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WorksheetsInstrument đầu
Total questions: 103
Worksheet time: 52mins
A pitot head is used to measure:
dynamic minus static pressure
static plus dynamic pressure
static pressure
dynamic pressure
Manoeuvre induced error:
is caused by pressure changes at static probes or vents
is likely to be greatest when yawing after engine failure
is combined with instrument and position error on a correction card
lasts for only a short time at high altitude
Fitting static vents to both sides of the aircraft fuselage will:
reduce the position error
balance out errors caused by side-slipping or yawing
require a calibration card for each static vent
enable a greater number of instruments to be fitted
A remote reading thermometer depends on .... to indicate changes in temperature:
change of electrical resistance of the two metals
change of electrical resistance with temperature
change of electrical resistance with pressure
change of electrical capacitance with temperature
An air temperature probe may be aspirated in order to:
prevent icing
measure air temperature on the ground
compensate for moisture level at the ramp position
reduce the effects of solar radiation
A pitot blockage of both the ram air input and the drain hole with the static port open causes the airspeed indicator to:
read a little low
read a little high
react like an altimeter
freeze at zero
If the static line to the ASI becomes blocked during a long descent, a dangerous situation could arise due to the ASI:
over-reading, this indicated speed falsely showing the aircraft to be further from the stalling speed than it actually is
under-reading, this indicated speed falsely showing the aircraft to be closer to the stalling speed than it actually is
under-reading, this indicated speed possibly leading to the operation of flaps and/or landing gear at speeds in excess of safety speeds
over-reading, this indicated speed possibly leading to the operation of flaps and/or landing gear at speeds in excess of safety speeds
The airspeed indicator is calibrated to:
conditions of the International Standard Atmosphere at all heights
conditions of the International Standard Atmosphere at MSL
an air density of 1013.25 g/m3
indicate correctly in any atmosphere
If the static line to the ASI becomes blocked during a climb, the ASI reading will:
increase, no matter what the actual airspeed is
progressively under indicate the value of airspeed
progressively over indicate the value of airspeed
stick at the airspeed showing at the moment of blockage
An aircraft taking off from an airfield with QNH set on the altimeter has both static vents blocked by ice. As the aircraft climbs away the altimeter will:
read the airfield elevation
indicate the aircraft height amsl
read the height of the aircraft above the airfield
show only a very small increase in height
The errors affecting the pressure altimeter are:
instrument position, manoeuvre induced, density, temperature, lag
instrument, pressure, manoeuvre induced, density, temperature, lag
instrument, position, manoeuvre induced, temperature, barometric, lag
instrument, pressure, lag, barometric, temperature, compressibility
The vertical speed indicator indications may be in error for some seconds after starting or finishing a climb or descent. The error is a result of:
a combination of time lag and manoeuvre induced errors
a combination of position error and manoeuvre induced errors
manoeuvre induced errors only
a combination of time lag and instrument error
If the static vent becomes blocked during a climb:
the VSI will stop at the rate of climb of the aircraft at the time of blockage
the VSI will indicate a decreasing rate of climb
the VSI will return to zero
the VSI will indicate an increasing rate of climb
When climbing at a constant mach number below the tropopause through an inversion:
the CAS and TAS will both increase
the CAS and TAS will both decrease
the CAS will decrease and the TAS will increase
the CAS will increase and the TAS will decrease
The Mach meter gives an indication of mach number by measuring the ratio:
(pitot pressure)/(static pressure)
(static pressure)/(dynamic pressure)
(dynamic pressure)/(pitot pressure)
(dynamic pressure)/(static pressure)
The red pole of a freely suspended magnet will point towards ....... and at latitude 60°N will point ....... at an angle known as the angle of .......
the nose of the aircraft, downwards, deviation
the North magnetic pole, downwards, variation
the nearest pole, downwards, declination
the North magnetic pole, downwards, dip
The slow change in the earth’s magnetic variation is known as the ....... change and is caused by .......
annual, westerly movement of the magnetic pole
diurnal, easterly movement of the magnetic pole
secular, westerly movement of the magnetic pole
annual, sunspot activity.
Which of the following materials are classed as ferromagnetic:
iron, steel, carbon-fibre
nickel, iron, steel
copper, iron, carbon steel
iron, cobalt steel, chromium steel
In a standby direct reading compass there is:
a non-pendulously mounted magnet system
a single pendulously mounted bar magnet
a circular magnet or pair of bar magnets pendulously mounted
a low magnetic moment system, either of circular or bar configuration
For a position in the southern hemisphere, the effect of acceleration errors are greatest on headings:
180° and 360°
045° and 225°
135° and 315°
090° and 270°
In a standby compass the magnet system is immersed in a transparent liquid. The purpose of this liquid is to:
increase sensitivity, increase aperiodicity
increase sensitivity, decrease aperiodicity
increase sensitivity at high latitudes, lubricate bearings
increase sensitivity, reduce liquid swirl
Rigidity of a gyroscope depends on:
weight, force applied and speed of rotation
rate of precession and the force applied
weight, rate of precession and speed of rotation
mass, radius of gyration and speed of rotation
In gyroscopic theory the term ‘topple’ is defined as:
real wander only, in the horizontal plane
real wander only, in the vertical plane
wander, real or apparent, in the vertical plane
wander, real or apparent, in the horizontal plane
A force applied to the spinning axis of a rotor is precessed:
through 90° in the direction of spin of the rotor
through 90° in the direction of spin of the rotor in the northern hemisphere and through 90° in the opposite direction in the southern hemisphere
through 270° in the direction of spin of the rotor
at a rate proportional to the speed of rotation of the gyro
A directional gyro indicator is basically a:
horizontal axis earth gyro
horizontal axis tied gyro
vertical axis earth gyro
vertical axis tied gyro
Errors of the directional gyro are:
acceleration error, turning error, altitude error, transport wander, rotor speed error
gimballing error, random wander, apparent wander, rotor speed error, transport wander
gimballing error, looping error, rolling error, rotor speed error, transport wander
transport wander, apparent wander, latitude error, turning error, acceleration error
The purpose of the caging knob is:
to prevent the gyro toppling
to reset the heading
to reset the heading and to prevent toppling
to prevent apparent wander
The rotor axis of an electrical horizon is tied to the earth’s vertical by:
four pendulous vanes
the roll cut-out
the low centre of gravity of the rotor housing
two mercury level switches and two torque motors
When an adjustable aircraft datum is fitted to an artificial horizon in light aircraft:
it should be checked at regular intervals
it should be set to the central position and left there
it should be rendered inoperative
it should be set to 15°
An electrically driven artificial horizon has less errors during the take-off run because:
it is less pendulous, has a higher rotor speed and a linear acceleration cut-out
the mercury level switches are more sensitive than the pendulous vanes fitted to air driven types
the roll cut-out speed is activated
it is less aperiodic than the air driven types
When the pointer of a rate of turn indicator shows a steady rate of turn:
the calibrated spring is exerting a force about the lateral axis equal to the rate of turn
the force produced by the spring is producing a precession equal to but opposite to the rate of turn is correctly banked
the spring is providing a force which produces a precession equal to the rate of turn (in the opposite direction)
the spring is providing a force which produces a precession equal to the rate of turn (in the correct direction)
A turn coordinator has (i) ..... pivoted (ii) ........ in the case
(i) two gimbal rings (ii) orthogonally
(i) single gimbal ring (ii) longitudinally
(i) one gimbal ring (ii) laterally
(i) two gimbal rings (ii) mutually perpendicular
Compass swings should be carried out:
on the apron
only on the compass swinging base or site
at the holding point
on the active runway
Aircraft magnetism caused by hard iron:
is not usually influenced by the earth’s magnetic field
varies directly with magnetic latitude
varies indirectly with magnetic latitude
is maximum on east and west
Deviation due to coefficient A is mainly caused by:
hard iron force acting along the longitudinal axis
hard and soft iron forces acting along the lateral axis
vertical soft iron forces
a misaligned lubber line
A gyro-magnetic compass or magnetic heading reference unit is an assembly which always consists of:
1 - a directional gyro,
2 - a vertical axis gyro,
3 - an earth’s magnetic field detector,
4 - an azimuth control,
5 - a synchronizing control.
The combination of correct statements is:
2 and 5
1, 3 and 5
2, 3 and 5
1 and 4
A slaved directional gyro derives its directional signal from:
a direct reading magnetic compass
the flight director
the flux valve
the air data computer
Two checks that can be carried out to check that two selected sequential waypoints have been entered correctly are:
select DSR.TK/STS and check that the status is less than 4; select DIS/TIME and check that the time agrees with the flight plan time
select DIS/TIME and check that the distance agrees with the distance on the flight plan; then check that the time agrees with the flight plan time for the leg
select DIS/TIME and check that the distance agrees with the distance on the flight plan; select DSR.TK/STS and check that the track agrees with the flight plan track for the leg
select DIS/TIME and check that the distance agrees with the distance on the flight plan; select HDG/DA and check that the heading agrees with the flight plan heading for the leg
The amber ALERT light on an INS control and display unit:
illuminates steadily 2 minutes, in AUTO mode, before reaching the next waypoint
start flashing 2 minutes before reaching the next waypoint and goes out at 30 seconds to run
illuminates if power from the aircraft bus bar has been lost and the system is operating on standby battery
illuminates steadily after passing a waypoint in manual mode, until the next leg is programmed in
The computer of a north referenced Inertial Navigation System (INS) in flight, provides compensation for:
aircraft manoeuvres, real wander, apparent wander, transport wander
coriolis, real wander, apparent wander, transport wander
earth rotation, transport wander, coriolis
transport wander, apparent wander, coriolis, magnetic variation
During initialization of an INS the aircraft must not be moved until:
the ramp position has been inserted and checked
the platform is leveled
the gyros and accelerometers are in the “null” position
the green “ready NAV” light has been illuminated and the mode selector switch has been set to the “NAV” position
Dither is used in a laser gyro in order to:
enhance the accuracy of the gyro at all rotational rates
increase the maximum rotational rate that can be sensed by the gyro
stabilize the laser frequencies at peak power output
break the frequency lock which would prevent small rotational rates from being sensed by the gyro
A basic digital computer consists of:
1. input peripherals,
2. central processing unit,
3. inertial unit,
4. Memory,
5. auto brightness control,
6. output peripherals
1, 2, 3, 4 and 6
1, 2, 4 and 6
1, 4, 6 only
2, 3, 4 and 6
inertial unit,
In computer terminology a memory which loses its data when power is removed is called:
non-volatile
non-permanent
non-retentive
volatile
In computer terminology “software” refers to:
the memory system floppy disks, hard disks, etc
the RAM and ROM capacity
the programme of instructions
the BIOS
The permanent memory of a digital computer usually takes the form of:
integrated circuits rated in megabytes
shift registers whose capacity is rated in mega or gigabytes
floppy or hard disks whose capacity is measured in mega or gigabytes
Central Processing Unit
The purpose of the Arithmetic Logic Unit within the Central Processing Unit is to:
act as a temporary store for information being processed
perform calculations in the binary number system
perform calculations in the binary, octal or hexadecimal system
perform all clock functions based on the computer clock frequency (clock time)
The fundamental components of an autopilot control loop are:
rate gyro, servomotor, error signal generator
rate gyro, servomotor, torque limiter
torque limiter, error signal generator, servomotor
servomotor, rate gyro, torque limiter, error signal generator
An aircraft has yaw damping included in its auto-stabilization system. An essential requirement of such a system is:
a three axis autopilot system
parallel connected servomotors
automatic maintenance of C of G position
INS inputs to the CADC
An automatic flight control system is fitted with control wheel steering (CWS).
The autopilot must be disengaged before the pilot can input manoeuvring commands
Manoeuvring commands may be input by applying normal forces to the control yoke without first disengaging the autopilot
Manoeuvring commands may be input using pitch and turn controls on the automatic flight system control panel, without first disengaging the autopilot
The CWS is only there for steering on the ground
During an approach to an autoland at 1500 feet:
off line channels are manually engaged, flare mode is armed
localizer is controlling the roll channel, off line channels are automatically engaged and flare mode is armed
localizer is controlling the roll channel, stabilizer is trimmed nose up and roll out is armed
provided both localizer and glide slope signals are valid LAND 3 will illuminate
What type of autoland system would be required for the landing to continue following a single failure below alert height?
Fail-soft
Fail-passive
Fail-operational or fail-active
Land 2 system
During an autoland the caption LAND 2 is illuminated. The system is:
fail-active or fail-operational
fail-passive
approaching decision height
requiring a crew input
During an autoland approach:
flare is engaged at 1500’AGL
localizer roll control is disengaged just prior to touchdown
flare is disengaged prior to touchdown at 5’ GA
glide slope is the engaged pitch mode until 5’ GA
In an autoland at 1000’ AGL with two autopilots engaged:
the armed roll mode would be LOCALIZER
the engaged roll mode would be GLIDE SLOPE
the engaged pitch mode would be FLARE
the engaged roll mode would be LOCALIZER
If a fault develops in a triplex autopilot system during an approach, the system will revert to:
fail-passive and the landing may continue
fail control wheel mode
fail-operational
a manual disconnect
Central Air Data Computers (CADCs) transmit data concerning;-
airspeed, altitude and decision height
airspeed, altitude and Mach number
airspeed, attitude and Mach number
airspeed and altitude only
The autothrottle is used to control some factors during the three primary control modes; they are:
EPR, Mach and Speed
EPR, wheel and speed
EPR, Mach and altitude
EPR, wheel and altitude
During a CAT 2 ILS automatic approach, the source for altitude information is the:
basic altitude capsule stack
radar altimeter which becomes effective below about 2500 feet
radio altimeter which becomes effective below about 2500 feet
mode comparator sensor
The type of automatic landing system which would necessitate a manual landing after a system failure during an automatic approach is:
fail-passive
fail-safe
fail-active
fail-operational
When localizer and glide slope are captured at 1500 feet during an automatic landing sequence, two other functions will be activated at the same time; they are:
touchdown mode and roll out mode
flare mode arm and touchdown mode
flare mode engage and roll out mode
flare mode arm and off line channels engaged
A fundamental requirement of a closed loop servomechanism is:
a stable reference device
an interlock control
a tacho-generator
feedback
Auto-trim is functional:
in the pitch and roll channel with the autopilot engaged
in the pitch channel only with the autopilot engaged
in the pitch channel only with the autopilot disengaged
in the pitch and roll channel with the autopilot disengaged
With the autopilot engaged in the Alt mode the Captain alters the barometric setting. The aircraft
maintains its altitude
changes its altitude in accordance with the change in pressure setting
switches barometric input over to the 1st Pilot setting
trips out of altitude hold
Autopilot synchronization in an aircraft:
requires that the interlocks are made before the autopilot will engage
ensures that, when the autopilot is engaged, the take-over is effected smoothly and without snatching on the control system
requires that the aircraft is trimmed out before the autopilot can be engaged
needs at least two alternators running in parallel
JAR 25 operational requirements for the installation of automatic pilot state that the system must have: A. automatic synchronization, B quick release controls on both control wheels.
Only statement A is correct
Only statement B is correct
Both statements are correct
Neither statement is correct
The control laws for an autopilot are known as:
normal law and emergency law
alternate law and direct law
normal, alternate and emergency laws
normal, alternate and direct laws
The autothrottle will come on automatically even with the A/T switch OFF when:
in a FBW aircraft the AoA reaches a critical value called floor
the AoA reaches the stalling angle
TOGA button is pressed
reverse thrust is selected in flight
The Ground Proximity Warning mode 5 provides a visual and audible warning to the pilot if the aircraft:
descends below 500 ft radio altitude with gear retracted
is below 1000 ft radio altitude and more than 1.3 dots below the ILS glide path
descends below 200 ft radio altitude with flaps retracted
sinks more than approximately 10% of accumulated altitude
The GPWS uses inputs from:
the radio altimeter, the ILS receiver, the Air Data Computers and the landing gear position indicators
the radio altimeter, the Air Data Computers, the landing gear position indicators and the flap position indicators
the radio altimeter, the Air Data Computers, the ILS receiver, the landing gear position indicators and the flap position indicators
the radio altimeter and the ILS receiver
GPWS mode one gives warning of:
excessive descent rate
height loss after take-off/missed approach
unsafe terrain clearance when not in the landing configuration
excessive terrain closure rate
GPWS, mode two operates between:
50 ft and 2450 ft AGL
50 ft and 1800 ft AGL
50 ft and 700 ft AGL
50 ft and 500 ft AGL
At what radio altitude is Mode 4 armed?
500 ft
700 ft
200 ft
790 ft
On receipt of a TCAS RA your action is to:
initiate the required manoeuvre immediately
make a note of the details
request a flight clearance deviation from ATC
do nothing until a TA is received
With reference to Traffic Collision Avoidance Systems. The difference between TCAS I and II is that:
TCAS II can provide Traffic Advisories and Resolution Advisories whilst TCAS I can only provide Traffic Advisories
TCAS II can only be fitted to large aircraft which carry more than 30 passengers whilst TCAS I can be fitted to any aircraft
TCAS I can be fitted to aircraft which carry transponders with Mode A only whilst TCAS II can only be fitted to aircraft whose transponders include either Mode C or Mode S
TCAS II can only be fitted to aircraft which are equipped with EFIS
The aural messages provided by TCAS II are:
Threat, Climb; Threat, Descend
Climb left; Climb right; Descend left; Descend right
Climb; Descend; Increase Climb; Increase Descent
Turn Left, Turn Right, Increase Turn, Decrease Turn
With reference to Traffic Collision Avoidance Systems:
RAs may be disregarded only when the pilot visually identifies the potentially conflicting traffic and decides that no deviation is necessary and has the clearance confirmed by ATC
RAs may be disregarded only when the pilot visually identifies the potentially conflicting traffic and decides that no deviation is necessary and has advised ATC of the other aircraft’s proximity
RAs must never be disregarded
RAs may be disregarded only when the pilot visually identifies the potentially conflicting traffic and decides that no deviation is necessary
An altitude alerting system must at least be capable of alerting the crew on:
1. Approaching selected altitude,
2. Abnormal gear/flap combination,
3. Excessive vertical speed,
4. Excessive terrain closure,
5. Excessive deviation from selected altitude,
6. Failure to set SPS or RPS as required
1&3
2&5
4&6
1&5
What is the GPWS mode 3 audible alert?
“don’t sink, don’t sink” followed by “whoop, whoop, pull up” if the sink rate exceeds a certain value
“don’t sink, don’t sink” followed immediately by “whoop, whoop, pull up”
“don’t sink, don’t sink” continuously
“Terrain, don’t sink” continuously
What are the inputs to a modern jet transport aeroplane’s stall warning system?
1. AoA,
2. Engine rpm,
3. Configuration,
4. Pitch and bank information,
5. Control surface position,
6. Airspeed vector
1&3
1, 2, 3, 4, 5 & 6
2, 4 & 6
1, 3, 5 & 6
With an Engine Indicating and Crew Alerting System:
the secondary display will show continuously the engine primary instruments
the primary display unit will continuously show the engine primary instruments such as N1, N2, N3 and maybe oil pressure
the primary engine display will continuously show the engine primary instruments such as N1, EGT and maybe EPR
the primary engine instruments are N1, EGT and EPR and are on the primary and secondary display units
The display modes for the Engine Indicating and Crew Alerting System are:
operational, status and maintenance of which status and maintenance are automatic
flight phase related, advisory and failure related
operational, status and maintenance
operational, flight phase related and status
The Engine Indicating and Crew Alerting System alert messages are shown on the upper display unit in three forms:
Level ‘C’ are warnings that require immediate corrective action
Level ‘A’ are cautions that require immediate crew awareness and possible action
Level ‘B’ are advisories requiring crew awareness
and these messages appear on the top left of the upper display unit
An engine electronic system which in normal conditions of flight shows only the primary engine instruments is:
an EICAS system with EPR, EGT and N2 shown on the primary instruments
an ECAM system with the primary engine instruments displayed on the lower screen
an EICAS system with the primary engine instruments displayed on the primary screen, the secondary screen being blank
an ECAM system with the primary engine instruments displayed on the primary screen, the left screen being blank
The properties of a gyro are:
1. Mass,
2. Rigidity,
3. Inertia,
4. Precession,
5. rotational speed
1, 2 & 3
2 & 4
2 & 3
1 & 3
Which of the following will affect a direct reading compass?
1. ferrous metals,
2. non-ferrous metals,
3. electrical equipment
1 only
1 & 3
1 & 2
All 3
The Machmeter consists of:
an airspeed indicator with Mach scale
an airspeed indicator with an altimeter capsule
an altimeter corrected for density
a VSI and altimeter combined
CAS is IAS corrected for:
position and instrument error
instrument, pressure and density error
relative density only
compressibility
A DGI has:
one degree of freedom & a horizontal spin axis
two degrees of freedom & a vertical spin axis
two degrees of freedom & a horizontal spin axis
one degree of freedom & a vertical spin axis
The torque motor of a gyro stabilized magnetic compass:
precesses the directional gyro
takes its input from the flux valve
moves the heading pointer
moves the Selsyn stator
A factor giving an error on a direct indicating compass would be:
crosswinds – particularly on east/west headings
parallax due to oscillations of the compass rose
acceleration on east/west headings
turning through east/west headings
An Air Data Computer (ADC) obtains altitude from:
outside air temperature
barometric data from static source
time elapsed for signal to travel to and return from the earth
difference between absolute and dynamic pressure
The Inertial Strap down Unit of an IRS is programmed with co-ordinates during alignment in order to:
establish the trihedron with reference to the earth
establish true or magnetic heading
check the function of the laser gyros
compensate for aircraft movement
At constant weight, regardless of altitude, an aircraft always lifts off at a constant:
EAS
TAS
ground speed
CAS
VFE is the maximum speed that:
the flaps can be operated
the flaps may be extended in the take-off configuration
the flaps may be extended in the landing configuration
the flaps may be extended in a specified configuration
Mach number is defined as the ratio of:
IAS to LSS
TAS to LSS
CAS to LSS
EAS to LSS
When turning through 90° at constant attitude and bank, a classic artificial horizon indicates:
nose up and correct angle of bank
attitude and bank angle are correct
nose up and bank angle too low
nose up and bank angle too high
To obtain heading information from a gyro stabilized platform, the gyros should have:
1 degree of freedom and a horizontal axis
1 degree of freedom and a vertical axis
2 degrees of freedom and a horizontal axis
2 degrees of freedom and a vertical axis
What are the inputs to the ADC?
1. OAT,
2. dynamic pressure,
3. TAT,
4. static pressure,
5. electric power,
6. pitot pressure,
7. AoA
1, 2, 5 & 6
all 7
3, 4 & 6
3, 4, 5, 6, & 7
A gravity erector system corrects errors on a:
DGI
Artificial horizon
Turn indicator
RIMC
VNO is the max. speed which:
the pilot can fully deflect the controls
should only be exceeded in still air and with caution
should never be exceeded
must not be exceeded for flap/gear extension
If the static vent becomes blocked on an unpressurized a/c, what could you do?
Open the window
Break the VSI glass
Compute altitude mathematically
Select standby pitot source
A radio altimeter is:
ground based and measures true altitude
ground based and measures true height
a/c based and measures true altitude
a/c based and measures true height
