CORRECT!

Let's scan our instrument panel and see what it's telling us (Refer to FAA-CT-8080-3E: figure 146 [page 201]). The airspeed indicator (top left) shows our airspeed increasing (actually appears to be approaching the red-line speed: a red-flag, for sure!). The atttitude indicator (top center) is indicating a climbing right turn. The altimeter (top right) is showing steadily increasing altitude. The turn coordinator (bottom left) shows a right turn. Our directional gyro (bottom center) shows a right turn. The vertical speed indicator (bottom right) also indicates a climbing flight attitude with an indication of a 500 fpm ascent rate. So, which one is giving us an erroneous reading?

All of our instruments except the airspeed indicator, that is, are giving indications consistent with climbing right-turning flight. So our crosscheck has allowed us to determine that it is most likley the airspeed indicator that is wrong, because a climbing flight attitude would result in decreasing airspeed. Therefore, we conclude that the pitot/static system is blocked. Most likely, something is clogging the pitot tube (a dirt-dauber's nest, for instance: they love to build their mud homes in our pitot tubes!). In that case, the airspeed indicator will actually act as an altimeter, indicating a higher value as the altitude increases.

If we rely solely on using the airspeed indicator reading to make adjustments to our flight attitude, we would pitch up to stop what we think is a descending flight path indicated by what we think is our rapidly increasing airpseed. But instead, we use a crosscheck to include all of the information presented by our instruments and conclude that the airpseed indicator is not to be relied upon and we use the attitude indicator to lower the nose and level the wings.