022 – INSTRUMENTATION
022-01 FLIGHT INSTRUMENTS
022-01-01 Air Data Instruments
2697. The error in altimeter readings caused by the variation of the static pressure near the source is known as:
A – instrument error B – hysteresis effect C – position pressure error D – barometric error Ref: all
Ans: C
2698. VFE is the maximum speed:
A – with the flaps extended for each approved flap position B – with the flaps extended in landing position
C – at which the flaps can be operated in turbulence D – with the flaps extended in take-off position Ref: all
Ans: A
2699. The airspeed indicator of a twin-engine aircraft comprises different sectors and colour marks. The blue line corresponds to the:
A – minimum control speed, or VMC B – maximum speed in operations, or VMO
C – optimum climbing speed with one engine inoperative, or Vy D – speed not to be exceeded, or VNE
Ref: all Ans: C
5447. VLE is the maximum:
A – speed at which the landing gear can be operated with full safety B – flight speed with landing gear down
C – speed with flaps extended in a given position D – speed authorised in flight
Ref: all Ans: B
5461. At a constant calibrated airspeed (CAS), the Mach number: A – increases when the altitude increases
B – decreases when the altitude increases
C – remains unchanged when the outside temperature increases D – remains unchanged when the outside temperature decreases Ref: AIR: atpl
Ans: A
5477. The primary factor which makes the servo-assisted altimeter more accurate than the simple pressure altimeter is the use of:
A – combination of counters/pointers
B – more effective temperature compensating leaf springs C – an induction pick-off device
D – a sub-scale logarithmic function Ref: all
Ans: C
5483. The reading of a Mach indicator is independent of: A – the static pressure
B – the outside temperature C – the total pressure
D – the differential pressure measurement Ref: AIR: atpl
5485. The QNH is by definition the value of the:
A – altimeter setting so that the needles of the altimeter indicate the altitude of the location for which it is given
B – atmospheric pressure at the sea level of the location for which it is given C – altimeter setting so that the needles indicate zero when the aircraft is on ground at the location for which it is provided
D – atmospheric pressure at the level of the ground over-flown by the aircraft Ref: all
Ans: A
5494. VNO is the maximum speed: A – which must never be exceeded
B – not to be exceeded except in still air and with caution C – at which the flight controls can be fully deflected D – with flaps extended in landing position
Ref: all Ans: B
5499. A pitot tube covered by ice which blocks the ram air inlet will affect the following instrument(s):
A – altimeter only
B – airspeed indicator only C – vertical speed indicator only
D – airspeed indicator, altimeter and vertical speed indicator Ref: all
Ans: B
5501. A pitot blockage of both the ram air input and the drain hole with the static port open causes the airspeed indicator to:
A – react like an altimeter B – read a little high C – read a little low D – freeze at zero Ref: all
5504. At sea level, on a typical servo altimeter, the tolerance in feet from indicated is: A - +/- 60 feet B - +/- 75 feet C - +/- 30 feet D - +/- 70 feet Ref: all Ans: C
5513. If the static source of an altimeter becomes blocked during a descent the instrument will:
A – continue to display the reading at which the blockage occurred B – gradually indicate zero
C – under-read
D – indicate a height equivalent to the setting on the millibar subscale Ref: all
Ans: A
5519. The advantages provided by an air data computer to indicate the altitude are: 1) Position/pressure error correction
2) Hysteresis error correction
3) Remote data transmission capability
4) Capability of operating as a conventional altimeter in the event of a failure The combination of correct statements is:
A – 1, 2, 3, 4 B – 1, 3, 4 C – 2, 3, 4 D – 1, 2, 3
Ref: AIR: atpl; HELI: atpl, cpl Ans: B
5546. The density altitude is:
A – the pressure altitude corrected for the density of air at this point B – the temperature altitude corrected for the difference between the real temperature and the standard temperature
C – the pressure altitude corrected for the relative density prevailing at this point
D – the altitude of the standard atmosphere on which the density is equal to the actual density of the atmosphere
Ref: all Ans: D
5547. The velocity of sound at the sea level in a standard atmosphere is: A – 644 kt
B – 1059 kt C – 661 kt D – 332 kt Ref: AIR: atpl Ans: C
5557. In a standard atmosphere and at the sea level, the calibrated airspeed (CAS) is: A – higher than the true airspeed (TAS)
B – independent of the true airspeed (TAS) C – equal to the true airspeed (TAS) D – lower than the true airspeed (TAS) Ref: all
Ans: C
5562. VLO is the maximum:
A – flight speed with landing gear down
B – speed at which the landing gear can be operated with full safety C – speed with flaps extended in a given position
D – cruising speed not to be exceeded except in still air with caution Ref: all
5566. The limits of the green scale of an airspeed indicator are: A – VS1 for the lower limit and VNE for the upper limit B – VS0 for the lower limit and VNO for the upper limit C – VS1 for the lower limit and VNO for the upper limit D – VS1 for the lower limit and VLO for the upper limit Ref: all
Ans: C
5569. If an aircraft is equipped with one altimeter which is compensated for position error and another altimeter which is not, and all other factors being equal: A – there will be no difference between them if air the data computer is functioning normally
B – at high speed, the non-compensated altimeter will indicate a higher altitude
C – At high speed, the non-compensated altimeter will indicate a lower altitude
D – ATC will get an erroneous altitude report SSR Ref: all
Ans: B
5571. When climbing at a constant Mach number below the tropopause, in ISA conditions, the Calibrated Airspeed (CAS) will:
A – remain constant B – increase at a linear rate C – decrease
D – increase at an exponential rate Ref: AIR: atpl
Ans: C
5576. The limits of the yellow scale of an airspeed indicator are: A – VFE for the lower limit and VNE for the upper limit B – VLO for the lower limit and VNE for the upper limit C – VLE for the lower limit and VNE for the upper limit D – VNO for the lower limit and VNE for the upper limit Ref: all
5579. During a straight and uniform climb, the pilot maintains a constant calibrated airspeed (CAS):
A – the Mach number is constant and the true airspeed (TAS) decreases B – The Mach number increases and the true airspeed (TAS) is constant C – The Mach number is constant and the true airspeed (TAS) is constant D – The Mach number increases and the true airspeed (TAS) increases Ref: AIR: atpl
Ans: D
5581. The purpose of the vibrating device of an altimeter is to: A – reduce the hysteresis effect
B – inform the crew of a failure of the instrument C – allow damping of the measurement in the unit D – reduce the effect of friction in the linkages Ref: all
Ans: D
5585. If the outside temperature at 35000 feet is -40oC, the local speed of sound is:
A – 307 kt B – 247 kt C – 396 kt D – 686 kt Ref: AIR: atpl Ans: C
5588. The calibrated airspeed (CAS) is obtained by applying to the indicated airspeed (IAS):
A – and instrument and density correction B – an antenna and compressibility correction
C – an instrument and position/pressure error correction D – a compressibility and density correction
Ref: all Ans: C
5598. Machmeter readings are subject to: A – temperature error
B – density error
C – position pressure error D – setting error
Ref: AIR: atpl Ans: C
5603. The pressure altitude is the altitude corresponding:
A – in ambient atmosphere, to the pressure Ps prevailing at this point B – in ambient atmosphere, to the reference pressure Ps
C – in standard atmosphere, to the reference pressure Ps
D – in standard atmosphere, to the pressure Ps prevailing at this point Ref: all
Ans: D
5604. 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 Ref: AIR: atpl
Ans: D
5606. When descending through an isothermal layer at a constant Calibrated Airspeed (CAS), the True Airspeed (TAS) will:
A – increase at a linear rate B – decrease
C – increase at an exponential rate D – remain constant
Ref: all Ans: B
5610. In case of accidental closing of an aircraft’s left static pressure port (rain, birds) the altimeter:
A – keeps on providing reliable reading in all situations
B – over-reads the altitude in case of a side-slip to the right and displays the correct information during symmetric flight
C – over-reads the altitude in case of a side-slip to the left and displays the correct information during symmetric flight
D – under-reads the altitude Ref: all
Ans: C
5616. The airspeed indicator of an aircraft is provided with a moving red and white hatched pointer. This pointer indicates the:
A – maximum speed in VMO operation, versus temperature B – maximum speed in VMO operation, versus altitude
C – speed indicated on the auto-throttle control box, versus temperature D – speed indicated on the auto-throttle control box versus altitude Ref: all
Ans: B
5618. With a pitot probe blocked due to ice build up, the aircraft airspeed indicator will indicate in descent a:
A – decreasing speed B – constant speed C – increasing speed D – fluctuating speed Ref: all Ans: A
5619. Given:
Ts = the static temperature (SAT Tt = the total temperature (TAT) Kr = the recovery co-efficient M = the Mach number
The total temperature can be expressed approximately by the formula: A – Tt = Ts (1-0.2M^2)
B – Tt = Ts (1+0.2M^2) C – Tt = Ts (1+0.2 Kr.M^2) D – Tt = Ts (1+0.2 Kr.M^2) Ref: AIR: atpl
Ans: B
5624. The operating principle of the vertical speed indicator (VSI) is based on the measurement of the rate of change of:
A – Kinetic pressure B – Dynamic pressure C – Total pressure D – Static pressure Ref: all Ans: D
5635. The response time of a vertical speed detector may be increased by adding a: A – return spring
B – bimetallic strip
C – correction based on an accelerometer sensor D – second calibrated port
Ref: all Ans: C
5653. The vertical speed indicator VSI is fed by: A – differential pressure B – total pressure C – dynamic pressure D – static pressure Ref: all Ans: D
5654. The airspeed indicator circuit consists of pressure sensors. The pitot tube directly supplies:
A – the total pressure
B – the total pressure and the static pressure C – the static pressure
D – the dynamic pressure Ref: all
Ans: A
5656. The Mach number is:
A – the ratio of the aircraft conventional airspeed to the sonic velocity at the altitude considered
B – a direct function of temperature – it varies in proportion to the square root of the absolute temperature
C – the ratio of the indicated airspeed to the sonic velocity at the altitude considered
D – the ratio of the aircraft true airspeed to the sonic velocity at the altitude considered
Ref: AIR: atpl Ans: D
5662. The pressure measured at the forward facing orifice of a pitot tube is the: A – static pressure
B – total pressure
C – total pressure plus static pressure D – dynamic pressure
Ref: all Ans: B
5668. The hysteresis error of an altimeter varies substantially with the: A – mach number of the aircraft
B – time passed at a given altitude C – aircraft altitude
D – static temperature Ref: all
5671. The velocity maximum operating (VMO) is a speed expressed in: A – computed airspeed (COAS)
B – equivalent airspeed (EAS) C – true airspeed (TAS) D – calibrated airspeed (CAS) Ref: all
Ans: D
5678. If the static source to an airspeed indicator (ASI) becomes blocked during a descent the instrument will:
A – under-read B – read zero
C – continue to indicate the speed applicable to that at the time of the blockage D – over-read
Ref: all Ans: D
5679. All the anemometers are calibrated according to:
A – Bernoulli’s limited formula which takes into account the air compressibility
B – St-Venant’s formula which takes into account the air compressibility C – St-Venant’s formula which considers the air as an uncompressible fluid D – Bernoulli’s limited formula which considers the air as an uncompressible fluid
Ref: all Ans: B
5683. If the static sourced to an altimeter becomes blocked during a climb, the instrument will:
A – under-read by an amount equivalent to the reading at the time that the instrument became blocked
B – continue to indicate the reading at which the blockage occurred C – which must never be exceeded
D – with flaps extended in landing position Ref: all
5686. VNE is the maximum speed:
A – at which the flight controls can be fully deflected B – not to be exceeded except in still air and with caution C – which must never be exceeded
D – with flaps extended in landing position Ref: all
Ans: C
5698. The advantages of an ADC over a traditional pitot – static system are: 1) position and compressibility correction
2) reduced lag
3) ability to supply many instruments
4) ability to act as an altimeter following failure A – 1, 2 & 3
B – 1, 2 & 4 C – 2, 3 & 4 D – 1, 3 & 4
Ref: AIR: atpl; HELI: atpl, cpl Ans: A
5702. At a constant Mach number, the calibrated air speed (CAS): A – remains unchanged when the outside temperature increases B – increases when the altitude increases
C – decreases when the altitude increases
D – remains unchanged when the outside temperature decreases Ref: AIR: atpl
Ans: C
5703. On board an aircraft the altitude is measured from the: A – density altitude B – pressure altitude C – temperature altitude D – standard altitude Ref: all Ans: B
5708. Sound propagate through the air at a speed which only depends on: A – temperature and the pressure
B – temperature C – pressure D – density Ref: all Ans: B
5715. In an Air Data Computer (ADC), aeroplane altitude is calculated from: A – Measurement of elapsed time for a radio signal transmitted to the ground surface and back
B – The difference between absolute and dynamic pressure at the fuselage C – Measurement of outside air temperature (OAT)
D – Measurement of absolute barometric pressure from a static source on the fuselage
Ref: AIR: atpl; HELI: atpl, cpl Ans: D
5717. With a constant weight, irrespective of the airfield altitude, an aircraft always takes off at the same:
A – ground speed B – calibrated airspeed C – true airspeed D – equivalent airspeed Ref: all Ans: B
5722. The static pressure error of the static vent on which the altimeter is connected varies substantially with the:
A – deformation of the aneroid capsule B – Mach number of the aircraft C – aircraft altitude
D – static temperature Ref: all
5730. Indication of Mach number is obtained from:
A – Indicated speed (IAS) compared with true air speed (TAS) from the air data computer
B – An ordinary airspeed indicator scaled for Mach numbers instead of knots C – A kind of echo sound comparing velocity of sound with indicated speed D – Indicated speed and altitude using a speed indicator equipped with an altimeter type aneroid
Ref: AIR: atpl Ans: D
5745. When flying from a sector of warm air into one of colder air, the altimeter will:
A – be just as correct as before B – under-read
C – over-read
D – show the actual height above ground Ref: all
Ans: C
5753. The principle of the Mach indicator is based on the computation of the ratio: A – (Pt + Ps) / Ps
B – (Pt – Ps) / Ps C – Pt / Ps D – (Pt – Ps) / Pt Ref: AIR: atpl Ans: B
5755. (Refer to figure 022-44)
The atmospheric pressure at FL 70 in a STANDARD + 10 atmosphere is: A – 942.85 hPa B – 781.85 hPa C – 1013.25 hPa D – 644.41 hPa Ref: all Ans: B
5757. The altitude indicated on board an aircraft flying in an atmosphere where all the atmosphere layers below the aircraft are cold is:
A – equal to the standard altitude B – the same as the real altitude C – lower than the real altitude D – higher than the real altitude Ref: all
Ans: C
5758. A leak in the pitot total pressure line of a non-pressurised aircraft to an airspeed indicator would cause it to:
A – over-read B – under-read
C – indication will drop to zero
D – freeze on the value it indicated at the time of failure Ref: all
Ans: B
5763. Today’s airspeed indicators (calibrated to the Saint-Venant formula), indicate, in the absence of static (and instrumental) error:
A – The conventional airspeed (CAS) in all case B – The airspeed, whatever the altitude
C – The equivalent airspeed, in all case D – The true airspeed
Ref: all Ans: A
5766. The limits of the white scale of an airspeed indicator are: A – VSO for the lower limit and VFE for the upper limit B – VS1 for the lower limit and VLE for the upper limit C – VSO for the lower limit and VLE for the upper limit D – VS1 for the lower limit and VFE for the upper limit Ref: all
5782. The altitude indicated on board an aircraft flying in an atmosphere where all atmosphere layer below the aircraft are warm i:
A – higher than the real altitude B – lower than the real altitude C – equal to the standard altitude D – the same as the real altitude Ref: all
Ans: A
5783. The altimeter consists of one or several aneroid capsules located in a sealed casing. The pressures in the aneroid capsule (i) and casing (ii) are
respectively:
A – (i) static pressure (ii) total pressure
B – (i) static pressure at time t (ii) static pressure at time t-t C – (i) total pressure (ii) static pressure
D – (i) vacuum (or a very low pressure) (ii) static pressure Ref: all
Ans: D
5793. 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 stabilised descent and finds that the indicated airspeed:
A – decreases steadily B – increases steadily
C – decreases abruptly towards zero D – increases abruptly towards VNE Ref: all
5970. In a non-pressurised aircraft, if one or several static pressure ports are damaged, there is an ultimate emergency means for restoring a practically correct static pressure intake:
A – calculating the ambient static pressure, allowing for the altitude and QNH and adjusting the instruments
B – descending as much as possible in order to fly at a pressure as close to 1013.25 hPa as possible
C – slightly opening a window to restore the ambient pressure in the cabin D – breaking the rate-of-climb indicator glass window
Ref: all Ans: D
12027. During a climb after take-off from a contaminated runway, if the total pressure probe of the airspeed indicator is blocked, the pilot finds that indicated
airspeed:
A – decreases, abruptly towards zero B – increases steadily
C – increases abruptly towards VNE D – decreases steadily
Ref: all Ans: B
12029. The vertical speed indicator of an aircraft flying at a true airspeed of 100 kt, in a descent with a slope of 3o indicates:
A - - 300 feet/min B - - 150 feet/min C - - 250 feet/min D - - 500 feet/min Ref: all Ans: D
12035. An Air Data Computer (ADC):
A – Measures position error in the static system and transmits this information to ATC to provide correct altitude reporting
B – Transforms air data measurements into electric impulses driving servo motors in instruments
C – Is an auxiliary system that provides altitude information in the event that the static source is blocked
D – Converts air data measurements given by ATC from the ground in order to provide correct altitude and speed information
Ref: AIR: atpl; HELI: atpl, cpl Ans: B
12037. Considering the maximum operational Mach number (MMC) and the maximum operational speed (VMO), the captain of a pressurised aircraft begins his descent from a high flight level. In order to meet his scheduled time of arrival, he decides to use the maximum ground speed at any time of the descent. He will be limited:
A – initially by the VMO, then by the MMO below a certain flight level B – by the MMO
C – by the VMO in still air
D – initially by the MMO, then by the VMO below a certain flight level Ref: AIR: atpl
Ans: D
12043. The altimeter is fed by: A – differential pressure B – static pressure C – dynamic pressure D – total pressure Ref: all Ans: B
12898. Calibrated air speed is:
A – IAS plus the pressure error B – IAS plus density error correction C – IAS plus compressibility correction D – IAS plus instrument error correction Ref: all
Ans: D
12992. An aircraft is flying at an indicated altitude of 16,000 ft. The outside air temperature is -30oC. What is the true altitude of the aircraft?
A – 16,200 ft B – 15,200 ft C – 18,600 ft D – 13,500 ft Ref: all Ans: B
12996. An aircraft is flying straight and level, over a warm air mass. The altimeter reading will be:
A – correct
B – greater than the real height C – less than the real height
D – oscillating around the correct height Ref: all
Ans: C
20177. A leak in the pitot total pressure line of a non-pressurised aircraft to an airspeed indicator would cause it to:
A – under-read B – over-read
C – over-read in a climb and under-read in a descent D – under-read in a climb and over-read in a descent Ref: all
20502. A blocked pitot head with a clear static source causes the airspeed indicator to: A – read like a vertical speed indicator
B – react like an altimeter C – operate normally D – freeze at zero Ref: all
Ans: B
20505. A dynamic pressure measurement circuit is constituted of the following pressure probes:
A – total pressure and static pressure B – static pressure only
C – total pressure only
D – total pressure and standard pressure Ref: all
Ans: A
20523. A vertical speed indicator measures the difference between: A – the dynamic pressure and the static pressure
B – the total pressure and the static pressure
C – the total instantaneous pressure and the total pressure at a previous moment
D – the instantaneous static pressure and the static pressure at a previous moment
Ref: all Ans: D
20527. An air data computer
1) supplies the ground speed and the drift (angle) 2) determines the total temperature and the true altitude 3) receives the static pressure and the total pressure 4) supplies the true airspeed to the inertial unit 5) determines the aircraft altitude
The combination regrouping all the correct statements is: A – 3, 4 and 5
B – 1 and 2 C – 2 and 5 D – 2, 3 and 4
Ref: AIR: atpl; HELI: atpl, cpl Ans: A
20528. An aircraft is descending from FL 390 to ground level at maimum speed. The limits in speed will be:
A – the VMO only
B – initially the VMO, then the MMO below a certain flight level C – the MMO only
D – initially the MMO, then the VMO below a certain flight level Ref: AIR: atpl
Ans: D
20530. An aircraft is equipped with one altimeter that is compensated for position error and another one altimeter that is not. Assuming all other factors are equal, during a straight symmetrical flight:
A – the greater the speed, the greater the error between the two altimeters B – the greater the speed, the lower the error between the two altimeters C – the lower the speed, the greater the error between the two altimeters D – the error between the two altimeters does not depend on the speed Ref: all
20533. An airplane is cruising at FL 190. The auto-throttle maintains a constant CAS. If the total temperature decreases, the Mach number:
A – remains constant B – increases
C – decreases
D – decreases if OAT is lower than standard temperature, increases in the opposite case
Ref: AIR: atpl Ans: A
20534. An airplane is cruising at FL220. The auto-throttle maintains a constant CAS. If the total temperature increases, the Mach number:
A – remains constant B – increases
C – decreases
D – decreases if OAT is lower than standard temperature, increases in the opposite case
Ref: AIR: atpl Ans: A
20535. An airspeed indicator displays: A – IAS B – EAS C – CAS D – TAS Ref: all Ans: A
20536. An airspeed indicator includes a capsule; inside this capsule is: A – a very low residual pressure and outside is static pressure B – static pressure and outside is dynamic pressure
C – a very low residual pressure and outside is static pressure D – static pressure and outside a very low residual pressure Ref: all
20537. An altimeter contains one or more aneroid capsules. Inside these capsules is: A – dynamic pressure and outside is static pressure
B – static pressure and outside is dynamic pressure
C – a very low residual pressure and outside is static pressure D – static pressure and outside a very low residual pressure Ref: all
Ans: C
20538. An aneroid capsule:
1) measures differential pressure 2) measures absolute pressure
3) is used for low pressure measurement 4) is used for very high pressure measurement
The combination regrouping all the correct statements is: A – 1, 3 B – 2, 3 C – 2, 4 D – 1, 4 Ref: all Ans: B
20543. As a result of the failure of the central air data computer (CADC), the inertial navigation system (INS) will no longer provide information about:
A – the wind direction and speed B – the ground speed
C – the time (TIME) at the next waypoint (WPT) D – the drift
Ref: AIR: atpl; HELI: atpl, cpl Ans: A
20544. Assuming that the CAS remains constant, if the total pressure probe is blocked, the IAS:
A – remains constant during level flight, decreases during a climb and increases during a descent
B – remains constant during level flight, increases during a climb and decreases during a descent
C – increases during level flight, remains constant during a climb and a descent
D – remains constant during all the phases of the flight Ref: all
Ans: B
20545. Assuming the flight level and Mach number remain constant, when the OAT decreases:
A – IAS and TAS decrease
B – IAS increases and TAS decreases C – IAS decreases and TAS increases D – IAS and TAS increase
Ref: AIR: atpl Ans: A
20546. Assuming the flight level and Mach number remain constant, when the OAT increases:
A – IAS and TAS decrease B – IAS and TAS increase
C – IAS increases and TAS decreases D – IAS decreases and TAS increases Ref: AIR: atpl
20547. At flight level and Mach number constant, if total temperature decreases, the CAS:
A – decreases if OAT is lower than standard temperature, increases in the opposite case
B – increases C – decreases
D – remains constant Ref: AIR: atpl Ans: D
20548. At flight level and Mach number constant, if total temperature increases, the CAS:
A – decreases if OAT is lower than standard temperature, increases in the opposite case
B – increases C – decreases
D – remains constant Ref: AIR: atpl Ans: D
20551. Below the tropopause in standard conditions, when climbing at a constant Mach number:
A – TAS decreases B – TAS increases
C – TAS remains constant
D – the difference between surrounding conditions and ISA must be known to deduce the TAS variation
Ref: AIR: atpl Ans: A
20552. Below the tropopause in standard conditions, when descending at a constant CAS:
A – Mach number and the velocity of sound decrease
B – Mach number increases and the velocity of sound decreases C – Mach number and the velocity of sound increase
D – Mach number decreases and the velocity of sound increases Ref: AIR: atpl
20553. Below the tropopause in standard conditions, when descending at a constant mach number:
A – TAS remains constant B – TAS decreases
C – TAS increases
D – the difference between surrounding conditions and ISA must be known to deduce the TAS variation
Ref: AIR: atpl Ans: C
20554. Calibrated Air Speed (CAS) is obtained from Indicated Air Speed (IAS) by correcting for the following errors:
1) position
2) compressibility 3) instrument 4) density
The combination regrouping all the correct statements is: A – 2, 3, 4 B – 3, 4 C – 1, 3, 4 D – 1, 3 Ref: all Ans: D
20555. Calibrated Air Speed (CAS) is obtained from Indicated Air Speed (IAS) by correcting for the:
A – instrument error
B – position and instrument errors C – density error
D – position and density errors Ref: all
20556. Calibrated Air Speed (CAS) is:
A – Indicated Air Speed (IAS) corrected for compressibility error
B – Indicated Air Speed (IAS) corrected for position and instrument errors C – Equivalent Air Speed (EAS) corrected for density error
D – Equivalent Air Speed (EAS) corrected for compressibility and density errors
Ref: all Ans: B
20557. CAS can be obtained from the following data: A – TAS and pressure altitude
B – EAS and density altitude C – EAS and pressure altitude D – TAS and density altitude Ref: all
Ans: C
20561. Concerning the airspeed indicator, IAS is: A – the indicated reading on the instrument
B – the indicated reading on an instrument presumed to be perfect C – the indicated airspeed corrected for instrument and position errors D – the indicated airspeed corrected for instrument error only
Ref: all Ans: A
20576. Considering an airspeed indicator, a second stripped needle, if installed, indicates:
A – never-exceed speed (VNE) or maximum operating speed (VMO), depending on which is the higher
B – never-exceed speed (VNE)
C – never-exceed speed (VNE) or maximum operating speed (VMO), depending on which is the lowest
D – maximum operating speed (VMO) Ref: all
20577. Considering the relationship between CAS and EAS:
A – EAS may be lower or greater than CAS, depending on density altitude B – EAS is always greater than or equal to CAS
C – EAS may be lower or greater than CAS, depending on pressure altitude D – EAS is always lower than or equal to CAS
Ref: all Ans: D
20578. Due to its conception, the altimeter measures a: A – temperature altitude B – density altitude C – pressure altitude D – true altitude Ref: all Ans: C
20583. During a climb at a constant calibrated airspeed (CAS) below the tropopause in ISA conditions:
A – the Mach number decreases and the speed of sound increases B – the Mach number increases and the speed of sound decreases C – the Mach number and the speed of sound increases
D – the Mach number and the speed of sound decreases Ref: AIR: atpl
Ans: B
20584. During a climb at a constant calibrated airspeed (CAS) below the tropopause in standard conditions:
A – TAS increases and Mach number decreases B – TAS and Mach number decrease
C – TAS and Mach number increase
D – TAS decreases and Mach number increases Ref: AIR: atpl
20585. During a climb at a constant IAS below the tropopause in ISA conditions: A – the Mach number increases and the true airspeed decreases
B – the Mach number and the true airspeed decrease C – the Mach number and the true airspeed increase
D – the Mach number decreases and the true airspeed increases Ref: AIR: atpl
Ans: C
20586. During a climb at a constant Mach number below the tropopause in ISA conditions:
A – CAS and TAS decrease
B – CAS increases and TAS decreases C – CAS decreases and TAS increases D – CAS and TAS increase
Ref: AIR: atpl Ans: A
20587. During a climb at a constant Mach number below the tropopause in ISA conditions:
A – IAS and TAS decrease
B – IAS increases and TAS decreases C – IAS decreases and TAS increases D – IAS and TAS increase
Ref: AIR: atpl Ans: A
20588. 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 – increases until reaching VMO
B – decreases until reaching the stall speed C – decreases by 1% per 600 ft
D – increases by 1% per 600 ft Ref: AIR: atpl
20590. During a descent at a constant calibrated airspeed (CAS) below the tropopause in ISA conditions:
A – Mach number and TAS decrease B – Mach number and TAS increase
C – Mach number decreases and TAS increases D – Mach number increases and TAS decreases Ref: AIR: atpl
Ans: A
20591. During a descent at a constant IAS below the tropopause in ISA conditions: A – Mach number increases and TAS decreases
B – Mach number and TAS increase C – Mach number and TAS decrease
D – Mach number decreases and TAS increases Ref: AIR: atpl
Ans: C
20592. During a descent at a constant Mach number below the tropopause in ISA conditions:
A – CAS and TAS increase
B – CAS increases and TAS decreases C – CAS and TAS decrease
D – CAS decreases and TAS increases Ref: AIR: atpl
Ans: A
20593. During a descent at a constant Mach number below the tropopause in ISA conditions:
A – IAS and TAS increase B – IAS and TAS decrease
C – IAS increases and TAS decreases D – IAS decreases and TAS increases Ref: AIR: atpl
20599. 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 statements is: A – 2, 4 B – 2, 3 C – 1, 3 D – 1, 4 Ref: all Ans: B
20602. Equivalent Air Speed (EAS) is obtained from Calibrated Air Speed (CAS) by correcting for the following errors:
1) position
2) compressibility 3) instrument 4) density
The combination regrouping all the correct statements is: A – 2, 4 B – 4 C – 2 D – 1, 2, 3, 4 Ref: all Ans: C
20603. Equivalent Air Speed (EAS) is obtained from Calibrated Air Speed (CAS) by correcting for: A – compressibility error B – position error C – instrument error D – density error Ref: all Ans: A
20604. 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 D – 1, 2, 3, 4 Ref: all Ans: B
20605. 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
Ref: all Ans: D
20606. Equivalent Air Speed (EAS) is:
A – Calibrated Air Speed (CAS) corrected for compressibility error B – Calibrated Air Speed (CAS) corrected for density error
C – True Air Speed (TAS) corrected for compressibility error
D – True Air Speed (TAS) corrected for compressibility and density errors Ref: all
20617. For TAS calculations, the ADC uses the following parameters: 1) SAT
2) TAT
3) Static pressure 4) Total pressure
The combination regrouping all the correct statements is: A – 1, 2, 3, 4 B – 2, 3, 4 C – 3, 4 D – 1, 3, 4 Ref: all Ans: B 20619. Given: Pt = total pressure Ps = static pressure Pd = dynamic pressure A – Pd = Pt + Ps B – Pt = Pd + Ps C – Ps = Pt + Pd D – Pd = Pt/Ps Ref: all Ans: B 20620. Given: Pt = total pressure Ps = static pressure
Pso = static pressure at sea level
Calibrated airspeed (CAS) is a function of: A – Pt/Ps B – Ps – Pso C – Pt – Ps D – (Pt – Pso) / Ps Ref: all Ans: C
20621. Given:
Pt = total pressure Ps = static pressure
Pso = static pressure at sea level Dynamic pressure is:
A – (Pt – Ps) / Ps B – Pt – Pso C – (Pt – Pso) / Pso D – Pt – Ps Ref: all Ans: D 20622. Given: Pt = total pressure Ps = static pressure Dynamic pressure is: A – Pt / Ps B – (Pt – Ps) / Pt C – (Pt – Ps) / Ps D – Pt – Ps Ref: all Ans: D 20623. Given: Mach Number M = 0.70
Measured impact temperature = -48oC
The recovery factor (Kr) of the temperature probe + 0.85 The OAT is:
A - -65oC
B - -45oC
C - -64oC
D - -51oC
Ref: AIR: atpl Ans: A
20624. Given:
Pt = total pressure Ps = static pressure Pd = dynamic pressure
The airspeed indicator is fed by: A – Ps – Pt B – Pd C – Pt – Pd D – Pd – Ps Ref: all Ans: B
20626. If the total pressure intake on the pitot tube is rapidly clogged up by ice during flight, what effect will it have on the airspeed indication during a climb? A – The total pressure is trapped while the static pressure decreases, implying an increasing indicated airspeed
B – The total pressure is trapped while the static pressure decreases, implying a decreasing indicated airspeed
C – As the total pressure in the pitot static system is trapped, the airspeed indicator will indicate a constant airspeed
D – The total pressure is trapped while the static pressure increases, implying a decreasing indicated airspeed
Ref: all Ans: A
20627. If an aircraft maintaining a constant CAS and flight level is flying from a cold air mass into warmer air:
A – Mach number increases B – TAS decreases
C – TAS increases
D – Mach number decreases Ref: all
20628. If an aircraft maintaining a constant CAS and flight level is flying from a warm air mass into colder air:
A – Mach number increases B – TAS increases
C – TAS decreases
D – Mach number decreases Ref: all
Ans: C
20632. If OAT decreases when at a constant Mach number:
A – TAS decreases only if the flight level remains constant B – TAS increases
C – TAS decreases
D – TAS remains constant only if the flight level remains constant Ref: AIR: atpl
Ans: C
20633. If OAT decreases 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 decreases
C – Mach number remains constant D – Mach number increases
Ref: AIR: atpl Ans: D
20634. If total temperature decreases whilst maintaining a constant CAS and flight level:
A – TAS increases
B – Mach number increases C – TAS remains constant
D – Mach number remains constant Ref: AIR: atpl
20635. If OAT increases when at a constant Mach number: A – TAS decreases
B – TAS increases
C – TAS decreases only if the flight level remains constant
D – TAS remains constant only if the flight level remains constant Ref: AIR: atpl
Ans: B
20636. 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 increases
C – Mach number remains constant D – Mach number decreases
Ref: AIR: atpl Ans: D
20637. If total temperature increases whilst maintaining a constant CAS and flight level:
A – TAS decreases
B – Mach number decreases C – TAS remains constant
D – Mach number remains constant Ref: AIR: atpl
Ans: D
20638. If the pitot tube becomes blocked during a descent, the airspeed indicator: A – over-reads
B – under-reads
C – under-reads or over-reads depending on the air density D – indicates a constant speed
Ref: all Ans: B
20639. If the pitot tube ices up during a flight, the affected equipment(s) is (are): 1) the altimeter
2) the variometer 3) the airspeed indicator
The combination regrouping all the correct statements is: A – 1, 2 B – 1, 2, 3 C – 1, 3 D – 3 Ref: all Ans: D
20640. If the static intakes are completely clogged up by ice during a climb, the VSI shows:
A – a descent if the outside static pressure is less than the pressure in the gauge
B – zero
C – a constant rate of climb, even if the aircraft is levelling out
D – an increasing rate of climb if the ambient static pressure decreases Ref: all
Ans: B
20641. If the static source of an altimeter becomes blocked during a climb the instrument will:
A – indicate a height equivalent to the setting on the millibar sub-scale B – gradually indicate zero
C – under-read
D – continue to display the reading at which the blockage occurred Ref: all
20645. If, during a descent:
- the pneumatic altimeter reading is constant - the VSI shows zero
- the IAS is increasing
the most likely explanation is that:
A – the static intakes are completely clogged up by ice B – the total pressure intake is completely clogged up by ice C – there is a leakage in the static pressure line
D – the antenna of the radio altimeter is completely clogged up by ice Ref: all
Ans: A
20658. In a standard atmosphere and at the sea level, the equivalent airspeed (EAS) is: A – lower than the true airspeed (TAS)
B – independent of the true airspeed (TAS) C – higher than the true airspeed (TAS) D – equal to the true airspeed (TAS) Ref: all
Ans: D
20663. In standard atmosphere, when descending at constant CAS: A – TAS remains constant
B – TAS decreases C – TAS increases
D – TAS first increases and then remains constant below the tropopause Ref: all
Ans: B
20664. In the absence of position and instrument errors, CAS is equal to: A – IAS
B – EAS C – TAS
D – IAS and EAS Ref: all
20665. In the absence of position and instrument errors, IAS is equal to: A – CAS and EAS
B – EAS C – TAS D – CAS Ref: all Ans: D
20666. In the absence of position and instrument errors: A – IAS = EAS B – IAS = EAS C – CAS = EAS D – CAS = TAS Ref: all Ans: B
20667. In the absence of position and instrumental errors, IAS is equal to: A – TAS B – EAS C – CAS D – KAS Ref: all Ans: C
20668. In the directional gyro the detection system of the local vertical feeds: A – a torque motor on the sensitive axis
B – a nozzle integral with the outer gimbal ring C – a levelling erection torque motor
D – two torque motors arranged horizontally Ref: all
20673. Maintaining CAS and flight level constant, a fall in ambient temperature results in:
A – lower TAS because air density increases B – lower TAS because air density decreases C – higher TAS because air density increases D – higher TAS because air density decreases Ref: all
Ans: A
20679. Parallax error is: A – a reading error
B - due to temperature effect C – due to pressure effect
D – due to the effect of aircraft accelerations Ref: all
Ans: A
20682. TAS can be obtained from the following data: A – CAS and pressure altitude
B – EAS and pressure altitude C – CAS and density altitude D – EAS and density altitude Ref: all
Ans: D
20685. The altimeter indicates true altitude:
A – when the temperature on the ground is +15oC with a lapse rate of 2oC per
1000 feet, and correct QNH is set B – in ISA conditions only
C – when the temperature on the ground is +15oC with a lapse rate of 2oC per
1000 feet, and correct QFE is set
D – when pressure at mean sea level is 10135.25 hPa, with a ground temperature of +15oC and a density equal to 1,225 kg/m3
Ref: all Ans: B
20686. The altimeter is supplied with: A – static pressure B – dynamic pressure C – total pressure D – differential pressure Ref: all Ans: A
20687. The altimeter of your aircraft indicates 10,000 ft with a subscale-setting of 1013.25 mb. OAT is +5oC. The pressure altitude of the aircraft is:
A – 697 hPa B – 10400 ft C – 9600 ft D – 10000 ft Ref: all Ans: D
20688. The altimeter of your aircraft indicates 11000 ft with a subscale-setting of 1013.25 mb QNH is 1023 hPa. OAT is +3oC. The pressure altitude of the
aircraft is: A – 10250 ft B – 11740 ft C – 11000 ft D – 670 hPa Ref: all Ans: C
20689. The altimeter of your aircraft indicates 12000 ft with a subscale-setting of 1013.25 mb. QNH is 999 hPa. The pressure altitude of the aircraft is: A – 644 hPa B – 11580 ft C – 12420 ft D – 12000 ft Ref: all Ans: D
20690. The altimeter of your aircraft indicates 15000 ft with a subscale-setting of 1013.25 mb. OAT is -21oC. The pressure altitude of the aircraft is:
A – 15000 ft B – 14640 ft C – 15360 ft D – 572 hPa Ref: all Ans: A
20691. The altimeter of your aircraft indicates 16000 ft with a subscale-setting of 1013.25 mb. QNH is 993 hPa. OAT is -3oC. The pressure altitude of the
aircraft is: A – 16000 ft B – 14200 ft C – 17700 ft D – 548 hPa Ref: all Ans: A
20692. The altimeter of your aircraft indicates 17000 ft with a subscale-setting of 1013.25 mb. QNH is 1031 hPa. The pressure altitude of the aircraft is: A – 17540 ft B – 17000 ft C – 16460 ft D – 527 hPa Ref: all Ans: B
20704. 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: A – 2, 3 B – 2, 4 C – 1, 3 D – 1, 4 Ref: all Ans: A
20753. The indicated Mach number is independent from: A – total pressure
B – dynamic pressure C – static pressure D – temperature Ref: AIR: atpl Ans: D
20758. The input data of an ADC are: 1) OAT
2) TAT
3) Static pressure 4) Total pressure
The combination regrouping all the correct statements is: A – 1, 2, 3, 4
B – 2, 3, 4 C – 1, 3, 4 D – 1, 2, 4
Ref: AIR: atpl; HELI: atpl, cpl Ans: B
20762. The Mach number is proportional to the ratio: (Note: ‘a’ indicates the local speed of sound) A – EAS/a
B – CAS/a C – TAS/a D – IAS/a Ref: AIR: atpl Ans: C
20765. The maximum TAS is obtained at: A – the maximum flight level
B – the flight level at which simultaneously CAS = VMO and M = MMO C – all the flight level(s) where CAS = VMO
D – all the flight level(s) where M = MMO Ref: AIR: atpl
Ans: B
20775. The parameter that determines the relationship between EAS and TAS is: A – Mach number B – pressure altitude C – OAT D – density altitude Ref: all Ans: D
20777. The position error of the static vent on which the altimeter is connected varies substantially with the:
A – deformation of the aneroid capsule B – Mach number of the aircraft C – flight time at high altitude D – static temperature
Ref: AIR: atpl Ans: B
20779. The pressure capsule of an airspeed indicator is sensitive to the difference: A – (Total Pressure – Dynamic Pressure), called Static Pressure
B – (Dynamic Pressure – Static Pressure), called Total Pressure C – (Total Pressure – Static Pressure), called Dynamic Pressure D – (Dynamic Pressure – Total Pressure), called Static Pressure Ref: all
Ans: C
20785. The QNH is by definition the value of the:
A – atmospheric pressure at the sea level of the location for which it is given B – altimeter setting so that the altimeter, on the apron of the aerodrome for which it is given, reads the elevation
C – altimeter setting so that the altimeter, on the apron of the aerodrome for which it is given, reads zero
D – atmospheric pressure at the level of the ground over-flown by the aircraft Ref: all
Ans: B
20801. The total pressure probe (pitot tube) comprises a mast which moves its port to a distance from the aircraft skin in order:
A – to locate it outside the boundary layer
B – not to disturb the aerodynamic flow around the aircraft C – it is protected from icing
D – it is easily accessible during maintenance checks Ref: all
Ans: A
20815. True Air Speed (TAS) is equal to Equivalent Air Speed (EAS) only if: A – P = 1013.25 hPa, OAT = 15oC and TAS < 200 kt
B – P = 1013.25 hPa and OAT = 273oK
C – P = 1013.25 hPa, OAT = 15oC and TAS >200 kt
D – P = 1013.25 hPa and OAT = 15oC
Ref: all Ans: D
20816. True Air Speed (TAS) is obtained from Calibrated Air Speed (CAS) by correcting for the following errors:
1) instrument 2) compressibility 3) position
4) density
The combination regrouping all the correct statements is: A – 2, 4 B – 2 C – 4 D – 1, 2, 3, 4 Ref: all Ans: A
20817. True Air Speed (TAS) is obtained from Equivalent Air Speed (EAS) by correcting for:
A – instrument error B – compressibility error C – density error
D – position and instrument errors Ref: all
Ans: C
20818. 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: A – 3, 4 B – 1, 2, 3, 4 C – 1, 2 D – 1, 3, 4 Ref: all Ans: B
20819. True Air Speed (TAS) is:
A – Equivalent Air Speed (EAS) corrected for compressibility error B – Equivalent Air Speed (EAS) corrected for density error
C – Calibrated Air Speed (CAS) corrected for density error
D – Calibrated Air Speed (CAS) corrected for compressibility error Ref: all
Ans: B
20820. True Air Speed (TAS) is:
A – Calibrated Air Speed (CAS) corrected for density error only
B – Calibrated Air Speed (CAS corrected for compressibility and density errors
C – Equivalent Air Speed (EAS) corrected for compressibility error only D – Equivalent Air Speed (EAS) corrected for compressibility and density errors
Ref: all Ans: B
20821. True Air Speed (TAS) is:
A – Calibrated Air Speed (CAS) corrected for instrument, compressibility and density errors
B – Indicated Air Speed (IAS) corrected for compressibility and density errors only
C – Calibrated Air Speed (CAS) corrected for instrument, position, compressibility and density errors
D – Indicated Air Speed (IAS) corrected for instrument, position, compressibility and density errors
Ref: all Ans: D
20822. When climbing at a constant CAS in a standard atmosphere: A – TAS decreases
B – TAS increases
C – TAS remains constant
D – TAS first decreases, then remains constant above the tropopause Ref: all
20823. 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, 4
B – 2, 4 C – 1, 3 D – 2, 3 Ref: AIR: atpl Ans: D
20824. When climbing at a constant CAS throughout an isothermal layer, the Mach number:
A – decreases if OAT is lower than the standard temperature B – decreases
C – remains constant D – increases
Ref: AIR: atpl Ans: D
20825. When climbing at a constant CAS: A – Mach number decreases B – Mach number increases
C – Mach number remains constant
D – the difference between surrounding conditions and ISA must be known to deduce the Mach number variation
Ref: AIR: atpl Ans: B
20826. When climbing at a constant CAS: A – EAS decreases
B – EAS increases
C – EAS remains constant
D – EAS does not depend on altitude Ref: all
Ans: A
20827. When climbing at a constant Mach number through an isothermal layer, the CAS:
A – decreases if OAT is lower than the standard temperature, increases if higher
B – increases
C – remains constant D – decreases
Ref: AIR: atpl Ans: D
20828. When climbing at a constant Mach number: A – CAS decreases
B – CAS increases
C – CAS remains constant
D – difference between surrounding conditions and ISA must be known to deduce the CAS variation
Ref: AIR: atpl Ans: A
20829. 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 – 2, 4
B – 2, 3 C – 1, 3 D – 1, 4 Ref: AIR: atpl Ans: A
20830. When descending at a constant CAS through out an isothermal layer, the Mach number:
A – increases if OAT is lower than the standard temperature, decreases if higher
B – increases
C – remains constant D – decreases
Ref: AIR; atpl Ans: D
20831. When descending at a constant CAS: A – Mach number decreases
B – Mach number increases
C – Mach number remains constant
D – the difference between surrounding conditions and ISA must be known to deduce the Mach number variation
Ref: AIR; atpl Ans: A
20832. When descending at a constant CAS: A – EAS increases
B – EAS decreases
C – EAS remains constant
D – EAS does not depend on altitude Ref: all
Ans: A
20833. When descending at a constant Mach number:
A – the difference between surrounding conditions and ISA must be known to deduce the CAS variation
B – CAS decreases
C – CAS remains constant D – CAS increases
Ref: AIR; atpl Ans: D
20834. When flying in cold air (colder than standard atmosphere), indicated altitude is:
A – lower than the true altitude B – the same as the true altitude C – higher than the true altitude D – equal to the standard altitude Ref: all
Ans: C
20835. When flying in cold air (colder than standard atmosphere), the altimeter will: A – show the actual height above the sea level
B – underestimate C – overestimate
D – show the actual height above ground Ref: all
20836. When flying in warm air (warmer than standard atmosphere), indicated altitude is:
A – higher than the true altitude B – the same as the true altitude C – lower than the true altitude D – equal to the standard altitude Ref: all
Ans: C
20841. Which of the following instruments are connected to the pitot-static system? 1) altimeter
2) air operated directional gyro 3) vertical speed indicator 4) airspeed indicator
The combination regrouping all the correct statements is: A – 1, 3 B – 1, 3, 4 C – 1, 2, 3, 4 D – 1, 2, 4 Ref: all Ans: B
20845. With constant weight and configuration, an aircraft always takes off at the same:
A – indicated airspeed B – ground speed C – true airspeed D – equivalent airspeed Ref: AIR; all
20846. With EAS and density altitude, we can deduce: A – CAS and TAS
B – CAS C – TAS D – IAS Ref: all Ans: C
20847. With EAS and pressure altitude, we can deduce: A – TAS
B – CAS
C – CAS and TAS D – IAS
Ref: all Ans: B
24470. A vibrator may be fitted to an altimeter to overcome: A – friction B – hysteresis C – lag D – pressure error Ref: all Ans: A
24471. The machmeter consists of:
A – an airspeed indicator with mach scale
B – an airspeed indicator with an altimeter capsule C – an altimeter corrected for density
D – a VSI and altimeter combind Ref: AIR; atpl
24472. CAS is IAS corrected for:
A – position and instrument error
B – instrument, pressure and density error C – relative density only
D – compressibility Ref: all
Ans: A 24474. QNH is:
A – the airfield barometric pressure
B – the setting that will give zero indication on the airfield C – the equivalent sea level pressure at the airfield
D – the setting that will indicate airfield height Ref: all
Ans: C
24475. The vertical reference of a data generation unit is: A – horizontal axis with 1 degree of freedom B – vertical axis with 1 degree of freedom C – horizontal axis with 2 degrees of freedom D – vertical axis with 2 degrees of freedom Ref: AIR: atpl; HELI: atpl, cpl
Ans: D
24479. An Air Data Computer (ADC) obtains altitude from: A – outside air temperature
B – barometric data from static source
C – time elapsed for signal to travel to and return from the earth D – difference between absolute and dynamic pressure
Ref: AIR: atpl; HELI: atpl, cpl Ans: B
24480. What formula gives the total temperature (TT) from the static temperature (TS): A – TT = TS (1 + 0.2 M^2) B – TT = TS (1 + 0.2 Kr M^2) C – TT = TS / (1 + 0.2 Kr M^2) D – TT = TS (1 – 0.2 M^2) Ref: AIR; atpl
Ans: B
24482. What is VMO calculated from: A – CAS B – TAS C – COAS D – EAS Ref: all Ans: D
24485. Descending from FL390 at maximum ground speed, what will the pilot be limited by:
A – VMO initially then MMO at a specified altitude B – MMO initially then VMO at a specified altitude C – VNE initially then MMO at a specified altitude D – VNO initially then VNE at a specified altitude Ref: AIR; atpl
Ans: B
24486. At constant weight, regardless of altitude, an aircraft always lifts off at a constant:
A – EAS B – TAS
C – ground speed D – CAS
Ref: AIR; all Ans: D
24487. VFE is the maximum speed at which: A – the flaps can be operated
B – the flaps may be extended in the take-off configuration C – the flaps may be extended in the landing configuration D – the flaps may be extended in a specified configuration Ref: all
Ans: D
24488. The white arc on the ASI indicates:
A – VS1 at the lower end and VLE at the upper end B – VS0 at the lower end and VLE at the upper end C – VS0 at the lower end and VFE at the upper end D – VS1 at the lower end and VFE at the upper end Ref: all
Ans: C
24490. An ASI circuit consists of pressure sensors. The Pitot Probe measures: A – total pressure & static pressure
B – dynamic pressure C – static pressure D – total pressure Ref: all
Ans: D
24491. Mach number is defined as the ratio of: A – IAS to Local Speed of Sound B – TAS to Local Speed of Sound C – CAS to Local Speed of Sound D – EAS to Local Speed of Sound Ref: AIR; atpl
24492. If a pitot source is blocked in an ASI, and the drain hole is blocked, but the static source is open, what will happen?
A – ASI reading goes to zero B – ASI under reads
C – ASI over reads
D – ASI behaves like an altimeter Ref: all
Ans: D
24497. What are the inputs to the ADC? 1) OAT 2) Dynamic pressure 3) TAT 4) Static pressure 5) Electric power 6) Pitot pressure 7) AOA A – 1, 2, 5 & 6 B – all 7 C – 3, 4 & 6 D – 3, 4, 5, 6 & 7
Ref: AIR: atpl; HELI: atpl, cpl Ans: D
24499. VNO is the maximum speed which: A – the pitot can fully deflect the controls
B – should only be exceeded in still air and with caution C – should never be exceeded
D – must not be exceeded for flap/gear extension Ref: all
24500. If while level at FL 270, at a constant CAS, temperature falls, what happens to the Mach Number?
A – decreases B – increases
C – remains constant
D – increases depending on whether temperature > ISA or < ISA Ref: AIR: atpl
Ans: C
24501. If the static vent becomes blocked on an unpressurised aircraft, what could you do?
A – open the window B – break the VSI glass
C – compute altitude mathematically D – select standby pitot source Ref: all
Ans: B
24503. What is density altitude:
A – altitude in the standard atmosphere at which the prevailing density is equal to the density in the standard atmosphere
B – pressure altitude corrected for prevailing temp C – temperature altitude
D – pressure corrected Ref: all
Ans: A
24505. Aircraft is travelling at 100 kts ground speed on a 3o glide slope. What is the rate of descent? A – 500 ft/min B – 300 ft/min C – 250 ft/min D – 600 ft/min Ref: all Ans: A
24506. If the pitot tube is leaking (and the pitot drain is blocked) in a non-pressurised A/C, the ASI will:
A – under-read B – over-read
C – over-read in the climb, under-read in the descent D – under-read in the climb, over-read in the descent Ref: all
Ans: A
24510. At sea level ISA, TAS: A – equals CAS
B – is greater than CAS C – is less than CAS Ref: all
Ans: A
24512. What will the altimeter read if the layers beneath the aircraft are all colder than standard?
A – Read lower than the real altitude B – Read higher than the real altitude C – Read the correct altitude
D – Readings will fluctuate Ref: all
Ans: B
24513. The indications of a machmeter are independent of: A – Temperature (OAT)
B – Static pressure
C – Differential static and dynamic pressure D – Dynamic pressure
Ref: AIR: atpl Ans: A
24516. What is the speed of sound at sea level ISA? A – 644 kts
B – 661 kts C – 1059 kts D – 583 kts Ref: AIR: atpl Ans: B
24517. What is the speed of sound at 25,000 ft and -28oC?
A – 624 kts B – 618 kts C – 601 kts D – 610 kts Ref: AIR: atpl Ans: D
24518. What is the speed of sound at 30,000 ft and -40oC? A – 562 kts
B – 618 kts C – 601 kts D – 610 kts Ref: AIR: atpl Ans: B
24519. If a constant CAS is maintained in a climb, what happens to the mach number?
A – Remains constant B – Increases
C – Decreases Ref: AIR: atpl Ans: B
24521. If a pitot tube and drains are blocked at altitude by icing, during a descent the ASI will:
A – read constant airspeed B – under read
C – over read D – show zero Ref: all
Ans: B
24523. Total Air Temp is always ___ than Static Air Temp and the difference varies with ___
A – warmer / altitude B – colder / altitude C – warmer / CAS D – colder / CAS Ref: AIR: atpl Ans: C
24525. What are the upper and lower limits of the yellow arc on an ASI? A – Lower limit VLO and upper limit VNE
B – Lower limit VLE and upper limit VNE C – Lower limit VNO and upper limit VNE D – Lower limit VLO and upper limit VLE Ref: all
Ans: C
24526. What does the blue line on an ASI of a twin propeller engined aircraft indicate?
A – VYSE B – VNO C – VFE D – VMCA Ref: AIR: all Ans: A
24530. Mach number is defined as:
A – the ratio of pitot pressure to dynamic pressure B – the ratio of static pressure to dynamic pressure C – the ratio of dynamic pressure to static pressure D – the ratio of static pressure to pitot pressure Ref: AIR: atpl
Ans: C
24531. You are flying at a constant FL 290 and constant Mach number. The total temperature increases by 5oC. The CAS will:
A – remain approximately constant B – increase by 10 kts
C – decrease by 10 kts
D – increase or decrease depending on whether you are above or below ISA Ref: AIR: atpl
Ans: A 24533. What is SAT?
A – Relative temperature measured in K B – Differential temperature measured in K C – Relative temperature measured in oC
D – Ambient temperature measured in oC
Ref: all Ans: D
24534. If an aircraft climbs, at constant mach No. in ISA conditions what happens to the TAS and the CAS?
A – TAS increases and CAS increases
B – TAS remains constant and CAS decreases C – TAS decreases and CAS increases
D – TAS decreases and CAS decreases Ref: AIR: atpl
24535. What happens when the static pressure supply, to an altimeter, becomes blocked during a descent?
A – reduces to zero B – over reads C – under reads
D – indicates altitude at which blockage occurred Ref: all
Ans: D
24538. What happens when the static pressure supply, to an altimeter, becomes blocked during a descent?
A – reduces to zero B – over reads C – under reads
D – indicates altitude at which blockage occurred Ref: all
Ans: A
24540. VLO is defined as:
A – the maximum speed at which to fly with the landing gear retracted B – the maximum speed at which the landing gear may be retracted o extended
C – the maximum speed at which to fly with the landing gear extended D – the minimum speed at which to fly with the landing gear extended Ref: all
Ans: B
24541. VNE is defined as:
A – the speed which must not be exceeded in still air, or without caution B – the speed above which the landing gear may not be extended
C – the speed which must never be exceeded
D – the maximum speed for normal flap extension to be selected Ref: all
24544. If an aircraft is descending at constant mach number, and the total air temperature remains constant, what happens to the CAS?
A – remains constant B – decreases
C – increases
D – increases if the temperature is below standard, and decreases if the temperature is above standard
Ref: AIR: atpl Ans: C
24546. A machmeter measures the ratio of: A – pitot pressure to static pressure
B – (pitot pressure minus static pressure) to static pressure C – pitot pressure times static pressure
D – pitot pressure to (static pressure times pitot pressure) Ref: AIR: atpl
Ans: B
24550. The green arc on the ASI is used to identify which speed range? A – VSO to VNO B – VS1 to VFE C – VS1 to VNO D – VS1 to VLO Ref: all Ans: C
24551. Pressure altitude may be defined as: A – the lowest forecast regional pressure
B – pressure measured in the standard atmosphere C – altitude indicated with QFE set on the altimeter D – altitude indicated with QNH set on the altimeter Ref: all
24552. What is the effect on an altimeter reading if variations in static pressure occur near to the pressure source?
A – a change in hysteresis error B – a change in the instrument error C – a change in the position error
D – a change in the compressibility error Ref: all
Ans: C
24791. During a descent at constant CAS and total temperature, the mach no: A – increases
B – remains constant
C – increases if SAT is greater than standard temperature and decreases if it is lower
D – decreases Ref: AIR: atpl Ans: D
24792. The single most significant item which makes a servo altimeter more accurate is:
A – electromagnetic pick-off B – logarithmic scale
C – temperature compensated spring D – multiple pointers
Ref: all Ans: A
24800. Mach number is determined from:
(PT = total pressure, PS = static pressure) A – (PT + PS) x PT
B – (PT – PS) x PT C – (PT x PS) x PT D – (PT – PS) / PS Ref: AIR: atpl Ans: D
