INST-SB-MODULE8

INST-SB-MODULE8

1. Below the tropopause with no temperature inversion, when climbing at constant Mach number:

a) the difference between surrounding conditions and ISA must be known to deduce the TAS variation.
b) TAS remains constant.
c) TAS decreases.
d) TAS increases.

2. 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 Zp.
d) CAS and Zd.

3. With EAS and density altitude (Zd), we can deduce:

a) CAS.
b) CAS and TAS.
c) IAS
d) TAS.

4. With EAS and pressure altitude (Zp), we can deduce:

a) TAS.
b) IAS.
c) CAS and TAS.
d) CAS.

5. When climbing at a constant CAS 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) 1, 3.
b) 2, 3.
c) 1, 4.
d) 2, 4.

6. 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) 1, 3.
b) 2, 4.
c) 1, 4.
d) 2, 3.

7. For the same TAS, when pressure altitude increases below the tropopause:

a) Mach number increases.
b) Mach number decreases.
c) Mach number remains constant.
d) the difference between surrounding conditions and ISA must be known to deduce the Mach number variation.

8. 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.

9. When climbing at a constant CAS:

a) EAS does not depend on altitude.
b) EAS increases.
c) EAS decreases.
d) EAS remains constant.

10. When descending at a constant CAS:

a) EAS decreases.
b) EAS does not depend on altitude.
c) EAS increases.
d) EAS remains constant.

11. Considering the relationship between CAS and EAS:

a) EAS may be lower or greater than CAS, depending on pressure altitude.
b) EAS is always greater than or equal to CAS.
c) EAS is always lower than or equal to CAS.
d) EAS may be lower or greater than CAS, depending on density altitude.

12. Given: Zp = pressure altitude Zd = density altitude CAS can be obtained from the following data:

a) EAS and Zd.
b) TAS and Zd.
c) TAS and Zp.
d) EAS and Zp.

13. If an aircraft maintaining a constant CAS and flight level is flying from a cold air mass into warmer air:

a) TAS decreases.
b) Mach number decreases.
c) TAS increases.
d) Mach number increases.

14. If OAT increases whilst maintaining a constant CAS and flight level:

a) TAS decreases.
b) Mach number remains constant.
c) Mach number decreases.
d) TAS remains constant.

15. If OAT decreases whilst maintaining a constant CAS and flight level:

a) TAS increases.
b) TAS remains constant.
c) Mach number increases.
d) Mach number remains constant.

16. If an aircraft maintaining a constant CAS and flight level is flying from a warm air mass into colder air:

a) Mach number decreases.
b) TAS increases.
c) TAS decreases.
d) Mach number increases.

17. In the absence of position and instrument errors, CAS is equal to:

a) IAS and EAS.
b) IAS.
c) TAS.
d) EAS.

18. In the absence of position and instrument errors:

a) CAS = EAS.
b) IAS = CAS.
c) CAS = TAS.
d) IAS = EAS.

19. The vertical command bar of a flight director:
1 - repeats the position information given by the EHSI
2 - repeats the position information given by the VOR
3 - gives information about the direction and the amplitude of the corrections to be applied on the bank of the aircraft
The combination regrouping all the correct statements is:

a) 2, 3.
b) 1, 3.
c) 1, 2, 3.
d) 3.

20. The vertical command bar of a flight director:

a) gives information about the direction and the amplitude of the corrections to be applied on the control commands.
b) repeats the position information given by the VOR.
c) gives information only about the direction of the corrections to be applied on the bank of the aircraft.
d) repeats the position information given by the EHSI.

21. The vertical command bar of a flight director:
1 - repeats the position information given by the ILS in the horizontal plane
2 - repeats the position information given by the ILS in the vertical plane
3 - gives information about the direction and the amplitude of the corrections to be applied on the bank of the aircraft
The combination regrouping all the correct statements is:

a) 2, 3.
b) 3.
c) 1, 3.
d) 1.

22. The vertical command bar of a flight director:

a) repeats the position information given by the ILS in the horizontal plane.
b) gives information about the direction and the amplitude of the corrections to be applied on the control commands.
c) gives information only about the direction of the corrections to be applied on the bank of the aircraft.
d) repeats the position information given by the ILS in the vertical plane.

23. The horizontal command bar of a flight director:
1 - repeats the position information given by the ILS in the horizontal plane
2 - repeats the position information given by the ILS in the vertical plane
3 - gives information about the direction and the amplitude of the corrections to be applied on the pitch of the aircraft.
The combination regrouping all the correct statements is:

a) 3.
b) 2, 3.
c) 2.
d) 1, 3.

24. The horizontal command bar of a flight director:

a) gives information only about the direction of the corrections to be applied on the pitch of the aircraft.
b) gives information about the direction and the amplitude of the corrections to be applied on the pitch of the aircraft.
c) repeats the position information given by the ILS in the horizontal plane.
d) repeats the position information given by the ILS in the vertical plane.

25. The command bars of a flight director:

a) are always displayed during take-off.
b) are displayed only if the autopilot is engaged.
c) may be displayed when flying manually.
d) are always displayed when the autopilot is engaged.

26. The command bars of a flight director:

a) are displayed only when flying manually.
b) are always displayed during take-off.
c) are displayed only when the autopilot is engaged.
d) may be displayed when flying manually or with the autopilot engaged.

27. Considering a flight director of the "command bars" type:
1 - the vertical bar is always associated with the roll channel
2 - the vertical bar may be associated with the pitch channel
3 - the horizontal bar may be associated with the roll channel
4 - the horizontal bar is always associated with the pitch channel
The combination regrouping all the correct statements is:

a) 1, 4.
b) 1, 2, 3, 4.
c) 1, 3, 4.
d) 1, 2, 4.

28. Considering a flight director of the "command bars" type:

a) the horizontal bar may be associated with the roll channel.
b) the vertical bar is associated with the roll channel.
c) the horizontal bar is associated with the roll channel.
d) the vertical bar is associated with the pitch channel.

29. Considering a flight director of the "command bars" type:

a) the vertical bar is associated with the pitch channel.
b) the horizontal bar is associated with the pitch channel.
c) the vertical bar may be associated with the pitch channel.
d) the horizontal bar is associated with the roll channel.

30. During a final approach, if the flight director system is engaged in the G/S mode (holding of ILS Glide Slope), the position of the horizontal command bar indicates:

a) the instantaneous deviation between the aircraft position and the ILS Glide Slope.
b) the correction on the pitch to be applied to join and follow the ILS Glide Slope.
c) the pitch attitude of the aircraft.
d) the position of the aircraft relative to the ILS Glide Slope.

31. During a final approach, the flight director system is engaged in the G/S mode (holding of ILS Glide Slope). The position of the horizontal command bar indicates:
1 - the position of the aircraft relative to the ILS Glide Slope
2 - the correction on the pitch to be applied to join and follow the ILS Glide Slope
3 - the pitch attitude of the aircraft
The combination regrouping all the correct statements is:

a) 1, 3.
b) 1, 2.
c) 1.
d) 2.

32. During a final approach, the flight director system is engaged in the LOC mode (holding of Localizer axis). The position of the vertical command bar indicates:

a) the roll attitude of the aircraft.
b) the correction on the bank to be applied to join and follow the Localizer axis.
c) the position of the aircraft relative to the Localizer axis.
d) the instantaneous deviation between the aircraft position and the Localizer axis.

33. During a final approach, the flight director system is engaged in the LOC mode (holding of localizer axis). The position of the vertical command bar indicates:
1 - the position of the aircraft relative to the localizer axis
2 - the roll attitude of the aircraft
3 - the correction on the bank to be applied to join and follow the Localizer axis
The combination regrouping all the correct statements is:

a) 1, 2.
b) 1.
c) 2.
d) 1, 3.

34. Flying manually during a final approach, the flight director system is engaged in the LOC mode (holding of localizer axis). If the aircraft is left of the Localizer axis, the vertical command bar:

a) is automatically centred since the LOC mode is engaged.
b) deviates to the right, whatever the attitude of the aircraft is.
c) deviates to the left, whatever the attitude of the aircraft is.
d) may be centred if the pilot is correcting to come back on the Localizer axis.

35. Flying manually during a final approach, the flight director system is engaged in the LOC mode (holding of localizer axis). If the aircraft is right of the Localizer axis, the vertical command bar:

a) cannot be centred.
b) will be centred only when establish on the Localizer axis.
c) may be centred if the pilot is correcting to come back on the Localizer axis.
d) is automatically centred since the LOC mode is engaged.

36. Flying manually during a final approach, the flight director system is engaged in the G/S mode (holding of ILS Glide Slope). If the aircraft is below the ILS Glide Slope, the horizontal command bar:

a) is automatically centred since the G/S mode is engaged.
b) deviates downward, whatever the attitude of the aircraft is.
c) deviates upward, whatever the attitude of the aircraft is.
d) may be centred if the pilot is correcting to come back on the ILS Glide Slope.

37. Flying manually during a final approach, the flight director system is engaged in the G/S mode (holding of ILS Glide Slope). If the aircraft is above the ILS Glide Slope, the horizontal command bar:

a) cannot be centred.
b) will be centred only when establish on the ILS Glide Slope.
c) may be centred if the pilot is correcting to come back on to the ILS Glide Slope.
d) is automatically centred since the G/S mode is engaged.

This is more feedback!

This is the feedback!

Data Base Login Information: Please make
sure that you enter your name before
submitting your results.

My Name
*Enter your name here