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INST-BNC TOTAL THEORY-MODULE7
1.
True Air Speed (TAS) is obtained from Indicated Air Speed (IAS) by correcting for the following errors: 1 - instrument 2 - position 3 - compressibility 4 - density The combination regrouping all the correct statements is:
a) 3, 4.
b) 1, 3, 4.
c) 1, 2.
d) 1, 2, 3, 4.
2.
If OAT increases when at a constant TAS:
a) Mach number increases.
b) Mach number remains constant.
c) Mach number decreases.
d) the difference between surrounding conditions and ISA must be known to deduce the Mach number variation.
3.
An inner loop automatic flight control system (AFCS) is a system which:
a) contains one or more high speed actuators which move both the inputs to the swashplate and the pilots' cyclic controls.
b) controls the aircraft about the longitudinal axis only (ROLL).
c) contains one or more high speed actuators which move the control inputs to the swashplate but not the pilots' cyclic controls.
d) controls the aircraft about the lateral axis only (PITCH).
4.
Given: Pt = total pressure Ps = static pressure Dynamic pressure is:
a) (Pt - Ps) / Pt
b) Pt - Ps
c) (Pt - Ps) / Ps
d) Pt / Ps
5.
True Air Speed (TAS) is equal to Equivalent Air Speed (EAS) only if:
a) P = 1013,25 hPa and OAT = 273° K.
b) P = 1013,25 hPa and OAT = 15°C.
c) P = 1013,25 hPa, OAT = 15°C and TAS more than 200 kt.
d) P = 1013,25 hPa, OAT = 15°C and TAS less than 200 kt.
6.
Calibrated Air Speed (CAS) is:
a) Indicated Air Speed (IAS) corrected for position and instrument errors.
b) Equivalent Air Speed (EAS) corrected for compressibility and density errors.
c) Equivalent Air Speed (EAS) corrected for density error.
d) Indicated Air Speed (IAS) corrected for compressibility error.
7.
Equivalent Air Speed (EAS) is:
a) Indicated Air Speed (IAS) corrected for position, instrument and compressibility errors.
b) True Air Speed (TAS) corrected for compressibility error.
c) Calibrated Air Speed (CAS) corrected for density error.
d) Indicated Air Speed (IAS) corrected for compressibility error.
8.
If OAT decreases when at a constant Mach number:
a) TAS remains constant only if the flight level remains constant.
b) TAS increases.
c) TAS decreases.
d) TAS decreases only if the flight level remains constant.
9.
When climbing at a constant CA in a standard atmosphere: 1 - TAS decreases 2 - TAS increases 3 - Mach number increases 4 - Mach number decreases The combination regrouping all the correct statements is:
a) 2, 3.
b) 1, 4.
c) 2, 4.
d) 1, 3.
10.
When descending at a constant CAS:
a) Mach number increases.
b) the difference between surrounding conditions and ISA must be known to deduce the Mach number variation.
c) Mach number remains constant.
d) Mach number decreases.
11.
In the absence of position and instrument errors, IAS is equal to:
a) CAS and EAS.
b) TAS.
c) CAS.
d) EAS.
12.
Given: Pt = total pressure Ps = static pressure Pso = static pressure at sea level Dynamic pressure is :
a) (Pt - Pso) / Pso
b) Pt - Ps
c) Pt - Pso
d) (Pt - Ps) / Ps
13.
Below the tropopause, with no temperature inversion, when descending at constant Mach number:
a) TAS increases.
b) the difference between surrounding conditions and ISA must be known to deduce the TAS variation.
c) TAS decreases.
d) TAS remains constant.
14.
Given: Pt = total pressure Ps = static pressure Pso = static pressure at sea level Calibrated airspeed (CAS) is a function of:
a) Pt - Pso
b) Pt - Ps
c) (Pt - Pso) / Ps
d) Pt / Ps
15.
An airspeed indicator displays:
a) IAS.
b) CAS.
c) EAS.
d) TAS.
16.
Command bars of the flight director may be present on the: 1 - HSI 2 - EICAS 3 - CDU 4 - ADI The combination containing all of the correct statements is:
a) 1 and 3 only.
b) 1 and 4 only.
c) 1 only.
d) 4 only.
17.
Equivalent Air Speed (EAS) is obtained from Calibrated Air Speed (CAS) by correcting for:
a) position error.
b) compressibility error.
c) density error.
d) instrument error.
18.
When climbing at a constant CAS:
a) EAS decreases.
b) EAS increases.
c) EAS does not depend on altitude.
d) EAS remains constant.
19.
When descending at a constant Mach number:
a) CAS remains constant.
b) CAS decreases.
c) the difference between surrounding conditions and ISA must be known to deduce the CAS variation.
d) CAS increases.
20.
When descending at a constant CAS:
a) EAS does not depend on altitude.
b) EAS increases.
c) EAS remains constant.
d) EAS decreases.
21.
Below the tropopause with no temperature inversion, when climbing at constant Mach number:
a) TAS remains constant.
b) TAS increases.
c) TAS decreases.
d) the difference between surrounding conditions and ISA must be known to deduce the TAS variation.
22.
Given: Zp = pressure altitude Zd = density altitude TAS can be obtained from the following data:
a) EAS and Zp.
b) EAS and Zd.
c) CAS and Zd.
d) CAS and Zp.
23.
When climbing at a constant CAS:
a) the difference between surrounding conditions and ISA must be known to deduce the Mach number variation.
b) Mach number remains constant.
c) Mach number increases.
d) Mach number decreases.
24.
Equivalent Air Speed (EAS) is:
a) Calibrated Air Speed (CAS) corrected for compressibility error.
b) True Air Speed (TAS) corrected for compressibility error.
c) True Air Speed (TAS) corrected for compressibility and density errors.
d) Calibrated Air Speed (CAS) corrected for density error.
25.
Concerning the airspeed indicator, IAS is:
a) the indicated airspeed corrected for instrument error only.
b) the indicated airspeed corrected for instrument and position errors.
c) the indicated reading on an instrument presumed to be perfect.
d) the indicated reading on the instrument.
26.
The compressibility correction to CAS to give EAS: 1 - may be positive 2 - is always negative 3 - depends on Mach number only 4 - depends on pressure altitude only The combination regrouping all the correct statements is:
a) 1, 4.
b) 2, 3.
c) 1, 3.
d) 2, 4.
27.
For the same TAS, when pressure altitude increases below the tropopause:
a) the difference between surrounding conditions and ISA must be known to deduce the Mach number variation.
b) Mach number remains constant.
c) Mach number increases.
d) Mach number decreases.
28.
During large control inputs from an automatic flight control system (AFCS), the control stick in the cockpit is moved to inform the pilot of the action. This is:
a) achieved by a parallel actuator.
b) achieved by a series actuator.
c) a false statement; the information is displayed to the pilot via the ADI, HSI and AFCS controller.
d) achieved by the flight director.
29.
Equivalent Air Speed (EAS) is obtained from Indicated Air Speed (IAS) by correcting for the following errors: 1 - instrument 2 - position 3 - density 4 - compressibility The combination regrouping all the correct statements is:
a) 1, 2.
b) 1, 2, 4.
c) 1, 2, 3, 4.
d) 1, 2, 3.
30.
If OAT increases when at a constant Mach number:
a) TAS remains constant only if the flight level remains constant.
b) TAS decreases only if the flight level remains constant.
c) TAS decreases.
d) TAS increases.
31.
The purpose of a flight director is to:
a) convey air traffic control information to the pilot.
b) reduce the pilots workload by presenting data in the form of control commands.
c) Provide an automatic landing system function.
d) Automatically steer the aircraft to waypoints selected on the CDU.
32.
If OAT decreases when at a constant TAS:
a) the difference between surrounding conditions and ISA must be known to deduce the Mach number variation.
b) Mach number increases.
c) Mach number decreases.
d) Mach number remains constant.
33.
In a helicopter automatic flight control system (AFCS), artificial feel is usually achieved by the use of
a) series and/or parallel actuators.
b) spring boxes or spring units.
c) bungee cords or rubbers.
d) a pitot/static dashpot system.
34.
If, with the automatic flight control system (AFCS) engaged, the pilot presses the force trim release button to allow a manual input to the flight controls:
a) the pilot must overcome the force of the spring unit to make the input.
b) the series actuator will run to damp the pilot's input.
c) artificial feel is produced by the parallel actuators.
d) the spring units will become ineffective.
35.
True Air Speed (TAS) is:
a) Equivalent Air Speed (EAS) corrected for density error only.
b) Equivalent Air Speed (EAS) corrected for compressibility and density errors.
c) Calibrated Air Speed (CAS) corrected for density error only
d) Calibrated Air Speed (CAS) corrected for compressibility and density errors.
36.
Given: Pt = total pressure Ps = static pressure Pd = dynamic pressure
a) Pt = Pd + Ps
b) Pd = Pt / Ps
c) Ps = Pt + Pd
d) Pd = Pt + Ps
37.
Equivalent Air Speed (EAS) is obtained from Calibrated Air Speed (CAS) by correcting for the following errors: 1 - position 2 - compressibility 3 - instrument 4 - density The combination regrouping all the correct statements is:
a) 2, 4.
b) 4
c) 2
d) 1, 2, 3, 4.
38.
With EAS and density altitude (Zd), we can deduce:
a) CAS.
b) TAS.
c) IAS
d) CAS and TAS.
39.
When descending at a constant CAS in a standard atmosphere: 1 - TAS increases 2 - TAS decreases 3 - Mach number increases 4 - Mach number decreases The combination regrouping all the correct statements is:
a) 2, 3.
b) 2, 4.
c) 1, 3.
d) 1, 4.
40.
True Air Speed (TAS) is obtained from Calibrated Air Speed (CAS) by correcting for the following errors: 1 - instrument 2 - compressibility 3 - position 4 - density The combination regrouping all the correct statements is:
a) 4
b) 2, 4.
c) 2
d) 1, 2, 3, 4.
41.
For the same TAS, when pressure altitude decreases below the tropopause:
a) the difference between surrounding conditions and ISA must be known to deduce the Mach number variation.
b) Mach number remains constant.
c) Mach number increases.
d) Mach number decreases.
42.
Calibrated Air Speed (CAS) is obtained from Indicated Air Speed (IAS) by correcting for the following errors: 1 - position 2 - compressibility 3 - instrument 4 - density The combination regrouping all the correct statements is :
a) 1, 3, 4.
b) 2, 3, 4.
c) 1, 3.
d) 3
43.
True Air Speed (TAS) is:
a) Calibrated Air Speed (CAS) corrected for density error.
b) Calibrated Air Speed (CAS) corrected for compressibility error.
c) Equivalent Air Speed (EAS) corrected for compressibility error.
d) Equivalent Air Speed (EAS) corrected for density error.
44.
To allow the coupling of a dual channel flight director:
a) only one autopilot channel must be selected ON.
b) both VHF Comms channels must be serviceable.
c) both VHF NAV channels must be serviceable.
d) both autopilot channels must be selected ON.
45.
With EAS and pressure altitude (Zp), we can deduce:
a) IAS.
b) CAS.
c) TAS.
d) CAS and TAS.
46.
Parallax error is:
a) due to pressure effect.
b) due to temperature effect.
c) a reading error.
d) due to the effect of aircraft accelerations.
47.
True Air Speed (TAS) is obtained from Equivalent Air Speed (EAS) by correcting for:
a) compressibility error.
b) position and instrument errors.
c) instrument error.
d) density error.
48.
The parameter that determines the relationship between EAS and TAS is:
a) Mach number.
b) density altitude.
c) pressure altitude.
d) OAT.
49.
When climbing at a constant CAS in a standard atmosphere:
a) TAS first decreases, then remains constant above the tropopause.
b) TAS decreases.
c) TAS remains constant.
d) TAS increases.
50.
True Air Speed (TAS) is:
a) Indicated Air Speed (IAS) corrected for compressibility and density errors only.
b) Indicated Air Speed (IAS) corrected for instrument, position, compressibility and density errors.
c) Calibrated Air Speed (CAS) corrected for instrument, position, compressibility and density errors.
d) Calibrated Air Speed (CAS) corrected for instrument, compressibility and density errors.
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