These are some pictures of instruments that you can find in a plane's cockpit. I copied these pictures from our course notes so they were not taken by me. Most of these photos were taken in the instrument workshop, where instruments go for repairs and testings. Brief explanations are provided under each picture.

This is a turn and slip indicator. It contains a rate gyro which senses the rate of turn of the plane.

Front of the turn and slip indicator. The white ball in the inclinometer indicates if the plane is slipping or skidding during a turn.

Pressure transmitter using synchros. The capsules detect the input pressure and that pressure is transmitted into linear movement by the capsules. The linear movement is converted into rotary motion by linkages and fed to a synchro transmitter which transmits the pressure information to the indicators in the cockpit. It's a form of remote indication.

This is a standby horizon. By looking at this, pilots can tell the attitude (roll and pitch) that the plane is in without looking out of the window. Useful for flying at night. The striped poles are the glide slope and localizer indicators. When coming in for a landing, if both the indicators are centered, that means that the plane is on the correct pitch and position to come in for a landing.

Artificial horizon on a test bench.

Artificial horizon on another test bench.

Parts of an artificial horizon after disassembly.

A modern glass cockpit artificial horizon (blue and brown). This unit also displays other information such as plane altitude, speed, rate of climb, localizers, glide slopes. With everything on one display, the pilot don't need to look around at different gauges.

CDU during testing, showing a test pattern.

A remote indicating hydraulic quantity indicator.

Flap position indicators. This is to indicate if both the right and left wing flaps are moving uniformly. The indicator on the picture is showing a large difference in flap angles. If this ever happens on a flight (flaps asymmetry), the flaps would stop moving. Only alternate flaps will be available then.

Engine temperature is very vital. An engine can be destroyed if the EGT (exhaust gas temperature) exceeds a certain limit. EGT indicators for each engine is available in the cockpit and pilots must monitor the temperature during starting to prevent it from exceeding the limits.

This is a clock from a Boeing 777-200.

Altitude indicator. The left knob is to set the reference barometric pressure. Can't remember what the right knob is for. The orange OFF flag shows that the altimeter is not working.

Another altimeter.

Front view of a disassembled altimeter. This is a direct reading type. Static pressure is connected straight to this device.

Rear of the disassembled altimeter. The capsules detect the changes in static pressure and moves the pointer.

Another view of the disassembled altimeter.

Not an instrument in the cockpit, but this is the cockpit voice recorder (if I'm not mistaken) of the plane. It's actually orange in color to make it easier to find.

Pneumatic duct pressure indicator. One needle indicates the pressure in the right duct, and the other indicates the pressure in the left duct.

Engine parameters indicators. This looks very cool when powered up. If I ever find a video of it, I will post it up.

Fuel quantity indicator. Shown powered on. This indicator detects the fuel quantity using capacitance.

Horizontal situation indicator (HSI). Shows the plane's heading and VOR information.

This is a speed indicator. It shows how fast the plane is flying. Orange flags show that the indicator is not working or not providing correct readings.

This shows the same speed indicator working properly.
I have a few more videos to post up on gyros and it will probably be on the next post.