DGCA – Instruments Complete Study Guide (MCQs with
Answers & Explanations)
Includes pitot-static systems, altimeters, airspeed indicators, VSI, gyroscopes, magnetic compass, air data
computers, Machmeter and common instrument errors.
Contents
1. 1. Pitot■Static & Pressure Systems
2. 2. Altimeter & VSI
3. 3. Airspeed Indicator & Machmeter
4. 4. Gyroscopic Instruments (Attitude & Heading)
5. 5. Magnetic Compass & Errors
6. 6. Air Data Computers & ADC
7. 7. Instrument Errors & Installation
8. 8. Maintenance & Testing
Pitot■Static & Pressure Systems
1. What does a pitot tube directly measure?
a) Static pressure
b) Total (stagnation) pressure
c) Dynamic pressure
d) Differential pressure
Answer: b) Total (stagnation) pressure
Explanation: A pitot tube facing the airflow measures total (stagnation) pressure; dynamic pressure is derived by
subtracting static pressure from total pressure.
2. Static ports are used to sense:
a) Total pressure
b) Dynamic pressure only
c) Ambient (static) atmospheric pressure
d) Ram pressure
Answer: c) Ambient (static) atmospheric pressure
Explanation: Static ports sample undisturbed atmospheric pressure (static pressure) used by altimeter, VSI and ASI
(as a reference).
3. The airspeed indicator (ASI) uses:
a) Pitot pressure only
b) Static pressure only
c) Difference between pitot and static pressures
d) Total and ambient temperature
Answer: c) Difference between pitot and static pressures
Explanation: ASI measures dynamic pressure found by subtracting static pressure from pitot (total) pressure; this is
proportional to airspeed.
4. Blockage of the pitot head but open static port will cause the ASI to:
a) Read zero
b) Freeze at the speed when blocked
c) Indicate increasing speed with climb
d) Indicate decreasing speed with climb
Answer: b) Freeze at the speed when blocked
Explanation: If pitot is blocked (and drain hole closed), trapped total pressure remains constant; ASI will remain at the
speed corresponding to that trapped pressure, regardless of actual speed changes.
5. If the static port is blocked, how will the altimeter read during climb?
a) Correctly
b) Higher than true altitude
c) Lower than true altitude
d) Unchanged
Answer: b) Higher than true altitude
Explanation: With blocked static (holding previous static), during climb ambient pressure falls but instrument still sees
higher trapped static, so altimeter indicates higher than true altitude.
6. Position error is caused by:
a) Instrument internal friction
b) Location of pitot/static sensing points on airframe
c) Blocked drain hole
d) Temperature changes
Answer: b) Location of pitot/static sensing points on airframe
Explanation: Position error depends on airflow disturbances caused by aircraft structure where ports are located; it
varies with airspeed, flap setting and angle of attack.
7. A pitot■static system drained to atmosphere through the pitot drain is intended to prevent:
a) Static errors
b) Ice forming in the pitot tube
c) Trapped pressure accumulation
d) Instrument overheating
Answer: c) Trapped pressure accumulation
Explanation: A pitot drain allows trapped fluid/pressure to escape, preventing erroneous trapped total pressure from
causing wrong ASI readings.
Altimeter & VSI
8. An altimeter measures altitude by sensing:
a) Dynamic pressure
b) Static pressure
c) Total pressure
d) Temperature corrected pressure
Answer: b) Static pressure
Explanation: Altimeters are aneroid barometers calibrated to indicate altitude based on ambient static pressure
variations.
9. The VSI indicates rate of climb or descent by measuring:
a) Change in dynamic pressure
b) Change in static pressure over time
c) Pitot pressure changes
d) Angle of attack changes
Answer: b) Change in static pressure over time
Explanation: VSI senses instantaneous static pressure and a damped reference; the rate of change between them is
converted to vertical speed indication.
10. When the altimeter setting is changed from 1013 hPa to a higher value, the altimeter will:
a) Indicate higher altitude
b) Indicate lower altitude
c) Not change
d) Indicate true altitude
Answer: b) Indicate lower altitude
Explanation: Increasing the altimeter setting (higher pressure set) makes the altimeter indicate lower altitude for the
same ambient pressure; pilots set local QNH to read field elevation correctly.
11. A three■pointer altimeter uses which set of hands?
a) Hundreds, thousands, and ten■thousands of feet
b) Feet, meters, and knots
c) Hundreds, tens and ones
d) Hundreds, thousands, and ten■thousands in one style
Answer: a) Hundreds, thousands, and ten■thousands of feet
Explanation: Classic three■pointer altimeters have separate hands indicating hundreds, thousands and
ten■thousands of feet (or a drum readout for high altitudes).
12. Density altitude is increased by:
a) Lower temperature and lower humidity
b) Higher temperature and lower pressure
c) Higher pressure and lower temperature
d) Lower temperature and higher pressure
Answer: b) Higher temperature and lower pressure
Explanation: Density altitude rises with warmer air and lower atmospheric pressure (both reduce air density), affecting
aircraft performance.
Airspeed Indicator & Machmeter
13. Indicated Airspeed (IAS) differs from True Airspeed (TAS) because of:
a) Temperature and pressure variations
b) Instrument lag only
c) Fuel weight
d) Compass errors
Answer: a) Temperature and pressure variations
Explanation: IAS is affected by instrument and position errors and does not correct for air density; TAS corrects IAS
for pressure and temperature to show actual speed through air.
14. Machmeter indicates:
a) Ratio of aircraft speed to speed of sound
b) Calibrated airspeed
c) Groundspeed
d) Air temperature
Answer: a) Ratio of aircraft speed to speed of sound
Explanation: Mach number = True Airspeed divided by local speed of sound (which depends on temperature).
15. Compressibility error at high speeds primarily affects:
a) Altimeter
b) ASI at high subsonic speeds
c) VSI accuracy at slow speeds
d) Magnetic compass
Answer: b) ASI at high subsonic speeds
Explanation: At high dynamic pressures (high speed), compressibility of air causes ASI errors if not corrected (affects
pitot pressure capture).
16. Calibrated Airspeed (CAS) is:
a) IAS corrected for instrument and position errors
b) TAS corrected for temperature
c) Groundspeed plus wind
d) IAS minus density altitude
Answer: a) IAS corrected for instrument and position errors
Explanation: CAS accounts for known instrument and position errors; further corrections yield Equivalent Airspeed
(EAS) and TAS.
Gyroscopic Instruments
17. A gyroscope used in aircraft instruments maintains orientation due to:
a) Aerodynamic lift
b) Gyroscopic inertia and rigidity in space
c) Magnetic alignment
d) Hydraulic pressure
Answer: b) Gyroscopic inertia and rigidity in space
Explanation: Spinning gyros resist changes to their axis due to rigidity in space; instruments derive attitude and
heading from gyro orientation.
18. The attitude indicator is powered by:
a) Pitot pressure
b) Electrical power or vacuum system (depending on design)
c) Static pressure
d) Magnetic flux
Answer: b) Electrical power or vacuum system (depending on design)
Explanation: Attitude indicators may be electrically■driven or vacuum■driven (older systems). Modern aircraft often
use electrically driven or solid■state ADI.
19. Gyro precession causes:
a) Immediate stop of gyro
b) Apparent movement at 90° to an applied force
c) Magnetic deviation
d) Compass oscillation
Answer: b) Apparent movement at 90° to an applied force
Explanation: Gyroscopic precession results in the reaction to an applied torque appearing 90° ahead in the direction of
rotation; important in gyro instrument errors and mounting.
20. Heading indicator (directional gyro) must be periodically realigned to the magnetic compass
because:
a) It loses power
b) It drifts due to bearing friction and precession
c) Magnetic storms affect it
d) Pitot pressure changes orientation
Answer: b) It drifts due to bearing friction and precession
Explanation: Heading indicators drift over time because gyros are not perfect; pilots regularly realign them to the
magnetic compass to maintain accuracy.
Magnetic Compass & Errors
21. The main cause of compass deviation is:
a) Variation of Earth's magnetic field
b) Magnetic influences within the aircraft
c) Solar activity
d) Altitude changes
Answer: b) Magnetic influences within the aircraft
Explanation: Deviation arises from magnetic fields created by aircraft structure and electrical systems; variation is the
difference between true and magnetic north (geographic).
22. Acceleration error on a magnetic compass is most pronounced when:
a) On east or west headings
b) On north or south headings
c) At high altitude only
d) When turning slowly
Answer: b) On north or south headings
Explanation: On N or S headings, acceleration causes the compass to show turn or acceleration errors ('ANDS' —
Accelerate North, Decelerate South for northern hemisphere).
23. Magnetic dip causes:
a) Compass to be perfectly accurate
b) Errors and tilting of the compass card during climbs/descents
c) Only deviation errors
d) Magnetometer faults
Answer: b) Errors and tilting of the compass card during climbs/descents
Explanation: Magnetic dip (vertical component) causes compass indications to be influenced during pitch changes,
creating acceleration and turning errors.
Air Data Computers & ADC
24. An Air Data Computer (ADC) typically provides which outputs?
a) Pitot pressure only
b) Processed TAS, altitude, air temperature and Mach number
c) Magnetic heading
d) GPS position
Answer: b) Processed TAS, altitude, air temperature and Mach number
Explanation: ADC inputs pitot and static pressures and temperature to compute and output calibrated air data metrics
used by glass cockpits and flight computers.
25. Total air temperature (TAT) is:
a) Ambient air temperature
b) Static air temperature corrected for recovery (ram) rise
c) Indicated air temperature
d) Temperature at ground only
Answer: b) Static air temperature corrected for recovery (ram) rise
Explanation: TAT = static air temperature plus recovery temperature due to kinetic heating from airspeed;
measurement used for performance calculations.
26. The pitot probe heater is installed to prevent:
a) Corrosion
b) Ice accumulation in the pitot tube
c) Static port blockage
d) Electrical interference
Answer: b) Ice accumulation in the pitot tube
Explanation: Pitot heaters prevent ice blocking the pitot opening which would cause ASI failure or erroneous readings.
Airspeed Indicator & Machmeter
27. Equivalent Airspeed (EAS) is:
a) CAS corrected for compressibility effects
b) TAS corrected for wind
c) IAS without corrections
d) Groundspeed
Answer: a) CAS corrected for compressibility effects
Explanation: EAS is CAS corrected for compressibility; useful for aerodynamic loads and stall considerations at higher
speeds.
28. The speed of sound in air decreases with:
a) Increasing temperature
b) Decreasing temperature
c) Increasing humidity only
d) Increasing altitude only
Answer: b) Decreasing temperature
Explanation: Local speed of sound is proportional to the square root of absolute temperature; lower temperature yields
lower speed of sound.
Instrument Errors & Installation
29. Position error corrections are determined by:
a) Manufacturer only
b) Flight test calibration at different speeds and configurations
c) Only by pitot design
d) Magnetic calibration
Answer: b) Flight test calibration at different speeds and configurations
Explanation: Position error is measured during flight tests and provided as correction tables for specific aircraft
configurations.
30. Static system leaks will cause:
a) Rapid ASI changes only
b) Altitude and VSI errors and possible ASI errors
c) Gyro failure
d) Compass oscillation
Answer: b) Altitude and VSI errors and possible ASI errors
Explanation: Static leaks change the static reference pressure causing altimeter/VSI errors; ASI may also be affected
since it uses static pressure.
31. The altimeter reads wrongly after installation if the static port is located in an area of disturbed
flow; this is called:
a) Instrument error
b) Position error
c) Calibration error
d) Vacuum error
Answer: b) Position error
Explanation: Position error arises because the static port senses pressure influenced by local airflow disturbances at
its mounting location.
Maintenance & Testing
32. A pitot-static test set (aspirator) is used to:
a) Seal the pitot tube
b) Apply known pressures to the pitot-static system for leak and calibration checks
c) Heat the pitot probe
d) Test gyros
Answer: b) Apply known pressures to the pitot-static system for leak and calibration checks
Explanation: Pitot-static test sets simulate pressures to verify altimeter, ASI and VSI accuracy and detect leaks.
33. The standard altimeter setting internationally is:
a) 1013.25 hPa (29.92 inHg)
b) 1000.00 hPa
c) Local QNH only
d) 1020 hPa
Answer: a) 1013.25 hPa (29.92 inHg)
Explanation: 1013.25 hPa is the standard pressure setting used for flight levels. Local QNH is used for airport
elevation reference.
34. When performing an instrument check, the VSI is expected to indicate zero when:
a) Aircraft steady state climb
b) Aircraft in level flight for a few seconds
c) During rapid pitch changes
d) On ground only
Answer: b) Aircraft in level flight for a few seconds
Explanation: VSI shows zero in steady level flight; it responds to changes in static pressure so needs a stable state to
settle at zero.
Gyroscopic Instruments
35. A vacuum■driven attitude indicator will fail if:
a) Pitot tube is blocked
b) Vacuum pump fails
c) Static port blocked
d) Electrical generator fails
Answer: b) Vacuum pump fails
Explanation: Vacuum■driven gyros rely on engine■driven vacuum pumps; failure of the pump stops the gyro and the
attitude indicator fails.
36. Turn coordinator is canted to sense:
a) Roll and rate of turn
b) Yaw only
c) Pitch only
d) Altitude changes
Answer: a) Roll and rate of turn
Explanation: Turn coordinators are canted so the gyro senses both roll and yaw rates giving better roll indication
during entry to turns.
Magnetic Compass & Errors
37. The mnemonic 'UNOS' for turning errors on a magnetic compass stands for:
a) Undershoot North, Overshoot South
b) Upset North, Open South
c) Use North, Observe South
d) Undergo North, Observe South
Answer: a) Undershoot North, Overshoot South
Explanation: When turning to a heading, due to compass lag and dip, you must undershoot the desired heading when
turning to north and overshoot when turning to south (in northern hemisphere).
Airspeed Indicator & Machmeter
38. Groundspeed is related to TAS by:
a) TAS plus wind component
b) TAS minus temperature
c) TAS multiplied by density
d) TAS unaffected by wind
Answer: a) TAS plus wind component
Explanation: Groundspeed = TAS ± wind component along the flight path; tailwind increases groundspeed, headwind
reduces it.
Air Data Computers & ADC
39. ADC failure in a glass cockpit will typically result in loss of:
a) Magnetic heading only
b) Airspeed, altitude, and Mach readouts on electronic displays
c) GPS position
d) Standby instruments
Answer: b) Airspeed, altitude, and Mach readouts on electronic displays
Explanation: Modern displays rely on ADC inputs for processed air data; failure removes electronic air data but
standby (independent) instruments provide redundancy.
Instrument Errors & Installation
40. Position error changes with:
a) Only aircraft weight
b) Airspeed, configuration and angle of attack
c) Fuel burn only
d) Static setting
Answer: b) Airspeed, configuration and angle of attack
Explanation: Position error varies with airflow conditions around sensing ports, which depend on speed, flaps, gear
and attitude.
Maintenance & Testing
41. A drained pitot tube (with hole at the back open) will cause the ASI to:
a) Read zero
b) Read true airspeed
c) Read increasing with climb
d) Be unaffected
Answer: a) Read zero
Explanation: If pitot is opened to atmosphere (drain hole open), pitot and static equalize so dynamic pressure is zero
and ASI reads zero.
Gyroscopic Instruments
42. Optical gyros (RLG or fibre■optic) offer advantages over mechanical gyros such as:
a) No electrical power required
b) Greater precision and no spinning mass friction
c) Simpler maintenance only
d) Dependence on vacuum systems
Answer: b) Greater precision and no spinning mass friction
Explanation: Solid■state gyros have fewer moving parts, higher reliability, lower drift and are widely used in modern
avionics.
Airspeed Indicator & Machmeter
43. Pitot■static errors due to icing are most likely to affect:
a) Gyro horizon only
b) ASI and altimeter/VSI depending on which ports are blocked
c) Compass only
d) GPS accuracy
Answer: b) ASI and altimeter/VSI depending on which ports are blocked
Explanation: Ice blocking pitot or static ports will alter pressure inputs causing ASI, altimeter and VSI failures or
erroneous indications.
Magnetic Compass & Errors
44. Deviation of compass is removed by:
a) Using external GPS
b) Adjusting small compensating magnets near the compass card (swinging the compass)
c) Changing pitot settings
d) Replacing the battery
Answer: b) Adjusting small compensating magnets near the compass card (swinging the compass)
Explanation: Compass swinging and adjusting compensating magnets correct for aircraft■specific magnetic fields to
reduce deviation.
Air Data Computers & ADC
45. Static port icing may be indicated by:
a) Rapid fluctuation of electrical load
b) Little or no change in VSI/altimeter during climb/descent
c) Compass oscillation
d) Engine roughness
Answer: b) Little or no change in VSI/altimeter during climb/descent
Explanation: If static port is blocked by ice, instruments relying on static pressure won't show expected changes
during altitude changes.
Instrument Errors & Installation
46. An altimeter that is not set to current QNH will:
a) Still give perfect terrain clearance
b) Give a height error relative to the local mean sea level reference
c) Affect only TAS
d) Has no operational effect
Answer: b) Give a height error relative to the local mean sea level reference
Explanation: Incorrect altimeter setting leads to altitude readout errors; pilots use local QNH for takeoff/landing and
standard 1013 hPa above transition altitude.
Maintenance & Testing
47. Preflight pitot■static checks should include:
a) Verifying pitot drain is open and static ports free of obstruction
b) Turning on autopilot
c) Setting transponder to standby
d) Removing compass
Answer: a) Verifying pitot drain is open and static ports free of obstruction
Explanation: Pilots check for visible blockages and ensure pitot cover is removed and drain hole clear to prevent
instrument errors.
Gyroscopic Instruments
48. Drift of a heading indicator can be caused by:
a) Change in static pressure only
b) Bearing friction, precession, and temperature changes
c) Magnetic variation
d) Pitot heat
Answer: b) Bearing friction, precession, and temperature changes
Explanation: Physical factors cause heading indicators to slowly drift; frequent alignment with magnetic compass is
required.
Airspeed Indicator & Machmeter
49. Stalled airflow near static ports at high angles of attack may cause:
a) No effect
b) Erroneous static pressure leading to incorrect altimeter/ASI readings
c) Only compass errors
d) Automatic trim failure
Answer: b) Erroneous static pressure leading to incorrect altimeter/ASI readings
Explanation: Flow separation near ports distorts sensed static pressure, causing instrument errors particularly at high
AoA.
Magnetic Compass & Errors
50. To reduce compass errors caused by dip, aircraft designers:
a) Use liquid damping and place compass near CG
b) Remove all metal from aircraft
c) Use vacuum pumps
d) Only fly in equator regions
Answer: a) Use liquid damping and place compass near CG
Explanation: Liquid damping reduces oscillations and placing compass near the aircraft center reduces tilt and dip
related errors.
Glossary & Simple Diagrams
Pitot tube: Measures total (stagnation) pressure when facing the airstream.
Static port: Senses ambient atmospheric pressure used by altimeter, VSI and ASI.
ASI: Airspeed Indicator — shows indicated airspeed based on differential pressure.
VSI: Vertical Speed Indicator — shows rate of climb/descent from static pressure change rate.
Attitude Indicator: Shows aircraft pitch and bank referenced to the horizon, gyro■driven.
Pitot-Static simple layout:
Airflow ---> [Pitot Probe] ---> Total Pressure ---> ASI (via diaphragm)
|
+--> Pitot drain (protected)
Static Port --> Ambient static pressure ---> Altimeter, VSI, ASI (static side)
ASI measures: Total - Static = Dynamic --> converted to IAS
Altimeter measures: Static --> altitude via aneroid capsules
VSI measures: Rate of change of static --> ft/min
End of Document. Study well and cross-check with aircraft specific manuals and DGCA guidance.
