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INST-SB-MODULE7
1.
During the ground run take-off phase, the auto-throttles allow to:
a) maintain V2 under 1,500 ft.
b) hold and maintain the Mach number.
c) hold N1.
d) hold IAS.
2.
The Mach trim system allows to:
a) trim the pitch-up tendency at a high Mach number.
b) search for the ideal C.G. location by transferring the fuel into the horizontal stabilizer.
c) increase the longitudinal static stability of the aircraft by changing the horizontal stabilizer according to the Mach number.
d) interlock the operation of the stick shaker at the oncoming of the high speed stall.
3.
On a modern transport category airplane, the engagement of the automatic pilot is checked on the display of:
a) the PFD (Primary Flight Display).
b) the ECAM (Electronic Centralized Aircraft Monitoring) left screen .
c) the ND (Navigation Display) of the pilot in command.
d) the ND (Navigation Display).
4.
The sequence of the automatic landing comprises several phases (from final approach to touch-down) actuated by:
a) the DME (Distance Measuring Equipment) of the ILS (Instrument Landing System).
b) the altimeter set to the QNH.
c) the distance left before the touch down zone.
d) the radio altimeter.
5.
During a category III automatic approach, the position signals in the vertical plane under 200 ft are based on:
a) an altimeter set to the QNH.
b) an altimeter set to the QFE.
c) an altimeter set to 1013 hPa.
d) a radio altimeter.
6.
The purpose of a flight director is to:
a) reduce the pilots workload by presenting data in the form of control commands.
b) provide an automatic landing system function.
c) convey air traffic control information to the pilot.
d) automatically steer the aircraft to waypoints selected on the CDU.
7.
Command bars of the flight director may be present on the:
1 – HIS
2 – EICAS
3 – CDU
4 – ADI
The combination containing all of the correct statements is:
a) 1 and 3 only.
b) 1 only.
c) 4 only.
d) 1 and 4 only.
8.
An outer loop Automatic Flight Control System (AFCS), is a system which:
a) contains a parallel actuator which provides control through 100% of the control range and moves the control inputs only.
b) controls the aircraft about the lateral axis only (PITCH).
c) contains a parallel actuator which provides control through 100% of the control range and moves both the control inputs and the cockpit control stick.
d) controls the aircraft about the longitudinal axis only (ROLL).
9.
Automatic Flight Control System (AFCS) series actuator is:
a) passed to the pilot via control stick position.
b) displayed in the cockpit as a function of input and output signals.
c) displayed to the pilot by movement on the ADI/EADI.
d) not displayed in the cockpit due to short duration of operation.
10.
Automatic Flight Control System (AFCS) parallel actuator position is:
a) passed to the pilot via control stick position.
b) displayed in the cockpit as a function of input and output signals.
c) displayed to the pilot by movement on the ADI only.
d) not displayed in the cockpit due to short duration of operation.
11.
Should a defect arise in the stability augmentation system (SAS) during flight:
a) the pilot will be advised by an amber warning.
b) an audio alarm will attract the pilots attention to check the AFCS control panel.
c) the control stick will move to a pre-set patum causing the pilot to revert to manual control.
d) the pilot is not informed unless the second channel fails also.
12.
The most common system used to monitor turbine gas exhaust temperature is the:
a) hot junction Tungsten/copper system.
b) hot and cold junction, alumel/chromel system.
c) flame switch.
d) fixed junction mercurial oxide/chromium system.
13.
Electrical requirements for an alumel/chromel indicating system are
a) 28VDC for sensor plus power for gauge lighting.
b) 3 phase AC for sensor plus 26VAC for gauge lighting.
c) power for gauge lighting only.
d) 3 phase AC for sensor plus 28VDC for gauging.
14.
Gas turbine engine rotational speed (RPM) is usually sensed using either
a) a 28VDC tachometer generator or a DC phonic wheel.
b) a single phase AC tachometer generator or an AC phonic wheel system.
c) a 28VDC tachometer generator or an AC phonic wheel.
d) a 3 phase AC tachometer generator or an AC phonic wheel system.
15.
Parallax error is:
a) due to temperature effect.
b) due to the effect of aircraft accelerations.
c) due to pressure effect.
d) a reading error.
16.
An airspeed indicator displays:
a) TAS.
b) CAS.
c) IAS.
d) EAS.
17.
Given: Pt = total pressure Ps = static pressure Dynamic pressure is:
a) (Pt - Ps) / Ps
b) Pt / Ps
c) Pt - Ps
d) (Pt - Ps) / Pt
18.
Given: Pt = total pressure Ps = static pressure Pso = static pressure at sea level Dynamic pressure is :
a) (Pt - Pso) / Pso
b) (Pt - Ps) / Ps
c) Pt - Ps
d) Pt – Pso
19.
Given: Pt = total pressure Ps = static pressure Pd = dynamic pressure
a) Pd = Pt + Ps
b) Pt = Pd + Ps
c) Pd = Pt / Ps
d) Ps = Pt + Pd
20.
In the absence of position and instrument errors, IAS is equal to:
a) CAS and EAS.
b) EAS.
c) CAS.
d) TAS.
21.
Given: Pt = total pressure Ps = static pressure Pso = static pressure at sea level Calibrated airspeed (CAS) is a function of:
a) Pt / Ps
b) Pt - Pso
c) Pt - Ps
d) (Pt - Pso) / Ps
22.
Equivalent Air Speed (EAS) is obtained from Calibrated Air Speed (CAS) by correcting for:
a) instrument error.
b) position error.
c) density error.
d) compressibility error.
23.
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, 3.
b) 1, 2, 4.
c) 1, 2, 3, 4.
d) 1, 2.
24.
Calibrated Air Speed (CAS) is:
a) Equivalent Air Speed (EAS) corrected for density error.
b) Equivalent Air Speed (EAS) corrected for compressibility and density errors.
c) Indicated Air Speed (IAS) corrected for compressibility error.
d) Indicated Air Speed (IAS) corrected for position and instrument errors.
25.
Equivalent Air Speed (EAS) is:
a) True Air Speed (TAS) corrected for compressibility and density errors.
b) Calibrated Air Speed (CAS) corrected for density error.
c) True Air Speed (TAS) corrected for compressibility error.
d) Calibrated Air Speed (CAS) corrected for compressibility error.
26.
True Air Speed (TAS) is:
a) Equivalent Air Speed (EAS) corrected for compressibility error.
b) Calibrated Air Speed (CAS) corrected for density error.
c) Equivalent Air Speed (EAS) corrected for density error.
d) Calibrated Air Speed (CAS) corrected for compressibility error.
27.
True Air Speed (TAS) is:
a) Equivalent Air Speed (EAS) corrected for compressibility and density errors.
b) Calibrated Air Speed (CAS) corrected for compressibility and density errors.
c) Equivalent Air Speed (EAS) corrected for density error only.
d) Calibrated Air Speed (CAS) corrected for density error only
28.
True Air Speed (TAS) is:
a) Indicated Air Speed (IAS) corrected for instrument, position, compressibility and density errors.
b) Calibrated Air Speed (CAS) corrected for instrument, compressibility and density errors.
c) Indicated Air Speed (IAS) corrected for compressibility and density errors only.
d) Calibrated Air Speed (CAS) corrected for instrument, position, compressibility and density errors.
29.
True Air Speed (TAS) is equal to Equivalent Air Speed (EAS) only if:
a) P = 1013,25 hPa, OAT = 15°C and TAS greater than 200 kt.
b) P = 1013,25 hPa and OAT = 273° K.
c) P = 1013,25 hPa and OAT = 15°C.
d) P = 1013,25 hPa, OAT = 15°C and TAS less than 200 kt.
30.
The parameter that determines the relationship between EAS and TAS is:
a) Mach number.
b) OAT.
c) density altitude.
d) pressure altitude.
31.
When climbing 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.
32.
Concerning the airspeed indicator, IAS is:
a) the indicated airspeed corrected for instrument error only.
b) the indicated reading on an instrument presumed to be perfect.
c) the indicated airspeed corrected for instrument and position errors.
d) the indicated reading on the instrument.
33.
When descending 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.
34.
Equivalent Air Speed (EAS) is:
a) True Air Speed (TAS) corrected for compressibility error.
b) Indicated Air Speed (IAS) corrected for compressibility error.
c) Calibrated Air Speed (CAS) corrected for density error.
d) Indicated Air Speed (IAS) corrected for position, instrument and compressibility errors.
35.
True Air Speed (TAS) is obtained from Equivalent Air Speed (EAS) by correcting for:
a) instrument error.
b) position and instrument errors.
c) density error.
d) compressibility error.
36.
If OAT decreases when at a constant TAS:
a) Mach number remains constant.
b) Mach number decreases.
c) the difference between surrounding conditions and ISA must be known to deduce the Mach number variation.
d) Mach number increases.
37.
If OAT increases 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 remains constant.
c) Mach number increases.
d) Mach number decreases.
38.
If OAT increases when at a constant Mach number:
a) TAS increases.
b) TAS decreases.
c) TAS decreases only if the flight level remains constant.
d) TAS remains constant only if the flight level remains constant.
39.
If OAT decreases when at a constant Mach number:
a) TAS increases.
b) TAS decreases only if the flight level remains constant.
c) TAS remains constant only if the flight level remains constant.
d) TAS decreases.
40.
Below the tropopause, with no temperature inversion, when descending at constant Mach number:
a) the difference between surrounding conditions and ISA must be known to deduce the TAS variation.
b) TAS decreases.
c) TAS increases.
d) TAS remains constant.
41.
When descending at a constant Mach number:
a) CAS increases.
b) CAS decreases.
c) CAS remains constant.
d) the difference between surrounding conditions and ISA must be known to deduce the CAS variation.
42.
When climbing at a constant CAS in a standard atmosphere:
a) TAS remains constant.
b) TAS first decreases, then remains constant above the tropopause.
c) TAS increases.
d) TAS decreases.
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