Question 60-1 : The output data from the adc are used by .1 transponder.2 efis.3 automatic flight control system afcs .the combination that regroups all of the correct statements is ? [ Exam pilot ]
1 2 3
. 1023.
Question 60-2 : Maintaining cas and flight level constant a fall in ambient temperature results in ?
Lower tas because air density increases
Admin .lower temperature means an increase of air density air mass is contracting it is similar to a descent to a lower altitude .you can use the 'ertm' diagram . 1037.the cas line is vertical because cas is constant . 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 60-3 : If oat increases whilst maintaining a constant cas and flight level ?
Mach number remains constant
.if oat increases 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 thus if tas increases and lss increases the mach number remains constant
Question 60-4 : If oat decreases whilst maintaining a constant cas and flight level ?
Mach number remains constant
.if oat decreases density increases with lower temperature air is contracting density is increased .cas = 1/2 x density x tas².cas is constant and density increases then tas must decrease .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 thus if tas decreases and lss decreases the mach number remains constant
Question 60-5 : The adc uses the following parameters as input data ?
Static pressure total pressure tat
Question 60-6 : The total pressure head comprises a mast which moves its port to a distance from the aircraft skin in order ?
To locate it outside the boundary layer
Question 60-7 : In case of static blockage the airspeed indicator ?
Under reads in climb and over reads in descent
. 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 .thus while descending the total pressure increases* and the static pressure from the static source does not your airspeed indicator will over read .*while descending density increases so total pressure increases .while climbing the total pressure decreases and the static pressure from the static source does not your airspeed indicator will under read
Question 60-8 : The machmeter is subject to position error this error concerns ?
Pitot tubes and static ports
Admin .the alternate static vent of an unpressurised aircraft senses the air pressure in the flight deck/cockpit in flight the air outside the flight deck accelerates over the aircraft canopy venturi effect this causes a drop in static pressure air will always flow from a high pressure to a low pressure so air in the flight deck flows outside this flow to the outside causes the pressure in the cabin to be lower than the undisturbed static pressure around the aircraft
Question 60-9 : Given .pt total pressure.ps static pressure.pd dynamic pressure.the airspeed indicator measures ?
Pt ps
Question 60-10 : The open ended tube parallel to the longitudinal axis of the aircraft senses the ?
Total pressure
Question 60-11 : The altimeter is subject to static pressure error this error varies according to ?
Tas and angle of attack
Question 60-12 : The machmeter is subject to position error this error varies according to ?
Tas and angle of attack
Question 60-13 : When climbing at a constant cas in standard atmosphere ?
Tas increases
Admin .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
Question 60-14 : The compressibility error must be taken into account only for aeroplane with ?
Tas greater than approximately 200 kt
Question 60-15 : An aeroplane is flying at fl300 and mach number 0 76 .the indicated total air temperature is 19°c .considering that the probe recovery coefficient is 0 96 .oat is ?
Standard
Revised ecqb03 july 2016 ..the total temperature can be expressed approximately by the formula .tt = ts 1 + 0 2 kr m² .. ts the static temperature sat in kelvin. tt the total temperature tat in kelvin. kr the recovery coefficient. m the mach number..254 15 = ts 1 + 0 2 kr m² .ts = 254 15 / 1 + 0 2 x 0 96 x 0 5776 .ts = 254 15 / 1 11 = 229° k..oat = 273 15 229 = 44 15°c .at fl300 isa temperature is .15°c 2°c x 30 = 45°c .we can say that oat is standard
Question 60-16 : The alternate static source of a light non pressurized aeroplane is located in the flight deck . when used the altimeter ?
Tends to over read
Admin .the alternate static vent of an unpressurised aircraft senses the air pressure in the flight deck/cockpit in flight the air outside the flight deck accelerates over the aircraft canopy venturi effect this causes a drop in static pressure air will always flow from a high pressure to a low pressure so air in the flight deck flows outside this flow to the outside causes the pressure in the cabin to be lower than the undisturbed static pressure around the aircraft .the altimeter will sense a lower pressure than the outside pressure it will tend to over read
Question 60-17 : The alternate static source of a light non pressurized aeroplane is located in the flight deck when used ?
The airspeed indicator tends to over read
Admin .the alternate static vent of a unpressurised aircraft senses the air pressure in the flight deck/cockpit in flight the air outside the flight deck accelerates over the aircraft canopy venturi effect this causes a drop in static pressure air will always flow from a high pressure to a low pressure so air in the flight deck flows outside this flow to the outside causes the pressure in the cabin to be lower than the undisturbed static pressure around the aircraft
Question 60-18 : An airplane is flying at fl140 with a cas of 260 kt in standard conditions the mach number is ?
0 51
Admin .isa temperature at fl140 is 13°c on the nav computer find tas . 982.next step find mach number . 983.jripoche .tas=ias+2%/1000ft=332 8kt.oat= 12 72°c=260 43°k.mn=332 8/ 38 94sqrt260 43 =0 5295.so the most accurate answer shouldn't be 0 53 . .cas = ias in the absence of position and instrument errors .you can't say cas = ias without those informations
Question 60-19 : An aeroplane is flying at fl300 with a tas of 470 kt in standard conditions the mach number is ?
0 8
..in standard conditions at fl300 temperature is .15°c 30 x 2°c = 45°. 1026.set 45° in airpseed window in front of 'm kt' indicator .read in the inner scale in front of 470 kt a mach number of 0 805
Question 60-20 : During a climb at a constant cas below the tropopause in standard atmosphere ?
The mach number increases and the speed of sound decreases
Admin .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 .the velocity of sound is decreasing as temperature decreases .mach number = tas / local sound speed
Question 60-21 : A servo assisted altimeter is more accurate than a simple altimeter because the small movements of ?
The capsules are detected by a very sensitive electro magnetic pick off
Question 60-22 : An aeroplane is flying at fl100 and mach number 0 76 the indicated total air temperature is 19°c .considering that the probe recovery coefficient is 0 96 oat is ?
44°c
Admin .the total temperature can be expressed approximately by the formula .tt = ts 1 + 0 2 kr m² . ts the static temperature sat in kelvin. tt the total temperature tat in kelvin. kr the recovery coefficient. m the mach number..254 15 = ts 1 + 0 2 kr m² .ts = 254 15 / 1 + 0 2 x 0 96 x 0 5776 .ts = 254 15 / 1 11 = 229° k.273 15 229 = 44 15°c
Question 60-23 : Concerning the pitot and static system the position error varies with .1 altimeter setting.2 mach number.3 angle of attack.the combination that regroups all of the correct statements is ?
2 3
Cqb15 may 2012..this question exists n°626 in the database with static pressure error varies instead of position error varies .statement n°2 speed is replaced here by 'mach number'
Question 60-24 : An aeroplane is flying at fl 320 and mach number 0 79 .the oat is 53°c .considering that the probe recovery coefficient is 0 96 the indicated total air temperature is ?
27°c
Ecqb03 july 2016 ..the total temperature can be expressed approximately by the formula .tt = ts 1 + 0 2 kr m² .. ts the static temperature sat in kelvin. tt the total temperature tat in kelvin. kr the recovery coefficient. m the mach number..tt = 220°k 1 + 0 2 x 0 96 x 0 79² .tt = 220°k 1 + 0 12 .tt = 246°k..tt = 273 15 246 = 26 75°c
Question 60-25 : Which of these statements is true ?
The probes used for sat measurements have a recovery factor of 0 75 to 0 90 while the probes used for tat measurements have a recovery factor of around 1 00
Ecqb03 july 2016..recovery factor refers to the amount of ram rise that is recoverable by the sensor total head thermometers typically have a recovery factor of 0 75 to 0 9 whereas the rosemount temperature probe has a recovery factor of 1 0 the ram rise is due to adiabatic compression and for simple sat temperature sensors used on light aircraft that fly at speeds less than mach 0 2 the ram rise factor does not apply the sat sensor measures the actual temperature and is therefore 100% efficient tat is always equal to or higher than sat due to ram rise ..the formula's typically used are tat = sat + ram rise.or.tat = sat x 1 + 0 2 kr m² where kr is the recovery factor and m the mach number ..ram rise comes into effect at airspeeds greater than m 0 2..in summary sat temperature sensors are not affected by ram rise whereas tat sensors are
Question 60-26 : An aeroplane is in a steady descend the auto throttle maintains a constant mach number if the total temperature remains constant the calibrated airspeed ?
Increases
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Question 60-27 : In a gyromagnetic compass the direction of the earth's magnetic field is given by the ?
Flux valve
A flux valve is a sensitive detector that receives an electrical signal from the earth's magnetic field and directs it to an amplifier and then into a gyro stabilized compass indicator
Question 60-28 : The magnetic heading can be derived from the true heading by means of a ?
Map showing the isogonal lines
Admin . 1425.isogonic lines connect positions that have the same variation .agonic line a line which joins all points where the value of magnetic variation is zero .magnetic heading is the direction that the aircraft is pointing in relation to magnetic north .true heading is the direction that the aircraft is pointing in relation to true north .since true north directly over the earth's axis of rotation and magnetic north somewhere over northern canada are not at the same place both headings often differ .to find out the difference at a particular location look at the isogonic lines on your area the lines labeled 20°e 15°e 10°e etc they will indicate the magnetic deviation .to get the true heading simply take the reading from the magnetic compass and either add an easterly or subtract a westerly magnetic deviation
Question 60-29 : The fields affecting a magnetic compass originate from .1 magnetic masses .2 ferrous metal masses .3 non ferrous metal masses .4 electrical currents .the combination regrouping all the correct statements is ?
1 2 4
Question 60-30 : The input signal of the amplifier of the gyromagnetic compass resetting device originates from the ?
Error detector
The flux valve sends a signal containing information on the earth's magnetic field but not at this stage carrying any information about the 'error' between the compass display and and aircraft heading the 'error' is detected at the selsyn with its 'error detector' the selsyn now sends information on the error to the amplfier and precession systems that reduce the error to zero .selsyn or synchro is an electro mechanical device used for the easy and precise transmission of angular data between two or more remote points
Question 60-31 : In the gyromagnetic compass the heading information from the flux valve is sent to the ?
Error detector
Question 60-32 : The gyromagnetic compass torque motor ?
Causes the directional gyro unit to precess
Question 60-33 : A pilot wishes to turn left on to a southerly heading with 20° bank at a latitude of 20° north using a direct reading compass in order to achieve this he must stop the turn on an approximate heading of ?
160°
Admin .in the northern hemisphere as you turn through north you must roll out early onto your required heading .if you turn through south you roll out late .use unos to remember this un = undershoot north os = overshoot south .the value you need to overshoot or undershoot does vary with latitude due to compass dip and bank angle due to acceleration .to calculate the value use this approximation formula . bank angle + latitude /2. 20°bank + 20°latitude /2 = 20° .180° 20° = 160°
Question 60-34 : A pilot wishes to turn left on to a northerly heading with 10° bank at a latitude of 50° north using a direct reading compass in order to achieve this he must stop the turn on an approximate heading of ?
030°
Admin .in the northern hemisphere as you turn through north you must roll out early onto your required heading .if you turn through south you roll out late .use unos to remember this un = undershoot north os = overshoot south .the value you need to overshoot or undershoot does vary with latitude due to compass dip and bank angle due to acceleration .to calculate the value use this approximation formula . bank angle + latitude /2. 10°bank + 50°latitude /2 = 30° .000° 30° = 030°
Question 60-35 : A gyromagnetic compass is a system which always consists of . 1 a horizontal axis gyro. 2 a vertical axis gyro. 3 an earth's magnetic field detector. 4 an erection mechanism to maintain the gyro axis horizontal. 5 a torque motor to make the gyro precess in azimuth. the combination regrouping ?
1 3 4 5
Question 60-36 : In a gyromagnetic compass the flux valve feeds the ?
Error detector
.the gyro magnetic compass is made up of . a magnetic detector unit flux valve which electrically senses the direction of earth's magnetic field . a gyroscope which points to a fixed point in space regardless of any manoeuvres the aircraft makes . an error detector to sense any difference between the gyro and magnetic headings and apply corrections to the gyro .the magnetic detector unit flux valve feeds the error detector with information about the earth's magnetic field
Question 60-37 : The operating principle of the vertical speed indicator vsi is based on the measurement of the rate of change of ?
Static pressure
Question 60-38 : A pilot wishes to turn right through 90° on to north at rate 2 at latitude of 40 north using a direct reading compass in order to achieve this the turn should be stopped on an indicated heading of approximately ?
330°
Admin .in the northern hemisphere as you turn through north you must roll out early onto your required heading .if you turn through south you roll out late .use unos to remember this un = undershoot north os = overshoot south .the value you need to overshoot or undershoot does vary with latitude due to compass dip and bank angle due to acceleration .only 330° is an undershoot value when you perform a right turn to the north
Question 60-39 : An aircraft takes off on a runway with an alignment of 045° the compass is made for the northern hemisphere .during rolling take off the compass indicates ?
A value below 045°
Acceleration/deceleration errors are false compass indications of a swing to the north or south during speed changes of the airplane this error is most pronounced when flying on a heading of east or west and decreases when flying closer to a north or south heading in a direct north or south heading this error does not occur .in the northern hemisphere the compass swings towards the north during acceleration and towards the south during deceleration in the southern hemisphere this error occurs the other way round when the speed stabilises the error disappears .learn this for northern hemisphere ands . a cceleration gives apparent turn to n orth . d eceleration gives apparent turn to s outh
Question 60-40 : In the northern hemisphere during deceleration following a landing in a northerly direction a direct reading magnetic compass indicates ?
No apparent turn
Acceleration/deceleration errors are false compass indications of a swing to the north or south during speed changes of the airplane this error is most pronounced when flying on a heading of east or west and decreases when flying closer to a north or south heading in a direct north or south heading this error does not occur .in the northern hemisphere the compass swings towards the north during acceleration and towards the south during deceleration in the southern hemisphere this error occurs the other way round when the speed stabilises the error disappears .learn this for northern hemisphere ands . a cceleration gives apparent turn to n orth . d eceleration gives apparent turn to s outh
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