What corrections must be applied to indicated airspeed to produce true airspeed?

Correction for altitude and temperature

Correction for heading and altitude

Correction for wind and temperature

Correction for altitude and wind

If the pitot tube is clogged, which instrument(s) is/are affected?

Altimeter and airspeed indicator

If the static source of an altimeter becomes blocked during a descent, the instrument will:

continue to display the reading at which the blockage occurred

indicate a height equivalent to the setting on the millibar subscale

The primary factor which makes the servo-assisted altimeter more accurate than the simple pressure altimeter is the use of:

combination of counters/pointers

more effective temperature compensating leaf springs

a sub-scale logarithmic function

If the static source to an altimeter becomes blocked during a climb, the instrument will:

continue to indicate the reading at which the blockage occurred

under-read by an amount equivalent to the reading at the time that the instrument became blocked

When flying from a sector of warm air into one of colder air, the altimeter will:

over-read ***Nhiệt độ giảm, áp suất giảm***

show the actual height above ground

The hysteresis error of an altimeter varies substantially with the:

time passed at a given altitude

The purpose of the vibrating device of an altimeter is to:

reduce the effect of friction in the linkages

inform the crew of a failure of the instrument

allow damping of the measurement in the unit

The static pressure error of the static vent on which the altimeter is connected varies substantially with the:

deformation of the aneroid capsule

The density altitude is:

the altitude of the standard atmosphere on which the density is equal to the actual density of the atmosphere

the pressure altitude corrected for the density of air at this point

the temperature altitude corrected for the difference between the real temperature and the standard temperature

the pressure altitude corrected for the relative density prevailing at this point

The pressure altitude is the altitude corresponding:

in standard atmosphere, to the pressure Ps prevailing at this point

in ambient atmosphere, to the pressure Ps prevailing at this point

in ambient atmosphere, to the reference pressure Ps

in standard atmosphere, to the reference pressure Ps

If an aircraft is equipped with one altimeter which is compensated for position error and another altimeter which is not; and all other factors being equal:

At high speed the non-compensated altimeter will indicate a lower altitude

There will be no difference between them if the air data computer (ADC) is functioning normally

At high speed, the non-compensated altimeter will indicate a higher altitude

ATC will get an erroneous altitude report SSR

The altimeter consists of one or several aneroid capsules located in a sealed casing. The pressures in the aneroid capsule (i) and casing (ii) are respectively:

(i) vacuum (or a very low pressure), (ii) static pressure

(i) static pressure at time t, (ii) static pressure at time t - t

(i) total pressure, (ii) static pressure

(i) static pressure, (ii) total pressure

In case of accidental closing of an aircraft’s left static pressure port (rain, birds), the altimeter:

over-reads the altitude in case of a side-slip to the left and displays the correct information during symmetric flight

keeps on providing reliable reading in all situations

over-reads the altitude in case of a side-slip to the right and displays the correct information during symmetric flight

The QNH is by definition the value of the:

altimeter setting so that the needles of the altimeter indicate the altitude of the location for which it is given_

atmospheric pressure at the sea level of the location for which it is given

altimeter setting so that the needles indicate zero when the aircraft is on ground at the location for which it is provided

atmospheric pressure at the level of the ground overflown by the aircraft

When flying with an indicated altitude of 3000 ft into a low pressure area, the actual altitude:

will be the same as indicated altitude

will be as before entering a low-pressure area

Without readjusting the barometric setting of the altimeter, it will under-read when:

flying from a low pressure area into a high pressure area

flying from a high pressure area into a low pressure area

flying in headwind with constant barometric pressure

flying in tailwind with constant barometric pressure

We are maintaining a constant flight level. That means:

the outside air pressure is constant

the altitude above sea level is constant

the altitude is constant when the sea-level pressure is constant

the outside air pressure is constant if the temperature remains constant

When the altimeter indicated 0 (zero) ft when the aircraft was parked for the night, and 1,000 ft the following morning, this shows that:

the barometric pressure has decreased by approx. 33 hPa

the barometric pressure has increased by approx. 33 hPa

the barometric pressure is constant, but the temperature has fallen during the night

a formation of fog has most probably taken place

If the static source to an airspeed indicator (ASI) becomes blocked during a descent, the instrument will

continue to indicate the speed applicable to that at the time of the blockage

When climbing at a constant Mach number below the tropopause, in ISA conditions, the Calibrated Airspeed (CAS) will

increase at an exponential rate

For a constant Calibrated Airspeed (CAS) and a level flight, a fall in ambient temperature will result in a:

lower True Airspeed (TAS) due to an increase in air density

higher True Airspeed (TAS) due to a decrease in air density

higher True Airspeed (TAS) due to an increase in air density

When descending through an isothermal layer at a constant Calibrated Airspeed (CAS), the True Airspeed (TAS) will:

increase at an exponential rate

A leak in the pitot total pressure line of a non-pressurized aircraft to an airspeed indicator would cause it to

over-read in a climb and under-read in a descent

under-read in a climb and over-read in a descent

The airspeed indicator circuit consists of pressure sensors. The pitot tube directly supplies:

the total pressure and the static pressure

The limits of the yellow scale of an airspeed indicator are

VNO for the lower limit and VNE for the upper limit

VFE for the lower limit and VNE for the upper limit

VLO for the lower limit and VNE for the upper limit

The limits of the green scale of an airspeed indicator are

VS1 for the lower limit and VNO for the upper limit

VS1 for the lower limit and VNE for the upper limit

VS0 for the lower limit and VNO for the upper limit

The limits of the white scale of an airspeed indicator are:

VSO for the lower limit and VFE for the upper limit

VSI for the lower limit and VFE for the upper limit

VSO for the lower limit and VLE for the upper limit

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Vertical speed indicator

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Aircraft Instrumentation Quiz

106 questions

The pressure measured at the forward facing orifice of a pitot tube is the:

A pitot blockage of both the ram air input and the drain hole with the static port open causes the airspeed indicator to:

A pitot tube covered by ice which blocks the ram air inlet will affect the following instrument(s):

In a non-pressurized aircraft, if one or several static pressure ports are damaged, there is an ultimate emergency means for restoring a practically correct static pressure intake:

The atmospheric pressure at FL 70 in a 'standard + 10' atmosphere is:

In a standard atmosphere and at sea level, the calibrated airspeed (CAS) is:

Which instrument does not connect to the static system?

What corrections must be applied to indicated airspeed to produce true airspeed?

The pitot tube supplies:

If the alternate static source is used, the resulting reading will be:

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