The airspeed indicator, normally measured in knots, also shows relative speeds for take-off, operating the flaps (the first white line 45-100), crusing speed (green 100-145) and the Vne, (Velocity, Never Exceed-Max speed, Red).
Most people are aware of the artificial horizon. It shows the attitude of the aircraft. In IFR conditions where you cannot see the horizon, it is essential for keeping the aircraft level, as it is easy to become disorientated up there. Try flying through thick clouds and keeping level using this instrument.
This shows the aircrafts altitude above sea level and looks like a clock, but remember it goes up to 10, not 12! The little dial on the lower right is for setting the air pressure and calibrating the altitude. In the picture the air pressure is set to 30.28 and the altitude is nearly 1,100 feet above sea level, not ground level. ATC will give the pressure reading when approaching your destination or asking for weather conditions.
The compass is also part of the autopilot. The top yellow dash is your heading, the yellow centrepiece is tuned into a bearing (radial) of a radio nav beacon (using the yellow dial, lower left). The lower right dial (orange) moves the orange arrow (HDG SEL in autopilot) around to a particular heading without a nav aid. The autopilot will hold the aircraft to this heading.
Aircraft are often required to make '2 minute turns'. This display allows the pilot to hold a continuous turn by lining up the wing with the white dash. The bottom 'cylinder' shows yaw rate, ie, flying side ways such as in a glider.
The VSI shows the aircrafts rate of descent/ascent. Here the aircraft is desceneding at 600 feet per minute.
The Automatic Direction Finder (ADF) is tuned in to a radio frequency from a Non Directional Beacon NDB) using the 3 dials below the digital readout and the yellow arrow will always point to that nav aid, (provided it is in range). The large dial on the lower left of the ADF allows the numbers on the 'clock' to rotate for navigation. This is known as a movable card ADF
The next column is the radio stack. The multi coloured squares on the left light and buzz when the aircraft is over a landing marker whilst landing to let the pilot know his position. The buttons switch over to different radios, ie, the comms radios may be tuned into 2 different frequencies for ATC. The pilot can switch to a different radio by pushing the button. The nav buttons allow you to hear the morse code from the nav aid in use.
The DME (Distance Measuring Equipment) shows the distance from the chosen nav aid in nautical miles, your speed to it and the time you will reach it.
This plane has 2 comms radios (C) and 2 nav radios (N). This allows you to tune in 2 different nav aids. Notice the designator N1 and N2 on the radios which correspond to the DME and compass. The VOL dial does not do anything yet, the other dials alter the frequencies.
All aircraft now have transponders. These are radios which send out a signal to ATC to show them on their radar. Listen for ATC to say "Squark 1623". Dial in 7700 when you have an emergency and hit the ID button. The light flashes to show radar is picking you up.
The autopilot relates to the controls we have seen above.
HDG Sel - heads towards selected heading
NAV1 - Heads to Nav aid N1
NAV2 - Heads to N2 which is also the glidescope heading for an ILS landing
ALT SEL - dial in an altitude on the glaresheild and hit the button go to desired altitude
VVI SEL - select a rate of descent/ascent on glaresheild VVI control and plane will climb/descend at selected feeet per minute.
NAV2 - Tuned into the Nav2 frequency this keeps the aircraft at the correct descent for an ILS landing
AS HLD - dial in an airspeed, ie, 70 knots for landing
This shows your fuel, trim controls, brakes and gear position (green for locked in place, red for still up). The trim is for keeping the aircraft in level flight when offset by wind, weight, etc.
This shows the state of the engine.
EGT - Exhaust Gas Temperature
It is used to lean the engine so it doesn't use unnecessary fuel. Here's the procedure.
i) Reduce the mixture. You will notice that the EGT starts climbing.
ii) Keep on leaning until the EGT peaks, this is the point you want it to be set at in cruise. You will have to adjust it for changes in altitude etc.
MP - Manifold pressure. First of all, the basics. The amount of power is controlled by two things: the pressure of the air/fuel mixture entering the cylinders (MP), and the RPM.
The pilot can control the fuel/air pressure available to the cylinders by using the throttle control. The maximum pressure (MP) of the fuel air mix is controlled by atmospheric pressure (unless you have a turbocharger). The RPM of the engine is controlled by the drag of the prop swinging through the air. In an airplane with a FIXED-PITCH PROPELLER, the only way to change prop drag is to change RPM.
In an airplane with a CONTROLLABLE PITCH PROPELLER (GPF), you can control RPM (prop drag) independent of MP. That's why you need a MP gauge.
Flaps are used to slow the aircraft down, create extra lift and keep stability at slow speeds to stop stalling. At take off you add flaps to create lift, when landing you add flaps (not full) to keep you stable when flying so slow.
This is the throttle quadrant. Left is the throttle itself. Up for more power. The blue handle is for the propellor and the red is the mixture of fuel and air. Put it right down to cut the engine
Pilots are often required to time landings or keep track of ATC orders (ie "10 minutes to flight level 5000" means if not told by ATC in 10 minutes you are allowed to go to 5000 feet
OAT (Outside Air Temp) gauge - At cold temperatures or high in cloud ice can form on the wings and make you heavier so a thermometer tells you the Outside Air Temperature. The gauge serves another purpose. It is used to correct airspeed. More of an advanced technique.
Above the window is a small magnetic compass for giving your heading, notice the numbers are 'reversed' as opposed to the VOR compass-this can get confusing