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Question 57-1 : At a given altitude, the hysteresis error of an altimeter varies substantially with the ? [ Job lift off ]
Time passed at this altitude.
.hysteresis this error is a lag in the altitude indications caused by the elasticity of the aneroid capsule. it occurs when an aircraft initiates a large, rapid altitude change or an abrupt level off from a rapid climb or descent. it takes a period of time for the aneroid to catch up with the new pressure environment hence, a lag in indications. this error has been significantly reduced in modern altimeters and is considered negligible at normal rates of descent for jet aircraft.
Question 57-2 : Below the tropopause in standard conditions, when climbing at a constant mach number ?
Tas decreases.
For those questions, use the very simple 'ertm' diagram... 1039..the mach line is vertical because the question states climbing at a constant mach number... ertm for e as/ r as rectified air speed or cas / t as/ m ach.
Question 57-3 : Below the tropopause, when descending at a constant cas ?
Mach number decreases and the velocity of sound increases.
For those questions, use the very simple 'ertm' diagram... 1037..the cas line is vertical because the question states descending at a constant cas... ertm for e as/ r as rectified air speed or cas / t as/ m ach...the velocity of sound is increasing as temperature increases.mach number = tas / local sound speed.
Question 57-4 : Below the tropopause in standard conditions, when descending at a constant mach number ?
Tas increases.
.for those questions, use the very simple ertm diagram... 1039.the mach line is vertical because the question states descending at a constant mach number... ertm for e as/ r as rectified air speed or cas / t as/ m ach.
Question 57-5 : Calibrated air speed cas is ?
Indicated air speed ias corrected for position and instrument errors.
.an airspeed indicator displays ias..the error in altimeter readings caused by the variation of the static pressure near the source is known as position error..instrument error refers to the combined accuracy and precision of a measuring instrument, or the difference between the actual value and the value indicated...cas is ias corrected position and instrument errors.
Question 57-6 : Concerning the airspeed indicator, ias is ?
The indicated reading on the instrument.
.an airspeed indicator displays ias.
Question 57-7 : Considering the relationship between cas and eas ?
Eas is always lower than or equal to cas.
.eas is cas corrected for compressibility..compressibility error always results in an incorrect and a higher ias/cas being observed on the airspeed indicator.
Question 57-8 : Due to its conception, the altimeter measures a ?
Pressure altitude
Question 57-9 : During descent, the total pressure probe of the airspeed indicator becomes blocked. in this case.1 ias becomes greater than cas.2 ias becomes lower than cas.3 maintaining ias constant, vmo may be exceeded.4 maintaining ias constant, aircraft may stall.the combination regrouping all the correct ?
2, 3.
Joangoris.the only way to maintain a constant ias with a blocked pitot tube is maintaining your altitude. nothing to do with your throttle or tas. no matter if you are near stall or near overspeed. so, i don't understand the last two statements. please help.thanks....total pressure probe = pitot tube.when it becomes blocked, the total pressure in the capsule is fixed dynamic pressure + static..during descent, static pressure from the static port will increase, and compresses the capsule causing the indicated airspeed ias to decrease your airspeed indicator becomes an altimeter..when you read 'maintaining ias constant, vmo may be exceeded', you must understand, that you are in the cockpit, and your speed is decreasing, so, your action will be to accelerate and your vmo may be exceeded.
Question 57-10 : For the same tas, when pressure altitude decreases below the tropopause ?
Mach number decreases.
Pressure altitude decreases = descending...for those questions, use the very simple 'ertm' diagram... 1040..the tas line is vertical because the question states for the same tas... ertm for e as/ r as rectified air speed or cas / t as/ m ach.
Question 57-11 : For the same tas, when pressure altitude increases below the tropopause ?
Mach number increases.
Pressure altitude increases = climbing...for those questions, use the very simple 'ertm' diagram... 1040..the tas line is vertical because the question states for the same tas... ertm for e as/ r as rectified air speed or cas / t as/ m ach.
Question 57-13 : Given..pt = total pressure.ps = static pressure.pso = static pressure at sea level...calibrated airspeed cas is a function of ?
Pt ps
Question 57-14 : Given..pt = total pressure.ps = static pressure.pso = static pressure at sea level..dynamic pressure is ?
Pt ps
Question 57-15 : Given.pt total pressure.ps static pressure.pd dynamic pressure.the airspeed indicator is fed by ?
Pd.
. 959..the asi is a sensitive, differential pressure gauge which measures and promptly indicates the difference between pitot total pressure and static pressure total pressure static pressure = dynamic pressure..these two pressures are equal when the aircraft is parked on the ground in calm air..when the aircraft moves through the air, the pressure on the pitot line becomes greater than the pressure in the static lines. this difference in pressure is registered by the airspeed pointer on the face of the instrument..the airspeed indicator is fed with pt and ps. it works on pt ps = pd.
Question 57-16 : If an aircraft maintaining a constant cas and flight level is flying from a cold air mass into warmer air ?
Tas increases.
.flying from a cold air mass into warmer air = density decreases with higher temperature, air is expanding, density is reduced..cas = 1/2 x density x tas²..cas is constant and density decreases, then tas must increase...mach = tas / local speed of sound..local speed of sound varies only with temperature lss varies with the square root of absolute temperature. formula lss = 39 x square root of oat+273 , and the question states 'flying from a cold air mass into warmer air', thus, if tas increases, and lss increases, the mach number remains constant.
Question 57-17 : If an aircraft maintaining a constant cas and flight level is flying from a warm air mass into colder air ?
Tas decreases.
.flying from a warm air mass into colder air = density increases with lower temperature, air is contracting, density is inscreased. situation is similar to descent with a constant cas...for those questions, use the very simple ertm diagram... 1037.the cas line is vertical because the question states maintaining a constant cas... ertm for e as/ r as rectified air speed or cas / t as/ m ach... but mach number will not decrease , since mach number and lss local speed of sound are proportional to each other which means that the temperature decrease will cause a decrease in lss as well as tas. as tas reduces at the same rate, the mach number will remain constant.
Question 57-18 : If oat decreases when at a constant mach number ?
Tas decreases.
.relation between mach number and tas depends only on oat and is independant of static pressure..at a constant flight level and constant mach number if oat decreases the tas will decrease but it would also do it in a climb in the standard atmosphere and descent in an inversion...mach number = tas /lss..local speed of sound lss changes in proportion to temperature if temperature reduce lss reduce..thus, tas must reduce to keep mach number constant.
Question 57-19 : If oat decreases when at a constant tas ?
Mach number increases.
.relation between mach number and tas depends only on oat and is independant of static pressure..at a constant flight level and constant tas if oat decreases the mach number will increase but it would also do it in a climb in the standard atmosphere and descent in an inversion..mach number = tas / lss.local speed of sound lss changes in proportion to temperature if temperature reduce lss reduce..thus, mach number must increase to keep tas constant.
Question 57-20 : If oat increases when at a constant mach number ?
Tas increases.
Relation between mach number and tas depends only on oat and is independant of static pressure..at a constant flight level and constant mach number if oat increases the tas will increase but it would also do it in a climb in the standard atmosphere and descent in an inversion..mach number = tas / lss.local speed of sound lss changes in proportion to temperature if temperature increase lss increase..thus, tas must increase to keep mach number constant...you can also say an oat increasing is similar to a decrease in altitude, and use the 'ertm' diagram... 1039..the mach line is vertical because the question states at a constant mach number... ertm for e as/ r as rectified air speed or cas / t as/ m ach.
Question 57-21 : If oat increases when at a constant tas ?
Mach number decreases.
Relation between mach number and tas depends only on oat and is independant of static pressure..at a constant flight level and constant tas if oat increases the mach number will decrease but it would also do it in a climb in the standard atmosphere and descent in an inversion..mach number = tas / lss.local speed of sound lss changes in proportion to temperature if temperature increase lss increase..thus, mach number must reduce to keep tas constant.
Question 57-22 : During a climb at a constant calibrated airspeed cas below the tropopause in standard conditions ?
Tas and mach number increase.
For those questions, use the very simple 'ertm' diagram... 1037..the cas line is vertical because the question states climb at a constant calibrated airspeed cas... ertm for e as/ r as rectified air speed or cas / t as/ m ach.
Question 57-23 : In standard atmosphere, when descending at constant cas ?
Tas decreases.
For those questions, use the very simple ertm diagram... 1037..the cas line is vertical because the question states descending at constant cas... ertm for e as/ r as rectified air speed or cas / t as/ m ach...cas = 1/2 rho v².density will increase during descent, and in order to maintain constant cas, only v tas can be reduced.
Question 57-24 : In the absence of position and instrument errors, cas is equal to ?
Ias.
.an airspeed indicator displays ias..the error in altimeter readings caused by the variation of the static pressure near the source is known as position error..instrument error refers to the combined accuracy and precision of a measuring instrument, or the difference between the actual value and the value indicated...cas is ias corrected position and instrument errors.
Question 57-25 : In the absence of position and instrument errors ?
Ias = cas.
An airspeed indicator displays ias..the error in altimeter readings caused by the variation of the static pressure near the source is known as position error..instrument error refers to the combined accuracy and precision of a measuring instrument, or the difference between the actual value and the value indicated...cas is ias corrected position and instrument errors.
Question 57-26 : 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 ?
2, 3.
.equivalent air speed eas is obtained from calibrated air speed cas by correcting for compressibility error..the size of the compressibility error varies with mach number and is always negative.air speed indicator are calibrated for standard atmosphere pressure, temperature and density, thus the reading is dependent on the dynamic pressure 1/2 x rho x v² the error in the readings is due to compression of the air on the forward part of the pitot tube component moving at high speeds..to avoid this error, a compressibility correction has to be applied...compressibility correction = 1 + 1/4 x m².eas = dynamic pressure x 1 + 1/4 x m²..the compressibility factor is always negative and is directly dependent on mach number.
Question 57-27 : 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 ?
1, 2, 3, 4.
Question 57-28 : Tas is ?
Eas corrected for density error.
.true air speed tas is. ias corrected for instrument, position, compressibility and density errors.. cas corrected for compressibility and density errors.. eas corrected for density error.
Question 57-29 : 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 ?
2, 3.
Question 57-30 : When climbing at a constant cas ?
Mach number increases.
For those questions, use the very simple 'ertm' diagram... 1037..the cas line is vertical because the question states climbing at a constant cas... ertm for e as/ r as rectified air speed or cas / t as/ m ach...cas = 1/2 rho v².density will decrease during climb, and in order to maintain constant cas, only v tas can be increased...mach = tas / local speed of sound.local speed of sound varies only with temperature, and temperature decreases during climb, thus if tas increases and lss decreases, the mach number increases.
Question 57-31 : 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 ?
2, 4.
Question 57-32 : When descending at a constant cas ?
Mach number decreases.
.for those questions, use the very simple ertm diagram... 1037..the cas line is vertical because the question states descending at a constant cas... ertm for e as/ r as rectified air speed or cas / t as/ m ach...cas = 1/2 rho v².density will increase during descent, and in order to maintain constant cas, only v tas can be reduced...mach = tas / local speed of sound.local speed of sound varies only with temperature, and temperature increases during descent, thus if tas decreases and lss increases, the mach number decreases.
Question 57-33 : When descending at a constant mach number ?
Cas increases.
For those questions, use the very simple 'ertm' diagram... 1039..the mach line is vertical because the question states descending at a constant mach number... ertm for e as/ r as rectified air speed or cas / t as/ m ach.
Question 57-34 : When flying in cold air colder than standard atmosphere , indicated altitude is ?
Higher than the true altitude.
.in standard atmosphere temperature conditions, your indicated altitude will be the same as your true altitude..but if it is warmer than isa, your true altitude will be higher than your indicated altitude and if it is colder than isa, your true altitude will be lower than your indicated altitude.
Question 57-35 : When flying in cold air colder than standard atmosphere , the altimeter will ?
Overestimate.
In standard atmosphere temperature conditions, your indicated altitude will be the same as your true altitude..but if it is warmer than isa, your true altitude will be higher than your indicated altitude and if it is colder than isa, your true altitude will be lower than your indicated altitude..therefore, your altimeter will overestimate in cold air.
Question 57-36 : When flying in warm air warmer than standard atmosphere , indicated altitude is ?
Lower than the true altitude.
Question 57-37 : Which of the following statements are correct for an aeroplane cruising at fl 60 with a true airspeed tas of 100 kt in standard atmospheric conditions.1 the tas is approximately 10% higher than the ias..2 the difference between the equivalent airspeed eas and the calibrated airspeed cas is ?
1, 2 and 3 are all correct.
.tas = ias + 2% per 1000 ft altitude...eas is cas corrected for compressibility and at low speed and low altitude, compressibility is negligeable...cas is ias corrected position and instrument errors.
Question 57-38 : With eas and density altitude, we can deduce ?
Tas.
.with eas and density altitude, we can deduce tas..with eas and pressure altitude zp , we can deduce cas.
Question 57-39 : With eas and pressure altitude zp , we can deduce ?
Cas.
.eas is cas corrected for compressibility error, which you would work out from pressure altitude..with eas and density altitude, we can deduce tas.
Question 57-40 : During a climb, the total pressure probe of the airspeed indicator becomes blocked. if the pilot maintains a constant indicated airspeed, the true airspeed ?
Decreases until reaching the stall speed.
.if the static system remains clear, the airspeed indicator acts as an altimeter. 1004..true air speed tas is ias corrected for instrument, position, compressibility and density errors...thus, with total pressure probe blocked, to maintain a constant ias while altitude increases, you must pull the stick or control column , if not, the indicated speed will increase. you will quickly reach the stalling speed.
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