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MODULE 13 (13.3 / 13.4 / 13.6 / 13.8)
• HF IS 3 – 30 MHZ • GLIDESLOPE TONE FREQUENCY IS 90 HZ
• LOCALIZER TONE FREQUENCY IS 150 HZ
• VOICE SWITCH ON AUDIO SELECT PANEL HAS 1020 – 1350 HZ
BAND STOP FILTER
• ILS IS 111.1 HZ (ILS IS VHF)
• MLS IS 5000 – 6000 MHZ
• GPS RECEIVER NAV MSG FREQ IS 50 HZ
• VHF IS 108 – 136 MHZ
• VOR IS 112 – 118 MHZ (VOR IS VHF)
• TCAS TX AT 1030 MHZ
• TCAS RX AT 1090 MHZ
• WAVELENGTH OF A C BAND RADAR IS 4 – 8 CM
• GPS FREQ IS 1575 MHZ
• ILS MARKER BEACON FREQ IS 75 HZ
• 1 NM = 12.36 MICROSECONDS
• ADF OPERATES 190 KHZ – 1759 KHZ
• ACARS OPERATES IN 118 – 136 MHZ
• DME WORKS ON UHF
• MF BAND IS 300 KHZ – 3 MHZ
• G/S FREQ IS 328.6 – 335.4 MHZ
• ADF OPERATION RANGE IS AT MF BAND
• G/S TRANSMITTER OPERATES ON UHF BAND
• AUDIO FREQ RANGE IS 20 – 20000 HZ
• L BAND DME TRANSMIT ON FREQUENCY OF 1090 MHZ
• LOCALIZER EQUIP OPERATE IN VHF BAND
• THE TROPOPAUSE EXISTS AT 36,000 FEET • ROTOR BLADES OPERATE AT BEST LIFT / DRAG RATIO WHEN
THEIR AOA IS +30
• A SHROUDED TAIL ROTOR REDUCES THE NEED FOR - CYCLIC FEATHERING
• WHEN A HELICOPTER ROTOR BLADE FLAPS UP – PITCH
DECREASES • SOLIDITY OF A ROTOR IS THE RATIO OF BLADE AREA TO DISC
AREA
• DISC LOADING IS DEFINED AS – RATIO OF GROSS WEIGHT: DISC AREA
• AFTER A CHANGE IN PITCH OF A ROTOR BLADE, THE BLADE
WILL BE MAXIMUM FLAT AT 900 • ASSUMING THE PHASE LAG OF A ROTOR BLADE IS 90 0 & THE
CONTROL ADVANCE ANGLE IS 15 0 THEN THE PITCH OPERATING ARM MUST BE AT THE HIGHEST POINT OF THE SWASH PLATE 750 AHEAD OF THE HIGHEST FLAPPING POSITION
• IN A HELICOPTER THE ALTITUDE HOLD SIGNAL IS FROM –
THE BAROMETRIC ALTITUDE CAPSULE
• CPT CALL IS – A HI / LO CHIME & PINK LIGHT
• TOILET CALL IS – A HI CHIME & AMBER LIGHT
• SEAT BELT WARNING – LO CHIME • GALLEY EQUIPMENT IS FOUND IN AWN 99 • INSPECTION PROOF TESTING OF SEAT BELTS IS CARRIED O UT
TO 9g
• THE MINIMUM DISTANCE BETWEEN A SEAT CUSHION AND THE SEAT IN FRONT OF IT IS 7 INCHES
• EMERGENCY LOCATOR TRANSMITTER TRANSMITS 3
FREQUENCIES • VHF EMERGENCY FREQUENCY IS 121.5 MHZ
• AUTOPILOT, WHEN ON APPROACH TO LANDING, 3 AXIS ARE
USED
• BACK BEAM SCANNING IN AN MLS IS AT A RATE OF 20 DEGREES PER MILLISECOND (0.02 DEGREES PER MICROSECOND)
• MAXIMUM AZIMUTH COVERAGE BY A MLS FACILITY IS +/- 60
DEGREES
• NORMAL AZIMUTH COVERAGE BY A MLS FACILITY IS +/- 40 DEGREES
• IN MLS, THE 12 BIT PREAMBLE CONSISTS OF 5 BITS TIME
FUNCTION & CARRIER, & 7 BITS FUNCTION
• DURING AUTOLAND, LOCALIZER SIGNAL IS LOST AT 400FT. IN THE FINAL APPROACH A GO AROUND IS INITIATED
• CAT 2 AUTOLAND DH LIMITS ARE BELOW 200FT BUT NOT LESS
THAN 100FT
• CAT 1 AUTOLAND DH LIMITS ARE NOT LESS THAN 200FT
• A/C WILL CAPTURE AUTOLAND SYSTEM AT 1500FT
• CAT 2 RVR, IF THE ALERT HEIGHT IS 100FT, WILL BE 400 METERS
• CAT 3B ALLOWS APPROACH, LAND AND RUNWAY GUIDANCE
WITH TAXING VISIBILITY IN THE ORDER OF 50 METERS
• AN AC TACHOGENERATOR STATOR HAS 2 WINDINGS 900 APART
• ICAO WEATHER CATEGORY 3A IS OPERATION DOWN TO AND
ALONG THE SURFACE OF THE RUNWAY WITH RVR OF 200 METERS
• A CAT 11 FACILITY PERFORMANCE ILS HAS AN INTERSECT
HEIGHT OF 15M
• AVERAGE RISK OF AUTOLAND SHOULD NOT CONTRIBUTE A
RATE OF FATAL ACCIDENTS PER LANDING GREATER THAN 1 x 10-7
• TO ENSURE THE A/C ATTAINS THE GLIDESLOPE TRACK THER E
IS A GLIDESLOPE CAPTURE BIAS APPLIED FOR 10 SECONDS AFTER THE SYSTEM SWITCHES TO THE CAPTURE MODE
• ROLLOUT GUIDANCE BY RUDDER IS EFFECTIVE TO ABOUT 80
KNOTS
• GO AROUND CAN BE INITIATED BELOW 2000 FT
• ERROR = DEMAND – FEEDBACK
• 2 DATABASES REQUIRED IN AN FMS SYSTEM
• MODE 1 GPWS IS FOR EXCESSIVE DESCENT RATE
• MODE 2 GPWS IS FOR EXCESSIVE TERRAIN CLOSURE RATE
• HF USED FOR RADIO COMMUNICATION OVER 250 MILES
• SATELLITES TRANSMIT UPDATES EVERY 2ND ORBIT
• A/C IS NORTH OF VOR BEACON ON A COURSE OF 090 RMI. THE POINTER POINTS TO 180
• TONE FREQUENCY FOR GLIDESLOPE AND LOCALIZER ARE
G/S 90HZ LOCALIZER 150HZ
• AN 80ΩΩΩΩ COAXIAL CABLE IS CONNECTED TO AN 80 ΩΩΩΩ DIPOLE ARIEL THEREFORE THE RESISTANCE WOULD BE 80ΩΩΩΩ
• ADDING 6 FOOT OF CABLE TO BOTH TX & RX ARIEL’S ON A
RAD ALT WOULD GIVE 18 FOOT ERROR
• GPS EPHEMERIS COLLECTION TAKES 30 SECONDS
• THE VOICE SWITCH ON THE AUDIO SELECT PANEL HAS 1020 – 1350 HZ BAND STOP FILTER
• VOR CABLE IMPEDENCE IS 50ΩΩΩΩ
• HF CABLE IMPEDENCE IS 50ΩΩΩΩ
• VHF CABLE IMPEDENCE IS 50ΩΩΩΩ
• 7770 ON THE ATC CONTROL PANEL INDICATES EMERGENCY
• 760 CHANNELS ARE AVAILABLE ON VHF
• THE ILS MARKER BEACON LIGHTS ARE COLORED BLUE / AMBER / WHITE
• AVIATION DISTRESS SIGNAL IS 121.5 MHZ
• MLS FREQUENCY IS 5000 – 6000 MHZ
• THE ELECTRICAL TUNING UNIT OF A HF TRANSMITTER
MAINTAINS A VSWR OF THE ANTENNA AT 1.3 – 1
• HF TRANSMISSION OF 10 MHZ WITH A SIDEBAND OF 1000 HZ WHICH DRIFTS 50 HZ – THE RECEIVER AUDIO TONE WOULD BE 1000 HZ
• GPS RECEIVER NAVIGATION MESSAGE FREQUENCY IS 50 HZ
• GNS USES 4 SATELLITES
• VHF IS 118 – 137 MHZ
• 121.5 MHZ IS VHF FREQUENCY
• IN MLS, THE BEAM ANGLE AWAY FROM THE RUNWAY IS 150
• ACCURACY OF A GPS SYSTEM IS 16 METERS / LESS
• AN A/C WITH A 8.33 KHZ SEPARATION VHF COMMUNICATION
SYSTEM COMMUNICATES USING SINGLE CHANNEL SIMPLEX
• DECCA NAVIGATION SYSTEM OPERATES ON LOW FREQUENCY
• AN RMI IN VOR MODE, ITS POINTER IS SHOWING A COURSE OF 000. IF THE COURSE KNOB IS ADJUSTED TO 010 THE POINTER MOVES RIGHT
• TCAS TRANSMIT ON 1030 MHZ
• TCAS RECEIVES ON 1090 MHZ
• RAD ALT TRACK MODE IS EFFECTIVE TO 2500 FT
• WHEN THE VOR REFERENCE & VARIABLE PHASES ARE IN
PHASE QUADRATURE, THE A/C IS AT 0900 RADIAL
• DIFFERENTIAL GPS REQUIRE 4 SATELLITES AND 1 GROUND BASE TRANSMITTER
• GPS HAS 4 SATELLITES IN EACH OF 6 ORBITS
• IN A RAD ALT SYSTEM, IF THE TX AND RX CABLES ARE
INCREASED BY 3 INCHES, THE TOTAL CORRECTION FACTOR IS 9
• FMC STORE 2 PROGRAMMES, 1 ACTIVE AND 1 STANDBY
• THE QUADRANTAL ERROR IN ADF IS MAXIMUM AT A HEADING
OF 045
• THE TCAS SYSTEM HAS 2 ARIELS
• THE WAVELENGTH OF X BAND RADAR IS 3 CM
• THE A/C TRANSPONDER REPLY FREQUENCY IS 1090 MHZ
• A RAINFALL OF 5MM / HR IS INDICATED ON THE WXR BY A YELLOW COLOR
• WHEN THE A/C IS AT A HEIGHT OF 9500 FT & QNH IS 500 FT,
THE DISTANCE THE VHF COMMUNICATIONS CAN COVER IS 120 NM
• GLIDESLOPE EQUIP OPERATES IN UHF BAND
• IN A DOPPLER VOR, 30 HZ REFERENCE SIGNAL IS AM
MODULATED
• DURING TESTING THE ATC ALTITUDE FUNCTION THE PRESSURE ALTIMETER IS SET TO 1013.25Mb
• MODE C INTERROGATION WILL BE IGNORED WHEN THE P2
PULSE IS HIGHER AMPLITUDE TO P1
• THE TIME BETWEEN THE START OF THE P1 PULSE AND THE P 3 PULSE IGNORING THE P2 PULSE LENGTH FOR A MODE A TRANSMISSION IS 8 MICROSECONDS
• WAVELENGTH OF C BAND RADAR IS 4 – 8 CM
• VHF COMMUNICATION RANGE AT 9000 FT IS 110 NM
• GPS SENDS L1 & L2. THE L1 c/a CODE & P CODE
• MODE 4 OF GPWS DERIVES WARNINGS FROM RAD ALT DECREASE
• WHEN THE CVR IS U/S, FLIGHTS MUST NOT EXCEED 72 HOURS
• THE BEARING OF A NDB MEASURED BY ADF IS 060 DEGREES
RELATIVE TO A/C HEADING OF 030 DEGREES. THE RMI POINTER INDICATES 90 DEGREES
• GPS FREQUENCY IS 1575 MHZ
• ILS MARKER BEACON FREQUENCY IS 75 HZ
• ON TCAS WITH OWN A/C BELOW 1750 FT ANY OTHER A/C
BELOW 360 FT ARE DEEMED TO BE ON THE GROUND
• MODE S PULSES - S1, P1, P3, P4 ARE USED
• DME REPLY PULSES ARE 63 MHZ HIGHER OR LOWER
• 1 NAUTICAL MILE = 12.36 MICRO SECONDS
• DME TRANSPONDER TRANSMITS ON RECEIPT OF A PAIR OF PULSES SEPARATED BY 12 MICROSECONDS
• RAD ALT ELECTRICAL LENGTH OF A HELICOPTER IS 28 FOOT
• MODE S TRANSPONDERS TRANSMIT A BINARY CODE OF 24
BITS
• INS CALCULATES ON POWER UP LATITUDE
• ADF IS THETA
• THE DIFFERENCE BETWEEN THE DME TRANSMIT AND RECEIVE PULSE FREQUENCY IS 63 MHZ
• TCAS II IS 24 A/C PER 5 NAUTICAL MILE RADIUS
• A MODE C INTERROGATION WILL BE IGNORED WHEN THE P2
PULSE IS HIGHER AMPLITUDE TO THE P1 PULSE
• AN RMI IN VOR MODE, ITS POINTER SHOWING A COURSE OF 000. IF COURSE KNOB IS ADJUSTED BY 010, THE POINTER TURNS RIGHT
• MODE A – P1 TO P3 = 8 MICROSECONDS
• MODE C – P1 TO P3 = 21 MICROSECONDS
• AN A/C FLYING ON A HEADING OF 030 RECEIVES AN ADF
SIGNAL 030 RELATIVE TO A/C. THE POINTER INDICATES 060
• A RADIO FREQUENCY OF 16 MHZ WOULD BE USED FOR HF COMMUNICATIONS (HF IS 3 – 30 MHZ)
• LORAN C USES 100 KHZ
• A DME IS IN AUTO STANDBY WHEN THE DME RECEIVES 200 –
300 PULSES A SECOND
• AN A/C IS DUE NORTH OF A VOR STATION ON A HEADING O F 900. THE RMI DISPLAYS 1800
• VOR & ILS ARE VHF
• A SECONDARY SURVEILLANCE RADAR INTERROGATION
OPERATES ON A FREQ OF 1030 MHZ & PULSE SPACING DEPENDING ON THE MODE OF INTERROGATION
• FMS NAV DATA BASE IS UPDATED EVERY 28 DAYS
• IF THE 90 HZ TONE PREDOMINATES IN A LOCALIZER
RECEIVER, THE DEVIATION INDICATED WILL SHOW FLY RIGHT
• LOCALIZER MODULATION DEPT IS 20%
• THE ARIEL ELEMENT OF A VHF COMMUNICATIONS
TRANSMITTER / RECEIVER SHOULD HAVE A MIDBAND
LENGTH OF ππππ/4
• THE SHORT CIRCUIT STUB THAT IS USED FOR BROAD
BANDING A VHF WHIP MUST BE APPROX 59 CM
• VSWR OF A VHF SYSTEM WITH A FORWARD POWER OF 100W & A REFLECTED POWER OF 4W WILL BE 1.5: 1
• MIDDLE MARKER IS KEYED WITH ALTERNATE DOTS AND
DASHES
• THE MILLIVOLT DEFLECTION PER DOT ON ILS / VOR IS 75 / 75
• AN ACCELEROMETER IN AN INS MUST BE ABLE TO DETECT ACCELERATIONS DOWN TO 10-6g
• BANDWIDTH OF HF TRANSMISSION IS 3 KHZ
• VHF FREQ IS 108 – 136 MHZ
• TCAS DISPLAYS – WHITE DIAMONDS / RED SQUARES / AMBER CIRCLES
• DFDR ARINC 573 DATA BUS HAS 4 SUB FRAMES
• IN AIRCRAFT, VOR RECEIVER 30 HZ MODULATED REFERENCE
SIGNAL IS COMPARED WITH 30 HZ VARIABLE PHASE SIGNAL
• IN CVOR, 9960 C/S AM SUB CARRIER IS USED IN THE REFERENCE PHASE
• ADF OPERATES 190 – 1759 KHZ
• MODE C RESPONSE IS 20.3 MICROSECONDS
• COAXIAL TRANSMISSION LINE OF IMPEDENCE 80 ΩΩΩΩ IS
CONNECTED TO A DIAPOLE OF 120ΩΩΩΩ. WHEN CHECKING WITH AN OHMMETER THE READING WILL BE MORE THAN 20 MEGA OHMS
• A/C IS NORTH OF VOR BEACON & THE COURSE IS SET TO 900.
RMI INDICATES 1800
• ACARS OPERATES 118 – 136 MHZ
• THE MODULATION USED FOR THE BEAMS OF A LOCALIZER IN AN ILS ARE 150 HZ RIGHT OF RUNWAY CENTERLINE 90 HZ LEFT OF RUNWAY CENTERLINE
• GPS L1 & L2 SIGNALS ARE BI–PHASE 50 BIT / SECOND
• DECCA NAVIGATION USES LF
• A MODE S TRANSPONDER MAKES A MODE A/C ONLY CALL.
THE P2 PULSE IS 0.8 ∗∗∗∗S
• SINGLE SIDE BAND FILTERS ARE 3 KHZ
• MAN MADE NOISE CAUSES INTERFERENCE MAINLY BELOW 12 MHZ
• 3 RF AMPLIFIERS OF 10 dB & 10 KHZ ARE IN CASCADE.
THEREFORE THE OUTPUT IS 30 dB & 10 KHZ
• RADIO WAVES ARE SAID TO HAVE LINE OF SIGHT PROPAGATION ABOVE ABOUT 100MHZ
• THE IDEAL VSWR ON A RADIO TRANSMISSION LINE IS 1:1
• CRYSTALS OPERATE RELIABLY AT FUNDAMENTAL FREQUENCIES UP TO 30 MHZ
• DME WORKS ON UHF
• TCAS WILL ISSUE TRAFFIC ADVISORY IF A COLLISION IS
WITHIN 35 – 40 SECONDS OF OCCURRING
• MF BAND IS 300 KHZ – 3 MHZ
• THE NOISE FACTOR OF A RECEIVER WHOSE INPUT SIGNAL TO NOISE RATIO IS 15:1 & OUTPUT SIGNAL TO NOISE RATIO IS 12:1 IS 1:25
• A LORAN C TRANSMISSION CONSISTS OF 8 PULSES EACH 270
MICROSECONDS
• ARINC 629 OPERATES AT 2000 KB/S
• BNAV ACCURACY IS +/- 5 NM 95%
• WITH ATC CODE OF 0600 SELECTED, PULSES TRANSMITTED ARE B2 & B4
• FOR RHO – RHO NAVIGATION 2 DME SIGNALS ARE REQUIRED
• SINGLE SIDE BAND FILTERS ARE 3 KHZ
• AFTER THE PILOT DEPRESSES THE IDENT BUTTON, THE IDE NT
PULSE APPEARS 4.35µµµµ SECONDS AFTER LAST FRAME PULSE
• THE LENGTH OF RESONANT ANTENNA DIOPOLE IS LAMBDA / 2
• GPS SATELLITES ORBIT 10,900 NM HIGH
• SELCAL SIGNAL TRANSMITS 2 PAIRS OF TONES, 1 PAIR AFTER THE OTHER
• AN A/C IS ON COURSE ON AN ILS LOCALIZER. THE
DIFFERENCE IN DEPTH OF MODULATION IS ZERO
• ACARS TRANSMISSION TO PILOT IS INDICATED BY A DOUBLE CHIME
• FLIGHT DATA RECORDER UNDERWATER LOCATOR BEACON
WILL OPERATE AT 37 KHZ FOR 30 DAYS
• GPS COMPRISES OF 4 SATELLITES IN EACH OF 6 ORBITS
• COMMUNICATION BETWEEN AIRCRAFT EARTH STATION AND SATELLITE IS ON L BAND
• IN AN INTERROGATOR MODE S ADDRESSING FORMAT, THE
FIRST SYNCH PHASE REVERSAL OCCURS 2.75 µµµµ SECONDS AFTER P2
• IN VOR THE MANUAL PHASE SHIFT RESOLVER IS 30 HZ SIGNAL
• IMPEDENCE OF A HF ARIEL IS 50 ΩΩΩΩ
• FULL SCALE DEFLECTION ON A VOR SYSTEM IS 10 DEGREES
• A VHF COMMUNICATION BLADE ARIEL HAS A LENGTH OF A
QUARTER WAVELENGTH
• TO OBTAIN AN ACCURATE GPS FIX, THE GPS RECEIVER MUS T BE IN LINE OF SIGHT OF 4 SATELLITES
• GLIDESLOPE FREQUENCY IS 328.6 – 335.4 MHZ
• ADF OPERATION RANGE IS AT MF BAND
• OUTER MARKER FREQUENCY IS AT 400 HZ
• DME INTERROGATION IS CARRIED 63 MHZ ABOVE OR BELOW
TRANSMITTED FREQUENCY
• IRS SERVICEABILITY FOR INSERVICE DRIFT IS ASCERTAIN ED BY 3 + 3T
• DURING AN ACARS TRANSMISSION A 1 IS GENERATED BY THE
–VE HALF OF A 1200 HZ WAVEFORM
• ACARS TRANSMITS ITS DATA USING BINARY CODE
• IN FLIGHT MODE, THE FMS REFERENCE OF DATA SOURCE IS IRS, RHO – RHO, RHO - THETA
• RNAV USES INPUTS OF IRS, VOR, GPS, DME
• AIRCRAFT IS AT 9000 FT. THEREFORE OUT OF VHF RANGE IS
120 NM
• ATCRBS REPLY PULSES ARE 0.45 ∗∗∗∗S WIDE
• TIME BETWEEN F2 FRAMING PULSE & SP1 IS 4.35 ∗∗∗∗S
• TIME BETWEEN F1 FRAMING PULSE & F2 IS 20.3 ∗∗∗∗S
• SLEWING OF THE INS GIMBLLED PLATFORM STIMULATES IN
FLIGHT ATTITUDE CHANGES UP TO 710 IN PITCH AND 1800 AZIMUTH
• WHEN A/C IS HEADING DUE NORTH TOWARDS A VOR STATION
THE REFERENCE & VARIABLE SIGNALS WILL BE 1800 OUT OF PHASE
• MIDDLE MARKER TO RUNWAY THRESHOLD IS 3500 FEET
• GLIDESLOPE TRANSMITTER OPERATES ON UHF BAND
• CAT 3B AIRCRAFT USING FAIL OPERATIONAL AUTO LAND
EQUIPMENT WILL HAVE NO DECISION HEIGHT
• AUDIO FREQUENCY RANGE IS 20 – 20,000 HZ
• L BAND DME TRANSMITS ON A FREQUENCY OF 1090 MHZ
• IN SECONDARY RADAR SYSTEM, THE INTERROGATOR TRANSMITS AT 1030 MHZ
• A SIGNAL OF 120 MHZ FREQUENCY WILL NORMALLY
PROPAGATE BY MEANS OF SPACE WAVES
• TCAS CONSIDERS ANOTHER A/C TO BE ON GROUND AT DIFFERENCE HEIGHT BETWEEN THE BAROMETRIC ALTIMETER & RADIO ALTIMETER OF 180 FEET
• IN RAD ALT INSTALLATION, ARIEL SPACING MUST BE 8 FEET
• IN THE DOWNLINK 11 FORMAT A 0.5 PER SECOND PULSE IN
THE FIRST HALF OF THE SLOT REPRESENTS A LOGIC ONE
• THE UPLINK 11 FORMAT UTILIZES DIFFERENT PHASE SHIFT KEYING
• IN A UNIVERSAL ALL CALL TRANSPONDER INTERROGATION
P2 IS RADIATED BY THE OMNI DIRECTIONAL ARIEL
• TCAS TRANSMITS SQUITTER PULSES ON FREQUENCY OF 1090 MHZ
• ABOVE GLIDESLOPE, THE ILS GLIDESLOPE SIGNAL
MODULATION IS 90 HZ
• GLIDESLOPE EQUIP OPERATES IN UHF BAND
• LOCALIZER EQUIPMENT OPERATES IN VHF BAND
• THE AIRCRAFT EQUIP DETERMINES THE BEARING OF A GND STATION BY COMPARING THE PHASE OF TWO 30 HZ MODULATIONS
• IRS ALIGNMENT TAKES 10 MINUTES
• A SCHULER PENDULUM HAS A PERIOD OF OSCILLATION OF
84.4 MINS
• WHEN IN MANUAL MODE, THE CDU ALERT LAMP OF THE INS WILL FLASH 2 MINUTES NEXT WAYPOINT
• THE 3 ACCELEROMETERS ON A STRAPDOWN PLATFORM ARE
MOUNTED 900 TO EACH OTHER
• A BASIC INS PLATFORM HAS 2 ACCELEROMETERS AND 3 GYROS
• THE INS COMPUTES DISTANCE FROM ACCELERATION BY 2
SUCCESSIVE INTERROGATIONS
• THE 3 ACCELEROMETERS ON A STABLE PLATFORM ARE MOUNTED ORTHOGONALLY
• THE EARTH RATE IS 150 / HOUR
• TO PREVENT GIMBAL LOCK ON THE STABLE PLATFORM IT IS
NORMAL TO USE 4 GIMBALS
• THE 2 FREQUENCIES THAT ARE PAIRED ARE G/S & LOCALIZER
• LOCALIZER BEAM WIDTH IS THE ANGLE WHERE THE 2 EDGES OF THE BEAM ARE APART AT THE RUNWAY THRESHOLD BY 700 FEET
• IF FREQUENCY DECREASES WITHOUT ALTERING THE LENGTH
OF AN ARIEL………….BECOMES CAPACITIVE REACTIVE
• IF FREQUENCY INCREASES WITHOUT ALTERING THE LENGTH OF AN ARIEL………….BECOMES INDUCTIVE REACTIVE
• APPLIED PRESSURE OF AN ASI VARIES WITH THE SQUARE OF
SPEED
• AIRCRAFT FLIES IN STILL AIR AT 400 KNOTS & ENCOUNTERS A HEAD WIND OF 50 KNOTS. THEREFORE THE GROUND SPEED IS 350 KNOTS
• MODE S ADDRESS IS MADE UP OF 24 BITS
• WHEN AN AIRCRAFT IS ALIGNED FOR A COMPASS SWING
CHECK IT MUST BE ALIGNED WITH ERROR OF + / - 3 DEGREES
• THE ELECTRIC ARTIFICIAL HORIZON HAS MOVEMENT OF 3600 IN ROLL & 850 IN PITCH
• GPWS MODE 1 IS EXCESSIVE RATE OF DESCENT
• WHEN CARRYING OUT AN INSULATION CHECK ON A FUEL
PROBE, THE MAX VOLTAGE USED IS 250 VOLTS
• MAXIMUM DEVIATION ON A STANDBY MAGNETIC COMPASS MUST NOT BE MORE THAN 30
• COMPASS BASE CLASSIFICATION CLASS 2 IS PERIODICALLY
RESURVEYED EVERY 2 YEARS
• AIRCRAFT IS HEADING 270 0. MAGNETIC COMPASS DEVIATION IS –10. THE PILOT SHOULD FLY 2710
• VERTICAL GYROS ARE LIMITED TO 850 MOVEMENT IN PITCH
TO PREVENT GIMBAL LOCK
• AN ELECTRIC GYRO RPM IS 24,000 RPM
• THE CX & TX ROTORS OF A CONTROL SYNCHRO ARE 90 0 SHIFTED. OUTPUT IS THEREFORE 0
• COMPONENT C IS (DEV ON N – DEV ON S) / 2
• COMPONENT B IS (DEV ON E – DEV ON W) / 2
• A RATE GYRO HAS 1 DEGREE OF FREEDOM
• AIRCRAFT IN FLIGHT. THE BAROMETRIC SCALE OF ALTITUD E
IS SET TO 1013.25
• MODE S HAS 24 ADDRESS BITS
• IN RVSM, ERROR ALLOWED IS 80 FEET
• DURING A COMPASS SWING, USING A DATUM COMPASS, THE ERROR PERMITTED IN ALIGNING THE AIRCRAFT IS 5 DEGREES
• A DIRECTIONAL GYRO IS CHECKED EVERY 15 MINUTES FOR
DRIFT
• IN A BOOST GAUGE SYSTEM THE SENSING ELEMENT CONTAINS 2 CAPSULES
• STANDBY COMPASS ADJUSTING MAGNETS (FINDERS BARS)
EXERT THE MOST AMOUNT OF INFLUENCE WHEN 900 APART
• COEFFICIENT A IS ADJUSTED ON ANY HEADING
• WHEN AIRCRAFT REACHES 2500FT THE RAD ALT GOES OUT OF VIEW
• AIRCRAFT CERTIFIED AFTER 1997 WITH RVSM, THE MAXIMUM
TOLERANCE FOR THE SYSTEM WOULD BE + / - 200 FEET PLUS + / - 50 FEET FOR INSTRUMENT ERROR
• AIRCRAFT CERTIFIED BEFORE 1997 WITH RVSM, THE
MAXIMUM TOLERANCE FOR THE SYSTEM WOULD BE + / - 300 FEET PLUS + / - 50 FEET FOR INSTRUMENT ERROR
• LORAN C USES 100 KHZ
• SPEED OF ARINC 439 SYSTEM IS 100 KHZ
• IN A COMPASS SWING THE
NORTH ERROR IS –20 SOUTH ERROR IS –20 THEREFORE THE COEFFICIENT C = 0
• THE ALTITUDE RELATIVE TO SEA LEVEL, THAT THE
PRESSURE IN THE STANDARD ATMOSPHERE IS HALVED IS 18,000 FEET
• THE NEEDLE IN A RESOLVER IS CONNECTED TO 2 COILS ONLY
• AIRCRAFT LANDING ON QFE, ON TOUCHDOWN THE
ALTIMETER READS 0
• DC ELECTRIC CABLE MUST BE 24 INCHES FROM A COMPASS
• A COMPASS HAS A RESIDUAL DEVIATION OF +1 DEGREE. TO STEER A TRUE HEADING OF 1800 THE PILOT MUST STEER 1790
• ABSOLUTE PRESSURE OF 25 PSI IS 10.3 PSI
(GAUGE PRESSURE = ABSOLUTE PRESSURE – ATMOSPHERIC PRESSURE)
• JAR OPS STATES A FDR RECORDING MUST BE KEPT FOR 60
DAYS AFTER AN ACCIDENT OR INCIDENT
• COEFFICIENT A CORRECTION IS CARRIED OUT AFTER B & AFTER C
• COMPASS ERROR Q CORRECTIONS CORRECT C ERROR
• ICAO STANDARD ATMOSPHERE IS TAKEN FROM DATA
MEASURED AT 45 DEGREES NORTH
• ABOVE 2500 FEET THE RAD ALT POINTER IS HIDDEN BEHIND A MASK WITH OFF FLAG OUT OF VIEW
• MODES OF GPWS THAT MAY BE INHIBITED ARE MODES 4B & 5
• THE VOCAL REPETITION OF MODE 6 WARNINGS ARE
REPEATED ONCE ONLY
• THE HEIGHT THE RISING RUNWAY APPEARS IS 200 FEET
• CYCLIC SHIFT OF THE STATOR CONNECTIONS IN A TORQUE SYNCHRO RESULTS IN OUTPUT DATUM ADVANCED 240 DEGREES
• THE SCRATCH PAD IN A FMS CDU OCCUPIES THE FIRST 12
CHARACTER SPACES OF THE BOTTOM LINE
• ELECTRIC CABLES SHOULD BE 24 INCHES FROM DR COMPASS
• A PITOT HEAD DIAMETER OF 2 INCHES………….. THIS IS THE EXTERNAL DIAMETER OF THE PITOT HEAD
• DEVIATION IS INDICATED BY 2 DOTS IN A VOR SYSTEM
INDICATES 100
• VACUUM DRIVEN GYRO HORIZON RUNS AT APPROX 15,000 RPM
• WITH THE VSI POINTER AT POSITION 1 AT THE UPPER HALF
OF SCALE INDICATES 1000FT / MIN RATE OF CLIMB
• AFTER DISCONNECTING THE ELECTRIC SUPPLY TO A GYRO WAIT 15 MINUTES TO ALLOW IT TO STOP
• COMPASS COMPENSATOR UNITS HAVE GREATEST EFFECT
WHEN MAGNETS ARE 900 APART
• MACHMETER USES SQUARE LAW COMPENSATION
• NORMAL VERTICAL MINIMUM SEPARATION ALLOWED IS 2000 FEET
• COMPONENT P RELATES TO COEFFICIENT B
• EGPWS MODE 2 ANNOUNCES WHOOP WHOOP PULL UP
• EFIS DISPLAY, SG1 & SG2 ARE FOR CAPTAIN & FO DISPLAYS .
PURPOSE OF SG3 IS BACKUP FOR SG1 & SG2
• DIRECTIONAL GYRO INNER GIMBAL IS RESTRICTED TO + / - 850 TO PREVENT GIMBAL LOCK
• SPEED OF ROTOR IN TURN & SLIP INDICATOR IS APPROX 4,200
RPM
• IN THE DIRECTIONAL GYRO, THE INNER / OUTER GIMBAL I S CORRECTED TO 15 SINE LATITUDE
• A RATE 2 TURN IS 360 DEGREES / MIN
• AN ENGINE VIBRATION INDICATOR SYSTEM HAS 2 FILTERS IN
THE INDICATOR
• GPWS MODE 7 WINDSHEAR IS ACTIVATED AT 1500 FEET RAD ALT FOR TAKE OFF & LANDING
• BOILING TEMPERATURE OF WATER IS 100OC / 212OF
• TO CONVERT OC TO KELVIN ADD 273
• THE MOVING ELEMENT OF A RATIOMETER HAS 2 COILS
• IF AN ALTIMETER MILLIBAR SCALE IS SET TO 1013.25 &
BAROMETRIC PRESSURE AT THE TIME WAS 1020, THE ALTIMETER WOULD READ BELOW ZERO FEET
• 1 DOT VOR DEVIATION REPRESENTS 50
• PRESSURE GAUGE INDICATES 1000PSI. IN TERMS OF ABSOLUTE
PRESSURE THIS REPRESENTS 1014.7 PSI
• A SENSITIVE ALTIMETER READING 100 FEET WHEN THE MILLIBAR SCALE IS SET TO THE ATMOSPHERIC PRESSURE A T AIRFIELD LEVEL (QFE) INDICATES THE INSTRUMENT IS U/S
• TRUE AIRSPEED IS ALWAYS HIGHER THAN EAS / IAS AT ANY ALTITUDE ABOVE SEA LEVEL
• IF ASI READING IS 300 KNOTS, CALIBRATED AIRSPEED IS 304
KNOTS
• NORTH ERROR –2 DEGREES, SOUTH ERROR +2 DEGREES. THEREFORE COEFFICIENT C IS –2 DEGREES
• THE H S I PROVIDES – VOR, PLAN, ILS, MAP & RADA R
• COMPRESSIBILITY ERROR IN A PITOT HEAD IS CAUSED BY –
COMPRESSION OF AIR IN THE TUBE AT HIGH SPEEDS
• A BUBBLE IN A COMPASS – IS DUE TO HIGH ALTITUDE
• A FLUX DETECTOR OUTPUT IS A – AC VOLTAGE AT TWICE TH E FREQUENCY OF THE EXCITATION VOLTAGE
• IN AN ARTIFICIAL HORIZON, PENDULOSITY ERROR IS CAUS ED
BY – BOTTOM HEAVINESS OF THE INNER GIMBAL
• IN AN ARTIFICIAL HORIZON, ERECTION ERROR IS CAUSED BY – DISPLACEMENT OF ERECTION CONTROL DEVICE
• A VSI METERING UNIT CONSISTS OF – BOTH AN ORIFICE & A
CAPILLARY
• A MANUAL VOR INPUT IS FOR – THE COURSE DEVIATION BA R
• AFTER CORRECTION OF A NORTH-SOUTH HEADING READING ON A COMPASS SWING, RESULTANT CORRECTION IS KNOWN AS – RESIDUAL DEVIATION
• APPARENT DRIFT ON A DIRECTIONAL GYRO IS CORRECTED
BY – AN ADJUSTMENT NUT ON INNER RING
• PURPOSE OF ALTITUDE ALERTING IS TO WARN THE PILOT OF – APPROACH TOO OR DEVIATION FROM SELECTED ALTITUDE
• GAUGE PRESSURE AS INDICATED ON A DIRECT READING
BOURDON TUBE PRESSURE IS EQUAL TO – ABSOLUTE PRESSURE MINUS ATMOSPHERIC PRESSURE
• TO / FRO INDIC ON A H S I INFORMS PILOT OF WHICH
DIRECTION HE IS TRACKING RELATIVE TO – A VOR STN
• WHEN CHECKING A SENSITIVE ALTIMETER ON A PRE FLIGHT INSPECTION – AMBIENT AIR PRESSURE IS SET ON MILLIBA R SCALE
• H S I COMPASS CARD IS POSITIONED BY THE – COMPASS
SYSTEM
• DEFLECTION OF THE ADI COMMAND BARS WHEN FLYING A LOCALIZER APPROACH IS PROPORTIONAL TO – THE DIFFERENCE BETWEEN THE AMPLITUDES ON THE 2 MODULATIONS
• A/C IS FLYING STRAIGHT AND LEVEL IN STILL AIR, AIRS PEED
WILL BE – EQUAL TO GROUND SPEED
• TO PROVIDE A LINEAR SCALE ON A H S I A – RANGING BA R & SCREWS ARE FITTED
• WHEN CARRYING OUT PRESSURE LEAK CHECK ON AN
ALTIMETER, YOU ARE CHECKING FOR LEAKS IN – INSTRUMENT CASE
• IF ALT IS SET TO 1013.25 & BAROMETRIC PRESSURE AT THE
TIME WAS 1020, ALTIMETER READS – BELOW ZERO
• COMMAND BARS IN FD SYSTEM INDICATE – REQUIRED PATH WITH RESPECT TO ACTUAL PATH
• ON A CONVENTIONAL RMI THE ANGLE BETWEEN THE
COMPASS DATUM & RADIO POINTER ARROW IS – RELATIVE BEARING
• A COMPASS IS MADE APERIODIC BY – USING FLUID
• ISOGONAL LINES LINK PLACES OF – EQUAL VARIATION
• THE SUPPLY OF DESYNN INDIC SYSTEM IS – DC
• WHEN USING PITOT STATIC TEST SET, A/C SYSTEM IS VENT ED
BY – VENTING THE STATIC SYSTEM VIA INTERNAL BLEED I N TEST SET
• BIMETALLIC STRIP IN ALTIMETER IS FOR – CORRECTING
CAPSULE ELASTICITY
• WHICH AXIS DOES DIRECTIONAL GYRO SPIN ON – HORIZONTAL
• ALTIMETER CAPSULE RESPONDS TO – ABSOLUTE PRESSURE
• THE TRUE AIRSPEED IN ADC IS FROM – MACH NUMBER &
TEMPERATURE
• WHAT TYPE OF GYRO IS USED INA GYRO COMPASS – DIRECTION GYRO
• WHAT EFFECT ON RATE OF PRECESSION WILL A CHANGE OF
GYRO ROTOR SPEED HAVE – INCREASE ROTOR SPEED DECREASES RATE OF PRECESSION
• BOURDON TUBES HAVE – OVAL CROSS SECTION
• IN A BOURDON TUBE – ONE END IS SEALED AND OTHER END IS
CONNECTED TO THE PRESSURE SOURCE
• DISTANCE READOUT FROM H S I - IS FROM A/C DME SYSTE M
• A GYRO HAVING ONE PLANE OF FREEDOM AT RIGHT ANGLES TO PLANE OF ROTATION & ITS GIMBAL RESTRAINED ELECTRICALLY OR BY A SPRING IS KNOWN AS – A RATE GYR O
• AN INSTRUMENT USED FOR MEASURING NEGATIVE
PRESSURES – HAS ANTI CLOCKWISE POINTER MOVEMENT IF BOURDON TUBE OPERATED
• AN ABSOLUTE PRESSURE GAUGE MEASURES – THE APPLIED
PRESSURE REFERRED TO A PERFECT VACUUM
• DFDR LOW SPEED PLAYBACK CAN BE ACHIEVED BY – FLIGHT COMPARTMENT TEST CONNECTOR THROUGH DIGITAL FLIGHT DATA ACQUISITION UNIT
• IN A CHANGE TO A LOWER ALTITUDE, PISTON IN VSI WILL
CREATE FOR AN INSTANT – MORE PRESSURE TO CAPSULE ONLY
• MACH METER IS – COMPENSATED WITH SQUARE LAW
SCREWS AND AN ARM
• WHAT IS NOT DISPLAYED ON AN ADI – VOR LATERAL DEVIATION
• WHAT EFFECT ON RATE OF PRECESSION WILL A CHANGE OF
GYRO ROTOR SPEED HAVE – INCREASE ROTOR SPEED CAUSES DECREASE IN RATE OF PRECESSION
• A GYRO HAS ITS RIGIDITY INCREASED BY – INCREASING T HE
ROTOR SPEED
• IF A CONSTANT TORQUE IS APPLIED TO A GYRO, THE RATE OF
PRECESSION INCREASES WITH LOWER ROTOR SPEED
• GYRO RANDOM DRIFT IS CAUSED BY – UNBALANCE & BEARING FRICTION IN THE GYRO
• PENDULOUS VANE TYPE ERECTION SYSTEMS FITTED TO A
GYRO HORIZON WORKS ON THE PRINCIPLE – INCREASED REACTION OF THE AIR FROM A FULLY OPEN PORT
• THE PITCH / BANK ERECTION SYSTEM IS USED IN ELECTRI CAL
GYRO HORIZON TO – PREVENT PITCH SWITCH GIVING A FALSE INDICATION DUE TO CENTRIFUGAL EFFECTS DURING A TURN
• FAST ERECTION PUSH MUST NOT BE USED FOR A SET PERIOD
OF TIME BECAUSE – EXCESSIVE HUNTING WILL TAKE PLACE
• THE ERECTION SYSTEM ON A DIRECTIONAL GYRO HAS – A SWITCH ON INNER GIMBAL CONTROLLING A MOTOR ON OUTER GIMBAL
• THE TURN & SLIP INDICATOR IS A – RATE GYRO
• GIMBAL LOCK IN A DISPLACEMENT GYRO OCCURS WHEN –
SPIN AXIS BECOMES COINCIDENT WITH ANY OF THE AXIS OF FREEDOM
• IN A TURN COORDINATOR, OUTPUT AXIS OF RATE GYRO IS –
SET AT 300 TO LONGITUDINAL AXIS