiversdetermineazimuth[ˋ?z?m?θ]【天】方位角;地平經度(direction)fromthestationbycomparingthetiming,orphrase,oftwosignalsfromthatstation.Imagetwolightsignals–whiteand–---Greenlightrotator1°perTheOmnidirectionalwhitelightflasheswhenrotatinggreenlightpassesVORreceiverreceivesgreenlightafterwhiteflashlight.Thedurationbetweenreceivingwhiteandgreenlightcandeterminetheradius. VOT(VORtest---Only360°FROM0°FROMor180°TO;regardlessofthepilot’spositionfromtheTheVOTfrequencyforaparticularairportcanbefoundintheAFDandontheA/GC:\Users\StanleyHo\Desktop\David_H\IREOCSSV Distance(T)(L)Low(H)High1,000’to 1,000’to 1,000’to 14,500’to 18,000’to 45,000’to CreatedbyRayKuoCommunicationPaneloftheEnRouteLowAltitudeVORreceiver–CreatedbyRayKuoCommunicationPaneloftheEnRouteLowAltitudeVORreceiver–-Twokindsofcheckpoints–groundandairborne;listedinA/FD,notEnRouteLowAltitudeChart.ComparingtheVORcourseindicationtothepublishedradialforThemaximumpermissibleerroris±4°forgroundcheckpointsand±6°forairborneOverknowncheckpoint–useaknowncheckpointlikeUBG,thenuseBTGVORtocheckand±6°isallowed.---–DualSystem-TherearetwoVORsinaircraft.YoucanconductaVORcheckbycomparingtheoftwoVORsystemswhichareindependentofeachother(exceptforthe±4°betweenthetwoindicatedbearingstoaVORisallowedonthegroundor–––––OverTerraineffectAvionicserrors2°perdot;1°at1n.m.is100feet.1°at30n.m.is1n.m.(100x60=6000feet;ILS0.5°perTheresultsoftheVORaccuracytestshouldbeloggedintheaircraftlogbookorotherrecord.Thelogmustincludethedate,place,bearingerror,ifany,andasignature.TheVORnameandidentifierareNOTrequired.AbsenceofaVORidentifierindicatesmaintenanceisbeingperformedonthestationandthesignalmayNOTbereliable.VORTACandVOR?Whatisdifferent?VORTAChasmilitaryDME(DistanceMeasuringAtimedUHFsignalistransmittedfromtheaircrafttothegroundstationandbacktotheaircraft.Thetimeistranslatedintoadistance.TheDMEreadoutispresentinnauticalmiles(NM)andisslantrangedistance,notactualhorizontalBeforecrossingthestation,theDMEreadoutdecreases.Aftercrossingthestation,thereadoutincreases.Ifpassingoverastationat6,000feet,theDMEreadoutwillbe1NM.WhereisDMErequiredunderIFR?A)Atorabove24,000feetMSLifVORnavigationalequipmentisrequired.IRExam4050WhenaVOR/DMEiscollocatedunderfrequencypairingsandtheVORportionisinoperative,theDMEidentifierwillrepeatatanintervalofA)30secondintervalsat1350Hz.IRExam4663ThegreatesterrorinDMEindicationsoccurwhenanaircraftisveryclosetothestationatahighTheaccuracyoftheDMEunitisvalidonlyfor1ormorenauticalmilesfromthegroundfacilityeach1,000feetofaltitude.DMEerrorisveryC:\Users\StanleyHo\Desktop\David_H\IREOCCreatedbyRayKuo10/25/2012ADMEtoneisheardonceforeachthreeorfourVOR/LOCtones.Asinglecodeeach30seconds