You’ll need to do this four times, and then you’re ready to take the test. To take the pilot test, go to the Activities tab, and scroll down until you reach License.
What is the airfield landing marker of a red background with two yellow lines down the middle? After answering the question, you’ll receive your pilot’s license, and you can freely purchase any of the airborne vehicles you want to buy.
Microsoft may earn an Affiliate Commission if you purchase something through recommended links in this article. You can purchase a variety of homes, cars, and exotic animals in Billie.
While they may not serve the ultimate purpose of being useful, they’re fun assets to purchase on your character, and they show how much wealth you’ve acquired through your lifetime. For those who want the ultimate luxurious item, you have the opportunity to purchase a Helicopter.
© Provided by GamePurBefore you can purchase a helicopter, you need to take your pilot’s license test and pass it. Click on the helicopter you want to buy, and you’ll receive a notification that lists out you won’t be able to buy a helicopter without owning a license.
If you’ve taken 40 hours of flight lessons, you’ll receive the option to take the test. You’ll need to answer one of the many questions that Billie has on file regarding the test.
What is the airfield landing marker of a red background with two yellow lines down the middle? Once you’ve answered the question, you can return to the Assets tab and purchase the helicopter you wanted to buy.
Microsoft may earn an Affiliate Commission if you purchase something through recommended links in this article. In September 1928 he first tested some revolutionary new instruments, items that would allow improved situational awareness for the pilot and safe passage through clouds.
Those two advances were the precursors to the modern gyroscopic attitude indicator and directional gyro, the two main devices in the instrument pilot's arsenal. You may have picked up a bicycle wheel by the axles and tried to deflect it side-to-side while it was spinning; you would have noticed that it initially resisted the movement.
In the AI, the gyro wheel is free to move about two axes, thanks to the construction of its gimbals mount. This means simply that the gyro is being held by an apparatus with pivots in two axes, which provides for both pitch and roll information on one instrument.
The heading indicator, on the other hand, places its gyro wheel spinning on the horizontal axis, the pivot aligned with the aircraft centerline. Its gimbals allows only one axis of freedom (vertical) and connects the mount to the card on the instrument's face through bevel gears.
In fact, the attitude indicator contains a set of weights intended to drive the instrument toward level flight by sensing gravity. So if you were to maintain a 30-degree coordinated banked turn for 10 minutes, you would look down to see the AI indicating level flight.
A tube aligns incoming air pressure to act on these cutouts to spin the gyro disc. By evacuating the instrument chamber with help of the vacuum pump, ambient-pressure air comes rushing in, propelling the gyro wheel.
They are free to move inside the hub's slots, drawing in air from one port and forcing it out another. In the event of a vacuum pump failure, debris will not be scattered through the system and deposited into expensive, sensitive instruments.
Its gyro wheel spins on the horizontal axis, but the pivot is oriented transversely, parallel to the wing span. The turn coordinator's gimbals mount therefore runs along the airplane's longitudinal axis.
Also be alert for proper suction indications for the pneumatic instruments; the gauge should be in the green arc not far above idle speed and most definitely by the run-up rpm. Watch for too high an indication as well as one below the green arc; too much suction can spin the gyros beyond their design limits.
It gives the pilot pitch and roll information that is especially important when flying without outside visual references. The attitude indicator operates with a gyroscope rotating in the horizontal plane.
As the aircraft pitches and rolls in relation to the actual horizon, the gyro gimbals allow the aircraft and instrument housing to pitch and roll around the gyro rotor that remains parallel to the ground. A horizontal representation of the airplane in miniature is fixed to the instrument housing.
A painted hemisphere simulating the horizon, the sky, and the ground is attached to the gyro gimbals. Often, an adjustment knob allows pilots of varying heights to place the horizon bar at an appropriate level.
A typical vacuum-driven attitude indicator shown with the aircraft in level flight (left) and in a climbing right turn (right) An erecting mechanism is built into the instrument to assist in keeping the gyro rotor rotating in the intended plane.
After air engages the scalloped drive on the rotor, it flows from the instrument to the vacuum pump through four ports. These ports all exhaust the same amount of air when the gyro is rotating in plane.
Vanes close to prevent this, causing more air to flow out of the opposite side. The erecting mechanism of a vacuum-driven attitude indicator Early vacuum-driven attitude indicators were limited in how far the aircraft could pitch or roll before the gyro gimbals contacted stops, causing abrupt precession and tumbling of the gyro.
It is used to erect the rotor to its normal operating position prior to flight or after tumbling. More modern gyroscopic instruments are built, so they do not tumble, regardless of the angular movement of the aircraft about its axes. In addition to the contamination potential introduced by the air-drive system, other shortcomings exist in the performance of vacuum-driven attitude indicators.
The pendulous vanes that move to direct airflow out of the gyro respond not only to forces caused by a deviation from the intended plane of rotation, but centrifugal force experienced during turns also causes the vanes to allow asymmetric porting of the gyro vacuum air. The result is inaccurate display of the aircraft’s attitude, especially in skids and steep banked turns.
Also, abrupt acceleration and deceleration imposes forces on the gyro rotor. Suspended in its gimbals, it acts similar to an accelerometer, resulting in a false nose-up or nose-down indication.
Contamination from dirt in the air is not an issue, resulting in the potential for longer bearing life and less precession. A magnet attached to the top of the gyro shaft spins at approximately 21,000 rpm.
If the pull of gravity is not aligned with the axis of the gyro, the balls fall to the low side. The resulting precession re-aligns the axis of rotation vertically. Typically, electric attitude indicator gyros can be caged manually by a lever and cam mechanism to provide rapid erection.
Gyroscopic direction indicators are located at the center base of the instrument panel basic T. A vacuum-powered DG is common on many light aircraft. The gyro rotor spins in the vertical plane and stays aligned with the direction to which it is set.
This causes a vertical compass card that is geared to the rotor gimbals to move. The nose of a small, fixed airplane on the instrument glass indicates the aircraft’s heading.
Periodic manual realignment with the magnetic compass by the pilot is required during flight. Instrument indication of roll, therefore, is the earliest possible warning of a departure from straight-and-level flight. Typically, the face of the turn coordinator has a small airplane symbol.
The wing tips of the airplane provide the indication of level flight and the rate at which the aircraft is turning. Figure 5. A turn coordinator senses and indicates the rate of both roll and yaw.
The turn pointer is operated by a gyro that can be driven by a vacuum, air pressure, or by electricity. It is a round agate, or steel ball, in a glass tube filled with dampening fluid.
It moves in response to gravity and centrifugal force experienced in a turn. Turn indicators vary. This rate can be indicated with marks right and left of the pointer, which normally rests in the vertical position.
In this case, one pointer width deflection from vertical is equal to the 3° per second standard 2-minute turn rate. The gyro spins in a vertical plane aligned with the longitudinal axis of the aircraft.
This is intuitive to the pilot when regarding the instrument, since the pointer indicates in the same direction as the turn. Thus, it rests in the lowest part of the curved glass between the reference wires.
During a slipping turn, there is more bank than needed, and gravity is greater than the centrifugal force acting on the ball. This allows limited operation off battery power should the vacuum system and the electric generator fail.