The pitot-static system is the source of valuable flight information for the pilot. But how does it work and what instruments are affected? Take this quiz to find out if you have mastered the finer details of the pitot-static system.
1. Which instrument(s) will become inoperative if the static vents become clogged?
Correct!Wrong!
2. If a flight is made from an area of low pressure into an area of high pressure without the altimeter setting being adjusted, the altimeter will indicate
Correct!Wrong!
3. What does the red line on an airspeed indicator represent?
Correct!Wrong!
4. What altitude does the altimeter indicate?
Correct!Wrong!
5. Which instrument will become inoperative if the pitot tube becomes clogged?
Correct!Wrong!
6. The pitot system provides impact pressure for which instrument(s)?
Correct!Wrong!
7. Altimeter setting is the value to which the barometric pressure scale of the altimeter is set so the altimeter indicates
Correct!Wrong!
8. Which condition would cause the altimeter to indicate a lower altitude than true altitude?
Correct!Wrong!
9. If, while in level flight, it becomes necessary to use an alternate source of static pressure vented inside the airplane, which of the following should the pilot expect?
Want to learn more about airplane flight instruments? Check out Sporty’s Learn To Fly Course for in-depth training on this subject.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/09/05165100/pitot-feature-1.jpg7201280Chris Clarkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngChris Clarke2023-08-07 09:30:402023-08-07 10:31:41Quiz: Understanding the airplane Pitot-Static System
The moment: capturing Navy Pier and the Chicago skyline
The place: Chicago, IL
The pilot: Chris Clarke
The aircraft: Cessna 172
The memory: Another memorable trip to EAA AirVenture in Oshkosh and this time in my own airplane. The perfect ending was capturing the beauty of Navy Pier and the Chicago skyline while headed home.
Want to share your Friday Photo? Send your photo and description (using the format above) to: [email protected]
https://media.flighttrainingcentral.com/wp-content/uploads/2023/08/04090521/chicago.jpg20491536Chris Clarkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngChris Clarke2023-08-04 09:06:082023-08-09 11:13:43Friday photo: Navy Pier and Chicago Skyline
A left hand pattern is considered standard and should be used unless specified otherwise for an airport. It is important to fly standard traffic pattern procedures to ensure the safe and orderly flow of aircraft to and from an airport.
To enter a left-hand traffic pattern, establish the aircraft on a 45° ground track toward the midpoint of the downwind leg. Pattern altitude (1,000′ AGL) and pattern airspeed should be established approximately two miles out.
Complete the Before Landing Checklist, verifying that the landing gear is down and locked. Perform an initial GUMPSS check (Gas-fullest tank/on/both, Undercarriage-down and locked, Mixture-rich/as required, Props – high rpm/as required/defer for final check, Seatbelts-secure, Switches-on as required).
Turn the aircraft onto the downwind leg approximately 1/2 to 3/4 mile out from the active runway. Pattern altitude will be maintained unless traffic separation or air traffic control dictate something else. Opposite the point of intended landing, reduce power, set flaps to the first setting and establish initial approach airspeed.
Commence a turn to the base leg when at proper position and traffic permits. Set flaps to the second setting. Coordinate the pitch and power to maintain initial approach airspeed and the desired approach angle. Complete an intermediate GUMPSS check.
Visually clear the area before turning onto final, then commence your turn to final so as to rollout with the aircraft aligned with the extended centerline of the landing runway.
Set the flaps as necessary (normally full flaps by 300’ AGL and landing assured). Complete a final GUMPSS safety check and ensure the runway is clear. Coordinate pitch and power to maintain the desired final approach airspeed and approach angle for the appropriate landing procedure.
When it comes time to depart the pattern, first climb on the departure leg straight ahead. After reaching pattern altitude during the climb, you can then continue to fly straight ahead, or make a 45 degree turn in the direction of the pattern to depart the area, which would be left for standard traffic patterns. Continue climb and maintain ground track until well clear of the pattern traffic, at least 1.5 miles.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/01/05180439/charlieTwinPattern.jpg10801920Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-07-31 08:55:532023-06-16 09:57:45How to fly a standard airport traffic pattern
The Federal Aviation Administration (FAA) is planning to expand the definition of Light Sport Aircraft. The proposed Modernization of Special Airworthiness Certification (MOSAIC) rule would put performance safety standards around larger aircraft that innovators are building.
Under the proposed Sport Pilot rule, aircraft weighing up to 3,000 pounds would be eligible for Sport privileges.
“This rule will encourage manufactures to make Light Sport Aircraft operations safer, more versatile and accessible while maintaining rigorous safety standards,” said Acting FAA Associate Administrator for Safety David Boulter.
Under the proposal, the aircraft’s weight limit is based on its stall speed. By permitting higher stall speeds, the proposal would bring within the Light Sport Aircraft regulatory framework aircraft weighing as much as 3,000 pounds. This more than doubles the weight of aircraft under the current definition of Light Sport of 1,320 pounds, allowing larger and stronger aircraft to qualify as Light Sport.
The proposal would also expand the type of aircraft sport pilots can operate and allows them to use their aircraft for a wider range of operations such as some aerial work. Although sport pilots could operate aircraft designed with up to four seats, they would remain limited to operating with only one passenger.
The public comment on the proposed rule on or before October 23, 2023. The FAA will publish a final rule and respond to comments after the comment period closes.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/04/05180023/engine-skycatcher.jpg7201280Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-07-28 08:55:222023-07-26 12:45:45FAA proposing rule that will expand aircraft eligible for sport pilot
Aircraft Y, landing behind us, was on a 1-mile final as he made a radio call.
My student and I were in the [Runway 5] pattern.… I was instructing my student on patterns and proper procedures. I had heard on the radio two aircraft in the area: Aircraft Y calling a 10-mile final for Runway 5, and I heard Aircraft Z make a takeoff call for Runway 14. The winds at the time were favoring Runway 5. My student and I had already made a previous takeoff and landing on Runway 5 for pattern practice. After I heard the plane taking off Runway 14, I actively…searched for him and could not spot him, so I started to divert my attention to the other aircraft landing on Runway 5. My student started to turn base when Aircraft Y called a 5-mile final behind us. We continued down to the runway and made a safe landing. We came to a full stop on the runway to clean up the airplane and make a very short debrief because Aircraft Y, landing behind us, was on a 1-mile final as he made a radio call. We made a radio call stating that we were departing Runway 5.… I was making sure that my student was doing the proper procedure on takeoff. We were approximately 10 knots below our rotation speed when I looked up and to my left and noticed that there was an aircraft taking off [from] Runway 14…on a direct collision course [with us].
What would you have done?
I immediately aborted the takeoff by quickly pulling the throttle to idle and applying full brakes and taking the controls from my student. We started coming to a stop when I announced on the radio that we were aborting the takeoff because of the aircraft departing [Runway] 14. We stopped on the runway and watched Aircraft Z continue their takeoff and…not make any radio calls. Aircraft Y, I believed now on the ground,…made an ‘on the go’ call and departed the area to the south. Aircraft Z departed the area, and we continued our lesson with no further incident.
After the flight, the pilot of Aircraft Y contacted me…to fill each other in. I could tell by the sound of his voice that my aborting the takeoff and his subsequent go-around really shook him up. We talked on the phone about each other’s perspectives, and he said that because of… Aircraft Z [departing 14] and my aborted takeoff, that on his go-around, he almost stalled the airplane and crashed behind or into our aircraft. He was going to stay in the pattern behind us, but decided to go back to his airport after the event.
This event…may have been prevented in a couple of ways. Aircraft Z…should have been listening to the radio and should…not have taken off.… They could have waited until both aircraft were safely out of the way and back into the air before departing the runway.… I may have missed the radio call by…Aircraft Z. Maybe I should have stopped talking and listened. Aircraft Y also could have given me a bit more time to assess my situation and given my student and me some more time to take off again.
https://media.flighttrainingcentral.com/wp-content/uploads/2020/02/05162500/active-runway-1.jpg10801920Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-07-21 08:55:152023-05-23 17:08:37Converging aircraft – what would you have done?
A portable aviation radio is a great backup tool and a valuable resource for flight training too. Join Sporty’s radio expert, Doug Ranly, for an in-depth look at the technology, what to look for when buying a radio, and tips for using them in the real world. Includes a review of the latest options from Icom, Yaesu, and Sporty’s. Topics include:
https://media.flighttrainingcentral.com/wp-content/uploads/2021/08/05160507/pj2_com_radio_in_front_of_airplane.webp560560Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-07-18 08:55:082023-07-16 10:30:54Webinar video: Choosing the right handheld video
Quiz: Understanding the airplane Pitot-Static System
/in Quiz/by Chris ClarkeThe pitot-static system is the source of valuable flight information for the pilot. But how does it work and what instruments are affected? Take this quiz to find out if you have mastered the finer details of the pitot-static system.
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Want to learn more about airplane flight instruments? Check out Sporty’s Learn To Fly Course for in-depth training on this subject.
Friday photo: Navy Pier and Chicago Skyline
/in Friday Photo/by Chris ClarkeThe moment: capturing Navy Pier and the Chicago skyline
The place: Chicago, IL
The pilot: Chris Clarke
The aircraft: Cessna 172
The memory: Another memorable trip to EAA AirVenture in Oshkosh and this time in my own airplane. The perfect ending was capturing the beauty of Navy Pier and the Chicago skyline while headed home.
Want to share your Friday Photo? Send your photo and description (using the format above) to: [email protected]
How to fly a standard airport traffic pattern
/in Tips and technique/by Eric RadtkeA left hand pattern is considered standard and should be used unless specified otherwise for an airport. It is important to fly standard traffic pattern procedures to ensure the safe and orderly flow of aircraft to and from an airport.
To enter a left-hand traffic pattern, establish the aircraft on a 45° ground track toward the midpoint of the downwind leg. Pattern altitude (1,000′ AGL) and pattern airspeed should be established approximately two miles out.
Complete the Before Landing Checklist, verifying that the landing gear is down and locked. Perform an initial GUMPSS check (Gas-fullest tank/on/both, Undercarriage-down and locked, Mixture-rich/as required, Props – high rpm/as required/defer for final check, Seatbelts-secure, Switches-on as required).
Turn the aircraft onto the downwind leg approximately 1/2 to 3/4 mile out from the active runway. Pattern altitude will be maintained unless traffic separation or air traffic control dictate something else. Opposite the point of intended landing, reduce power, set flaps to the first setting and establish initial approach airspeed.
Commence a turn to the base leg when at proper position and traffic permits. Set flaps to the second setting. Coordinate the pitch and power to maintain initial approach airspeed and the desired approach angle. Complete an intermediate GUMPSS check.
Visually clear the area before turning onto final, then commence your turn to final so as to rollout with the aircraft aligned with the extended centerline of the landing runway.
Set the flaps as necessary (normally full flaps by 300’ AGL and landing assured). Complete a final GUMPSS safety check and ensure the runway is clear. Coordinate pitch and power to maintain the desired final approach airspeed and approach angle for the appropriate landing procedure.
When it comes time to depart the pattern, first climb on the departure leg straight ahead. After reaching pattern altitude during the climb, you can then continue to fly straight ahead, or make a 45 degree turn in the direction of the pattern to depart the area, which would be left for standard traffic patterns. Continue climb and maintain ground track until well clear of the pattern traffic, at least 1.5 miles.
FAA proposing rule that will expand aircraft eligible for sport pilot
/in News/by Eric RadtkeThe Federal Aviation Administration (FAA) is planning to expand the definition of Light Sport Aircraft. The proposed Modernization of Special Airworthiness Certification (MOSAIC) rule would put performance safety standards around larger aircraft that innovators are building.
Under the proposed Sport Pilot rule, aircraft weighing up to 3,000 pounds would be eligible for Sport privileges.
“This rule will encourage manufactures to make Light Sport Aircraft operations safer, more versatile and accessible while maintaining rigorous safety standards,” said Acting FAA Associate Administrator for Safety David Boulter.
Under the proposal, the aircraft’s weight limit is based on its stall speed. By permitting higher stall speeds, the proposal would bring within the Light Sport Aircraft regulatory framework aircraft weighing as much as 3,000 pounds. This more than doubles the weight of aircraft under the current definition of Light Sport of 1,320 pounds, allowing larger and stronger aircraft to qualify as Light Sport.
The proposal would also expand the type of aircraft sport pilots can operate and allows them to use their aircraft for a wider range of operations such as some aerial work. Although sport pilots could operate aircraft designed with up to four seats, they would remain limited to operating with only one passenger.
The public comment on the proposed rule on or before October 23, 2023. The FAA will publish a final rule and respond to comments after the comment period closes.
Converging aircraft – what would you have done?
/in Personal stories/by Eric RadtkeFrom NASA’s Aviation Safety Reporting System
Aircraft Y, landing behind us, was on a 1-mile final as he made a radio call.
My student and I were in the [Runway 5] pattern.… I was instructing my student on patterns and proper procedures. I had heard on the radio two aircraft in the area: Aircraft Y calling a 10-mile final for Runway 5, and I heard Aircraft Z make a takeoff call for Runway 14. The winds at the time were favoring Runway 5. My student and I had already made a previous takeoff and landing on Runway 5 for pattern practice. After I heard the plane taking off Runway 14, I actively…searched for him and could not spot him, so I started to divert my attention to the other aircraft landing on Runway 5. My student started to turn base when Aircraft Y called a 5-mile final behind us. We continued down to the runway and made a safe landing. We came to a full stop on the runway to clean up the airplane and make a very short debrief because Aircraft Y, landing behind us, was on a 1-mile final as he made a radio call. We made a radio call stating that we were departing Runway 5.… I was making sure that my student was doing the proper procedure on takeoff. We were approximately 10 knots below our rotation speed when I looked up and to my left and noticed that there was an aircraft taking off [from] Runway 14…on a direct collision course [with us].
What would you have done?
I immediately aborted the takeoff by quickly pulling the throttle to idle and applying full brakes and taking the controls from my student. We started coming to a stop when I announced on the radio that we were aborting the takeoff because of the aircraft departing [Runway] 14. We stopped on the runway and watched Aircraft Z continue their takeoff and…not make any radio calls. Aircraft Y, I believed now on the ground,…made an ‘on the go’ call and departed the area to the south. Aircraft Z departed the area, and we continued our lesson with no further incident.
After the flight, the pilot of Aircraft Y contacted me…to fill each other in. I could tell by the sound of his voice that my aborting the takeoff and his subsequent go-around really shook him up. We talked on the phone about each other’s perspectives, and he said that because of… Aircraft Z [departing 14] and my aborted takeoff, that on his go-around, he almost stalled the airplane and crashed behind or into our aircraft. He was going to stay in the pattern behind us, but decided to go back to his airport after the event.
This event…may have been prevented in a couple of ways. Aircraft Z…should have been listening to the radio and should…not have taken off.… They could have waited until both aircraft were safely out of the way and back into the air before departing the runway.… I may have missed the radio call by…Aircraft Z. Maybe I should have stopped talking and listened. Aircraft Y also could have given me a bit more time to assess my situation and given my student and me some more time to take off again.
Webinar video: Choosing the right handheld video
/in Webinars/by Eric RadtkeA portable aviation radio is a great backup tool and a valuable resource for flight training too. Join Sporty’s radio expert, Doug Ranly, for an in-depth look at the technology, what to look for when buying a radio, and tips for using them in the real world. Includes a review of the latest options from Icom, Yaesu, and Sporty’s. Topics include:
Aviation Radios (sportys.com)