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WorksheetsMagnetic compass + Radio Altimeter
Total questions: 45
Worksheet time: 23mins
In the northern hemisphere, during deceleration following a landing in an Easterly direction, the magnetic compass will indicate
an apparent turn to the South
an apparent turn to the North
a constant heading
a heading fluctuating about 090°
During deceleration following a landing in Northerly direction, the magnetic compass will indicate
no apparent turn
an apparent turn to the East
an apparent turn to the West
a heading fluctuating about 360°
During deceleration following a landing in a Southerly direction, the magnetic compass will indicate
no apparent turn
an apparent turn to the East
an apparent turn to the West
a heading fluctuating about 180°
In the Southern hemisphere, during deceleration following a landing in a Westerly direction, the magnetic compass will indicate
an apparent turn to the North
an apparent turn to the South
no apparent turn
a heading fluctuating about 270°
In the Northern hemisphere, during deceleration following a landing in a Westerly direction, the magnetic compass will indicate
a heading fluctuating about 270°
an apparent turn to the North
no apparent turn
an apparent turn to the South
In the Southern hemisphere, during deceleration following a landing in an Easterly direction, the magnetic compass will indicate
a heading fluctuating about 090°
an apparent turn to the South
no apparent turn
an apparent turn to the North
The quadrantal deviation of a magnetic compass is corrected by using
magnetized needles
hard iron pieces
pairs of permanent magnets
soft iron pieces
The quadrantal deviation of the magnetic compass is due to the action of
the hard iron ices and the soft iron pieces influenced by the hard iron pieces
the soft iron pieces influenced by the geomagnetic field
the hard iron pieces influenced by the geomagnetic field
the hard iron pieces influenced by the mild iron pieces
A pilot wishes to turn right on to a southerly heading with 20° bank at a latitude of 20° North. Using a direct reading compass, in order to achieve this he must stop
the turn on an approximate heading of
170°
150°
210°
190°
A pilot wishes to turn left on to a southerly heading with 20° bank at a latitude of 20° North. Using a direct reading compass, in order to achieve this he must stop the
turn on an approximate heading of
190°
200°
170°
160°
A pilot wishes to turn left on to a northerly heading with 10° bank at a latitude of 50° North. Using a direct reading compass, in order to achieve this he must stop the
turn on an approximate heading of
355°
030°
330°
015°
A pilot wishes to turn right on to a northerly heading with 20° bank at a latitude of 40° North. Using a direct reading compass, in order to achieve this he must stop
the turn on to an approximate heading of
030°
350°
330°
010°
The purpose of compass swinging is to determine the deviation of a magnetic compass
on a given heading
on a any heading
at any latitude
at a given latitude
The compass heading can be derived from the magnetic heading by reference to a
map showing the isogonic lines
map showing the isoclinic lines
deviation correction curve
compass swinging curve
The magnetic heading can be derived from the true heading by means of a
map showing the isoclinic lines
map showing the isogonal lines
deviation correction curve
compass swinging curve
The purpose of a compass swing is to attempt to coincide the indications of
compass north and true north
compass north and magnetic north
true north and magnetic north
compass north and the lubber line
Magnetic compass swinging is carried out to reduce as much as possible
variation
deviation
regulation
acceleration
An aircraft takes-off on a runway with an alignment of 045°. The isogonic line on the area chart indicates 0°. The compass deviation is O°. On a take-off with zero
wind, the northerly turning error
will be nul if the wings are kept level
is such that the compass will indicate a value noticeably above 045°
is such that the compass will indicate a value noticeably below 045°
will be nul
When turning onto a northerly heading the rose of a magnetic compass tends to "undershoot;" when turning onto a southerly heading it tends to "overshoot":
1)these compass indications are less reliable in the northern hemisphere than in
the southern hemisphere. 2)these compass oscillations following a lateral gust are
not identical if the aircraft is heading north or south. 3
2, 3, and 4
1, 2, and 4
2 and 3
1 and 3
In the Northern Hemisphere, a magnetic compass will normally indicate a turn towards North if
An aircraft is accelerated while on an east or west heading
An aircraft is decelerated while on an east or west heading
A left turn is entered from a west heading
A right turn is entered from an east heading
The main reason for having the centre of gravity below the pivot point in a card-type magnetic compass is
To compensate for the horizontal magnetic component H such that the magnet system is within approx. 2° of the true horizontal between 60° N and 40° S
To cancel out the systems pendulosity and its tendency to oscillate backwards and forwards about its equilibrium position
To make it less sensitive to hard- and soft-iron magnetism in the aircraft
To compensate for the vertical magnetic component Z such that the magnet system is within approx. 2° of the true horizontal between 60° N and 40° S
In the vicinity of the magnetic North Pole the magnetic compass is useless because
The magnetic field is too strong
The magnetic pole is moving
The horizontal component of the magnetic field is too weak
The variation is too large
If the CH = 220°, var. = E12, dev. = W2, what is the corresponding TH
TH = 234°
TH = 206°
TH = 230°
TH = 210°
In the Northern Hemisphere, a magnetic compass will normally indicate a turn towards North if
a right turn is entered from an east heading
a left turn is entered from a west heading
an aircraft is deccelerated while on an east or west heading
an aircraft is accelerated while on an east or west heading
What should be the indication on the magnetic compass when rolling into a standard rate turn to the right from a south heading in the Northern Hemisphere
The compass will indicate a turn to the right, but at a faster rate than is actually occurring
The compass will indicate a turn to the left
The compass will remain on south for a short time, then gradually catch up to the magnetic heading of the airplane
The compass will indicate the approximate correct magnetic heading if the roll into the turn is smooth
The fields affecting a magnetic compass originate from: 1. magnetic masses 2. ferrous metal masses 3. non ferrous metal masses 4. electrical currents The
combination of correct statements is
1, 2, 3
1, 2, 4
1, 2, 3, 4
1, 3, 4
Among the errors of a magnetic compass, are errors
of parallax, due to oscillations of the compass rose
due to cross-wind gusts particularly on westerly or easterly headings
due to Schüler type oscillations
in North seeking, due to bank angle and magnetic heading
In a steep turn, the northerly turning error on a magnetic compass on the northern hemisphere is
none on a 270° heading in a left turn
equal to 180° on a 090° heading in a right turn
none on a 090° heading in a right turn
equal to 180° on a 270° heading in a right turn
Concerning magnetic compasses, deviation is
The angular difference between magnetic North and true North
The angular difference between magnetic North and compass North
Compass North.
A card in the cockpit showing compass heading errors
Variation is defined as the angle between
MN and CN
TN and CN
TN and MN
CN and the longitudinal axis of the aircraft
A remote indicating compass has usually less deviation error than a panel mounted compass because
it is carrying a well damped floating magnet
it is normally mounted in a part of the airplane where magnetic interference is minimal
the indication system consists of toroidal-wound coils forming a Magnesyn system with little interference
it receives a higher flux-density from the earth's magnetic field
The operating frequency range of a low altitude radio altimeter is
4200 MHz to 4400 MHz
5400 MHz or 9400 MHz
2700 MHz to 2900 MHz
5 GHz
Modern low altitude radioaltimeters emit waves in the following frequency band
HF (High Frequency)
VLF (Very Low Frequency)
SHF (Super High Frequency)
UHF (Ultra High Frequency)
The aircraft radio equipment which emits on a frequency of 4400 MHz is the
primary radar
high altitude radio altimeter
weather radar
radio altimeter
The operating frequency of the Radio Altimeter is normally
between 4,250 and 4,350 kHz, FMCW
between 4,250 and 4,350 MHz, FMCW
between 4,250 and 4,350 kHz, CW
between 4,250 and 4,350 MHz, AM
The modulation technique used by the Radio Altimeter is referred to as
Continuous Modulated Frequency Wave
Amplitude Modulated Continuous Wave
Pulse Modulated Continuous Wave
Frequency Modulated Continuous Wave
In low altitude radio altimeters, the reading is zero when main landing gear wheels are on the ground. For this, it is necessary to
change the display scale in short final, in order to have a precise readout
place the antennas on the bottom of the aeroplane
compensate residual altitude due to antennas height above the ground and coaxial cables length
account for signal processing time in the unit and apply a correction factor to the reading
The low-altitude radio altimeters used in precision approaches: 1 operate in the 1540-1660 MHz range. 2 are of the pulsed type. 3 are of the frequency modulation
type. 4 have an operating range of 0 to 5000 ft. 5 have a precision of +/- 2 feet between 0 and 500 ft. The combination of the correct statements is
2, 3, 4
3, 4
3, 5
1, 2, 5
The data supplied by a radio altimeter
concerns only the decision height
indicates the distance between the ground and the aircraft
is used only by the radio altimeter indicator
is used by the automatic pilot in the altitude hold mode
In low altitude radio altimeters, the height measurement (above the ground) is based upon
a triangular amplitude modulation wave, for which modulation phase shift between transmitted and received waves after ground reflection is measured
a pulse transmission, for which time between transmission and reception is measured on a circular scanning screen
a wave transmission, for which the frequency shift by DOPPLER effect after ground reflection is measured
a frequency modulation wave, for which the frequency variation between the transmitted wave and the received wave after ground reflection is measured
The operation of the radio altimeter of a modern aircraft is based on
amplitude modulation of the carrier wave
frequency modulation of the carrier wave
pulse modulation of the carrier wave
a combination of frequency modulation and pulse modulation
A radio altimeter can be defined as a
self-contained on-board aid used to measure the true height of the aircraft
self-contained on-board aid used to measure the true altitude of the aircraft
ground radio aid used to measure the true height of the aircraft
ground radio aid used to measure the true altitude of the aircraft
During the approach, a crew reads on the radio altimeter the value of 650 ft. This is an indication of the true
height of the aircraft with regard to the runway
height of the aircraft with regard to the ground at any time
height of the lowest wheels with regard to the ground at any time
altitude of the aircraft
The Decision Height (DH) warning light comes on when an aircraft
passes over the outer marker
descends below a pre-set radio altitude
descends below a pre-set barometric altitude
passes over the ILS inner marker
For most radio altimeters, when a system error occurs during approach the
DH lamp flashes red and the audio signal sounds
Height indication is removed
DH lamp flashes red
Audio warning signal sounds
