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INST-SB-MODULE1
1.
The error in altimeter readings caused by the variation of the static pressure near the source is known as:
a) position error.
b) instrument error.
c) barometric error.
d) hysteresis effect.
2.
If the static source of an altimeter becomes blocked during a descent the instrument will:
a) under-read
b) continue to display the reading at which the blockage occurred
c) indicate a height equivalent to the setting on the millibar subscale
d) gradually indicate zero
3.
If the static source to an altimeter becomes blocked during a climb, the instrument will:
a) gradually return to zero
b) under-read by an amount equivalent to the reading at the time that the instrument became blocked
c) continue to indicate the reading at which the blockage occurred
d) over-read
4.
If the static source to an airspeed indicator (ASI) becomes blocked during a descent the instrument will:
a) over-read
b) continue to indicate the speed applicable to that at the time of the blockage
c) under-read
d) read zero
5.
When climbing at a constant Mach number:
a) CAS increases.
b) difference between surrounding conditions and ISA must be known to deduce the CAS variation.
c) CAS decreases.
d) CAS remains constant.
6.
Maintaining CAS and flight level constant, a fall in ambient temperature results in:
a) higher TAS because air density increases.
b) lower TAS because air density increases.
c) lower TAS because air density decreases.
d) higher TAS because air density decreases.
7.
In standard atmosphere, when descending at constant CAS:
a) TAS first increases and then remains constant above the tropopause.
b) TAS increases.
c) TAS remains constant.
d) TAS decreases.
8.
A leak in the pitot total pressure line of a non-pressurized aircraft to an airspeed indicator would cause it to:
a) under-read in a climb and over-read in a descent.
b) over-read.
c) over-read in a climb and under-read in a descent.
d) under-read.
9.
Machmeter readings are subject to:
a) density error.
b) setting error.
c) temperature error.
d) position pressure error
10.
While inertial platform system is operating on board an aircraft, it is necessary to use a device with the following characteristics, in order to keep the vertical line with a pendulous system:
a) with damping and a period of about 84 minutes.
b) with damping and a period of 84 seconds
c) without damping and a period of about 84 seconds
d) without damping and a period of about 84 minutes
11.
In order to align an inertial reference system (IRS), it is required to insert the local geographical coordinates. This enables the IRS to:
a) compare the longitude it finds with that entered by the operator.
b) find true north.
c) initialise the FMS flight plan.
d) compare the latitude it finds with that entered by the operator.
12.
The radio altimeter is required to indicate zero height AGL as the main wheels touch down on the runway. For this reason, it is necessary to:
a) adjust the gross height according to the aircraft instantaneous pitch.
b) have a specific radio altimeter dedicated to automatic landing.
c) compensate for residual height and cable length.
d) change the display scale in short final, in order to have a precise readout.
13.
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 and +/- 1.5% whichever is the greatest.
The combination regrouping all the correct statements is:
a) 2, 3, 4
b) 1, 2, 5
c) 3, 5
d) 3, 4
14.
The data supplied by a radio altimeter:
a) is used by the automatic pilot in the altitude hold mode.
b) concerns only the decision height.
c) indicates the distance between the ground and the aircraft.
d) is used only by the radio altimeter indicator.
15.
Flight Director Information supplied by an FD computer is presented in the form of command bars on the following instrument:
a) ADI Attitude Director Indicator.
b) RMI Radio Magnetic Indicator.
c) HSI Horizontal Situation Indicator.
d) BDHI Bearing Distance Heading Indicator.
16.
If the outside temperature at 35 000 feet is
-40°C, the local speed of sound is:
a) 595 kt.
b) 307 kt.
c) 686 kt.
d) 247 kt.
17.
A thermocouple type thermometer consists of:
a) two metal conductors of the same type connected at two points.
b) a single-wire metal winding.
c) a Wheatstone bridge connected to a voltage indicator.
d) two metal conductors of different type connected at two points.
18.
The disadvantage of an electronic rpm indicator is the:
a) generation of spurious signals at the commutator.
b) influence of temperature on the indication.
c) necessity of providing a power supply source.
d) high influence of line resistance on the indication.
19.
The principle of capacity gauges is based on the:
a) capacitance variation by the volume measurement carried out on the sensor.
b) current variation in the Wheatstone bridge.
c) flow rate and torque variation occurring in a supply line.
d) capacitance variation of a given capacitor with the type of dielectric.
20.
A synchroscope is used on aircraft to:
a) reduce the vibration of each engine.
b) achieve optimum control of on-board voltages.
c) set several engines to the same speed.
d) reduce the rpm of each engine.
21.
The Low Altitude Radio Altimeter uses the following wavelengths:
a) decimetric.
b) metric.
c) myriametric.
d) centimetric.
22.
The gyroscope of a turn indicator has: (NB: the degree(s) of freedom of a gyro does not take into account its rotor spin axis)
a) 2 degrees of freedom.
b) 0 degree of freedom.
c) 1 degree of freedom.
d) 3 degrees of freedom.
23.
Modern low altitude radio altimeters emit waves in the following frequency band:
a) HF (High Frequency).
b) VLF (Very Low Frequency).
c) UHF (Ultra High Frequency).
d) SHF (Super High Frequency).
24.
The Primary Flight Display (PFD) displays information dedicated to:
a) engines and alarms.
b) weather situation.
c) systems.
d) piloting.
25.
The operating frequency range of a low altitude radio altimeter is:
a) 4200 MHz to 4400 MHz.
b) 5 GHz.
c) 2700 MHz to 2900 MHz.
d) 5400 MHz or 9400 MHz.
26.
The Engine Pressure Ratio (EPR) is computed by:
a) dividing compressor discharge pressure by turbine discharge pressure.
b) multiplying compressor inlet pressure by turbine discharge pressure.
c) multiplying compressor discharge pressure by turbine inlet pressure.
d) dividing turbine discharge pressure by compressor inlet pressure.
27.
When flying in cold air (colder than standard atmosphere), the altimeter will:
a) underestimate.
b) be just as correct as before.
c) show the actual height above ground.
d) overestimate.
28.
A slaved directional gyro derives it's directional signal from:
a) the air-data-computer.
b) the flux valve.
c) the flight director.
d) a direct reading magnetic compass.
29.
In standard atmosphere, when climbing at constant CAS:
a) TAS decreases and Mach number increases.
b) TAS and Mach number increase.
c) TAS increases and Mach number decreases.
d) TAS and Mach number decrease.
30.
The limits of the yellow scale of an airspeed indicator are:
a) VLE for the lower limit and VNE for the upper limit
b) VFE for the lower limit and VNE for the upper limit
c) VNO for the lower limit and VNE for the upper limit
d) VLO for the lower limit and VNE for the upper limit
31.
The limits of the green scale of an airspeed indicator are:
a) VS1 for the lower limit and VLO for the upper limit
b) VS1 for the lower limit and VNO for the upper limit
c) VS0 for the lower limit and VNO for the upper limit
d) VS1 for the lower limit and VNE for the upper limit
32.
The limits of the white scale of an airspeed indicator are:
a) VSO for the lower limit and VFE for the upper limit
b) VSO for the lower limit and VLE for the upper limit
c) VSI for the lower limit and VFE for the upper limit
d) VSI for the lower limit and VLE for the upper limit
33.
The limit speed maximum operating (VMO) is a speed expressed as:
a) true airspeed (TAS).
b) calibrated airspeed (CAS).
c) computed airspeed (COAS).
d) equivalent airspeed (EAS).
34.
The reading of a Mach indicator is independent of:
a) the total pressure
b) the differential pressure measurement
c) the outside temperature
d) the static pressure
35.
After an aircraft has passed through a volcanic cloud which has blocked the total pressure probe inlet of the airspeed indicator, the pilot begins a stabilized descent and finds that the indicated airspeed:
a) decreases abruptly towards zero
b) increases abruptly towards VNE
c) increases steadily
d) decreases steadily
36.
The principle of the Mach indicator is based on the computation of the ratio:
a) Pt/Ps
b) (Pt - Ps)/Pt
c) (Pt + Ps)/Ps
d) (Pt - Ps)/Ps
37.
The mach number is the:
a) equivalent airspeed (EAS) divided by the local speed of sound
b) corrected airspeed (CAS) divided by the local speed of sound
c) indicated airspeed (IAS) divided by the local speed of sound
d) true airspeed (TAS) divided by the local speed of sound
38.
During a climb, the total pressure probe of the airspeed indicator becomes blocked; if the pilot maintains a constant indicated airspeed, the true airspeed:
a) decreases by 1% per 600 FT.
b) decreases until reaching the stall speed.
c) increases by 1% per 600 FT.
d) increases until reaching VMO.
39.
With constant weight and configuration, an aircraft always takes off at the same:
a) indicated airspeed.
b) equivalent airspeed.
c) ground speed.
d) true airspeed.
40.
The artificial horizon uses a gyroscope with: (note: the degree(s) of freedom of a gyro does not take into account its rotor spin axis)
a) two degrees of freedom, and its rotor spin axis is continuously maintained to local vertical by an automatic erecting system.
b) two degrees of freedom, and its rotor spin axis is continuously maintained in the horizontal plane by an automatic erecting system.
c) one degree of freedom, and its rotor spin axis is continuously maintained to local vertical by an automatic erecting system.
d) one degree of freedom, and its rotor spin axis is continuously maintained in the horizontal plane by an automatic erecting system.
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