Федерального государственного бюджетного образовательного учреждения высшего профессионального образования «московский государственный технический университет гражданской авиации» (мгту га)

Make up adjectives with the help of the following negative prefixes and suffixes and translate them: a) in- accurate, operable, active, compressible, visible b) un- like, able, successful, steady, correctable c) -less home, help, regard, count, fear Fill in the table. translation verb Part I Part II spin surround make up install require contain graduate call mark represent Grammar exercises Participle I or II? Open the brackets and translate the sentences. The Earth is a huge magnet, (spin) in space, (surround) by a magnetic field (make up) of invisible lines of flux. Most direction indicators (install) in aircraft make use of the magnetic field of the Earth. The magnetic compass is one of the basic instruments (require) for both VFR and IFR flight. A magnet is usually made of a metal (contain) iron. An aircraft magnetic compass has a (graduate) scale, (call) a card, (mark) with letters (represent) the cardinal directions, north, east, south, and west. Lexical exercises Match the synonyms. huge view spin make up most make use see least constitute very big utilize rotate Match the antonyms. north simple attract backside apparent leave complex South Enter repel Reading Magnetic Compass The Earth is a huge magnet, spinning in space, surrounded by a magnetic field made up of invisible lines of flux. These lines leave the surface at the magnetic North Pole and reenter at the magnetic South Pole. Lines of magnetic flux have two important characteristics: any magnet that is free to rotate will align with them, and an electrical current is induced into any conductor that cuts across them. Most direction indicators installed in aircraft make use of one of these two characteristics. One of the oldest and simplest instruments for indicating direction is the magnetic compass. It is also one of the basic instruments required for both VFR and IFR flight. A magnet is a piece of material, usually a metal containing iron, which attracts and holds lines of magnetic flux. Regardless of size, every magnet has two poles: north and south. When one magnet is placed in the field of another, the unlike poles attract each other, and like poles repel. An aircraft magnetic compass has two small magnets attached to a metal float sealed inside a bowl of clear compass fluid similar to kerosene. A graduated scale, called a card, is wrapped around the float and viewed through a glass window with a lubber line across it. The card is marked with letters representing the cardinal directions, north, east, south, and west, and a number for each 30° between these letters. The magnets align with the Earth’s magnetic field and the pilot reads the direction on the scale opposite the lubber line. Note that the pilot sees the compass card from its backside. When the pilot is flying north as the compass shows, east is to the pilot’s right. On the card, “33”, which represents 330° (west of north), is to the right of north. The reason for this apparent backward graduation is that the card remains stationary, and the compass housing and the pilot turn around it, always viewing the card from its backside. Answer the questions. What do most aircraft direction indicators make use of? How do the lines of the earth’s magnetic field located? What properties does a magnet have? How is a magnetic compass designed? Solve the crossword: 1 c 2 o 3 m 4 p 5 a 6 s 7 s the flow of electricity along a wire (n) either of the ends of a magnet (n) a chemical substance, usually hard, that conducts heat and electricity and melts when it is heated (n) push something away from itself by means of a physical force (v) a piece of iron or steel that can attract iron and that points north and south when it is hung up (n) the direction where the sun rises a stiff cover for a piece of equipment Translate into English. Основные пилотажные приборы, использующие гироскоп – это указатель курса, координатор поворота и авиагоризонт. Указатель курса показывает, прямо ли летит самолет, а также направление и скорость поворота. Этот прибор уточняет показания магнитного компаса, который в значительной степени подвержен влиянию погодных условий. Однако, магнитный компас является одним из главных пилотажных приборов, необходимых для визуальных полетов и полетов по приборам. Координатор поворота показывает и скорость поворота, и угловую скорость крена. Авиагоризонт – это надежный и самый реалистичный пилотажный прибор. Планка горизонта и самолетик на его индикаторе отображают реальное положение самолета в пространстве и реагируют на его мельчайшие изменения. Кабина современных самолетов оборудована электронным дисплеем полетной информации (EFD), который комбинирует показания всех основных пилотажных приборов на одном экране. Это устройство более надежно и удобно, чем традиционная панель инструментов “six pack”. TEXTS FOR ANNOTATION Aircraft became a practical means of transportation when accurate flight instruments freed the pilot from the necessity of maintaining visual contact with the ground. Flight instruments are crucial to conducting safe flight operations and it is important that the pilots have a basic understanding of their operation. The basic flight instruments required for operation under visual fight rules (VFR) are airspeed indicator (ASI), altimeter, and magnetic direction indicator. In addition to these, operation under instrument flight rules (IFR) requires a gyroscopic rate-of-turn indicator, slip-skid indicator, sensitive altimeter adjustable for barometric pressure, clock displaying hours, minutes, and seconds with a sweep-second pointer or digital presentation, gyroscopic pitch-and-bank indicator (artificial horizon), and gyroscopic direction indicator (directional gyro or equivalent). Aircraft that are flown in instrument meteorological conditions (IMC) are equipped with instruments that provide attitude and direction reference, as well as navigation instruments that allow precision flight from take-off to landing with limited or no outside visual reference. Altimeter Errors A sensitive altimeter is designed to indicate standard changes from standard conditions, but most flying involves errors caused by nonstandard conditions and the pilot must be able to modify the indications to correct for these errors. There are two types of errors: mechanical and inherent. Mechanical Altimeter Error A preflight check to determine the condition of an altimeter consists of setting the barometric scale to the local altimeter setting. The altimeter should indicate the surveyed elevation of the airport. If the indication is off by more than 75 feet from the surveyed elevation, the instrument should be referred to a certificated instrument repair station for recalibration. Differences between ambient temperature and/or pressure causes an erroneous indication on the altimeter. Inherent Altimeter Error When the aircraft is flying in air that is warmer than standard, the air is less dense and the pressure levels are farther apart. When the aircraft is flying at an indicated altitude of 5,000 feet, the pressure level for that altitude is higher than it would be in air at standard temperature, and the aircraft is higher than it would be if the air were cooler. If the air is colder than standard, it is denser and the pressure levels are closer together. When the aircraft is flying at an indicated altitude of 5,000 feet, its true altitude is lower than it would be if the air were warmer. ICAO Cold Temperature Error Table The cold temperature induced altimeter error may be significant when considering obstacle clearances when temperatures are well below standard. Pilots may wish to increase their minimum terrain clearance altitudes with a corresponding increase in ceiling from the normal minimum when flying in extreme cold temperature conditions. Higher altitudes may need to be selected when flying at low terrain clearances. Most flight management systems (FMS) with air data computers implement a capability to compensate for cold temperature errors. Pilots flying with these systems should ensure they are aware of the conditions under which the system will automatically compensate. If compensation is applied by the FMS or manually, ATC must be informed that the aircraft is not flying the assigned altitude. Otherwise, vertical separation from other aircraft may be reduced creating a potentially hazardous situation. The table in Figure, derived from International Civil Aviation Organization (ICAO) standard formulas, shows how much error can exist when the temperature is extremely cold. To use the table, find the reported temperature in the left column, and then read across the top row to the height above the airport/reporting station. Subtract the airport elevation from the altitude of the final approach fix (FAF) (контрольная точка конечного этапа захода на посадку). The intersection of the column and row is the amount of possible error. Example: The reported temperature is -10° Celsius and the FAF is 500 feet above the airport elevation. The reported current altimeter setting may place the aircraft as much as 50 feet below the altitude indicated by the altimeter. Mach Number As an aircraft approaches the speed of sound, the air flowing over certain areas of its surface speeds up until it reaches the speed of sound, and shock waves form. The IAS at which these conditions occur changes with temperature. Therefore, in this case, airspeed is not entirely adequate to warn the pilot of the impending problems. Mach number is more useful. Mach number is the ratio of the TAS of the aircraft to the speed of sound in the same atmospheric conditions. An aircraft flying at the speed of sound is flying at Mach 1.0. Some older mechanical Machmeters not driven from an air data computer use an altitude aneroid inside the instrument that converts pitot-static pressure into Mach number. These systems assume that the temperature at any altitude is standard; therefore, the indicated Mach number is inaccurate whenever the temperature deviates from standard. These systems are called indicated Machmeters. Modern electronic Machmeters use information from an air data computer system to correct for temperature errors. These systems display true Mach number. Most high-speed aircraft are limited to a maximum Mach number at which they can fly. This is shown on a Machmeter as a decimal fraction. For example, if the Machmeter indicates .83 and the aircraft is flying at 30,000 feet where the speed of sound under standard conditions is 589.5 knots, the airspeed is 489.3 knots. The speed of sound varies with the air temperature. If the aircraft were flying at Mach .83 at 10,000 feet where the air is much warmer, its airspeed would be 530 knots.

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