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#1. In a standard atmosphere and at the sea level, the calibrated airspeed (CAS) is :

#2. The pressure measured at the forward facing orifice of a pitot tube is the :

#3. A pitot blockage of both the ram air input and the drain hole with the static port open causes the airspeed indicator to :

#4. airspeed indicator, altimeter and vertical speed indicator

#5. In a non-pressurized aircraft, if one or several static pressure ports are damaged, there is an ultimate emergency means for restoring a practically correct static pressure intake :

#6. The error in altimeter readings caused by the variation of the static pressure near the source is known as:

#7. If the static source of an altimeter becomes blocked during a descent the instrument will:

#8. The primary factor which makes the servo-assisted altimeter more accurate than the simple pressure altimeter is the use of:

#9. . If the static source to an altimeter becomes blocked during a climb, the instrument will:

#10. The hysteresis error of an altimeter varies substantially with the:

#11. The purpose of the vibrating device of an altimeter is to:

#12. The static pressure error of the static vent on which the altimeter is connected varies substantially with the:

#13. The altitude indicated on board an aircraft flying in an atmosphere where all the atmosphere layers below the aircraft are cold is :

#14. The altitude indicated on board an aircraft flying in an atmosphere where all atmosphere layers below the aircraft are warm is:

#15. On board an aircraft the altitude is measured from the:

#16. The density altitude is :

#17. The pressure altitude is the altitude corresponding :

#18. When flying from a sector of warm air into one of colder air, the altimeter will :

#19. At sea level, on a typical servo altimeter, the tolerance in feet from indicated must not exceed :

#20. The QNH is by definition the value of the:

#21. The use of the TCAS (Traffic Collision Avoidance System) for avoiding an aircraft in flight is now general. TCAS uses for its operation :

#22. 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...

#23. 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 :

#24. The altimeter is fed by :

#25. In case of accidental closing of an aircraft's left static pressure port (rain, birds), the altimeter:

#26. When climbing at a constant Mach number below the tropopause, in ISA conditions, the Calibrated Airspeed (CAS) will:

#27. For a constant Calibrated Airspeed (CAS) and a level flight, a fall in ambient temperature will result in a:

#28. When descending through an isothermal layer at a constant Calibrated Airspeed (CAS), the True Airspeed (TAS) will:

#29. A leak in the pitot total pressure line of a non-pressurized aircraft to an airspeed indicator would cause it to:

#30. The airspeed indicator circuit consists of pressure sensors. The pitot tube directly supplies:

#31. If the static source to an airspeed indicator (ASI) becomes blocked during a descent the instrument will:

#32. The calibrated airspeed (CAS) is obtained by applying to the indicated airspeed (IAS) :

#33. VNO is the maximum speed :

#34. VNE is the maximum speed :

#35. VLO is the maximum :

#36. VLE is the maximum :

#37. With a pitot probe blocked due to ice build up, the aircraft airspeed indicator will indicate in descent a :

#38. The limits of the yellow scale of an airspeed indicator are :

#39. The limits of the green scale of an airspeed indicator are :

#40. The velocity maximum operating (V.M.O.) is a speed expressed in :

#41. 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 stabilized descent and finds that the indicated airspeed :

#42. 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 :

#43. With a constant weight, irrespective of the airfield altitude, an aircraft always takes off at the same :

#44. The limits of the white scale of an airspeed indicator are :

#45. All the anemometers are calibrated according to:

#46. VFE is the maximum speed :

#47. . The airspeed indicator of an aircraft is provided with a moving red and white hatched pointer. This pointer indicates the:

#48. The airspeed indicator of a twin-engined aircraft comprises different sectors and color marks. The blue line corresponds to the :

#49. Today's airspeed indicators (calibrated to the Saint-Venant formula), indicate, in the absence of static (and instrumental) error :

#50. Considering the maximum operational Mach number (MMO) and the maximum operational speed (VMO), the captain of a pressurized 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 :

#51. Machmeter readings are subject to:

#52. If the outside temperature at 35 000 feet is -40°C, the local speed of sound is :

#53. During a straight and uniform climb, the pilot maintains a constant calibrated airspeed (CAS) :

#54. A VMO-MMO warning device consists of an alarm connected to :

#55. The reading of a Mach indicator is independent of :

#56. The principle of the Mach indicator is based on the computation of the ratio :

#57. The mach number is the:

#58. Sound propagates through the air at a speed which only depends on :

#59. The velocity of sound at the sea level in a standard atmosphere is:

#60. At a constant calibrated airspeed (CAS), the Mach number :

#61. The Mach number is :

#62. Indication of Mach number is obtained from:

#63. The vertical speed indicator of an aircraft flying at a true airspeed of 100 kt, in a descent with a slope of 3 degrees, indicates :

#64. The response time of a vertical speed detector may be increased by adding a:

#65. The vertical speed indicator (VSI) is fed by :

#66. The operating principle of the vertical speed indicator (VSI) is based on the measurement of the rate of change of:

#67. At a constant Mach number, the calibrated air speed (CAS) :

#68. The advantages provided by an air data computer to indicate the altitude are :1. Position/pressure error correction2. Hysteresis error correction3. Remote data transmission capability4. Capability of operating as a conventional altimeter in the event of a failureThe combination of correct statements is :

#69. Given :- Ts the static temperature (SAT)- Tt the total temperature (TAT)- Kr the recovery coefficient- M the Mach numberThe total temperature can be expressed approximately by the formula :

#70. In An Air Data Computer (ADC), aeroplane altitude is calculated from:

#71. An Air Data Computer (ADC) :

#72. The diagram on annex 022-648A shows three gyro assemblies: A, B and C. Among these gyros,-one is a roll gyro (noted 1)-one is a pitch gyro (noted 2)-one is a yaw gyro (noted 3)The correct matching of gyros and assemblies is:

#73. The basis properties of a gyroscope are :1. The gyro's weight.2. The rigidity in space.3. The inertia.4. The high RPM.5. The precessionThe combination of correct statements is :

#74. A rate integrating gyro is a detecting element used in1. An inertial attitude unit2. An automatic pilot3. A stabilizing servo system4. An inertial navigation system5. A rate-of-turn indicatorThe combination of correct statements is :

#75. Compared with a conventional gyro, a laser gyro :

#76. A laser gyro consists of :

#77. Among the systematic errors of the ""directional gyro"", the error due to the earth rotation make the north reference turn in the horizontal plane. At a mean latitude of 45°N, this reference turns by...

#78. In the building principle of a gyroscope, the best efficiency is obtained through the concentration of the mass :

#79. The indications on a directional gyroscope or gyrocompass are subject to errors, due to:1- rotation of Earth.2- aeroplane motion on Earth.3- lateral and transversal aeroplane bank angles.4- north change.5- mechanical defects.Chose the combination with true statements only:

#80. The characteristics of the directional gyro (DG) used in a gyro stabilised compass system are :

#81. The directional gyro axis no longer spins about the local vertical when it is located :

#82. The directional gyro axis spins about the local vertical by 15°/hour :

#83. The pendulum type detector system of the directional gyro feeds :

#84. The gimbal error of the directional gyro is due to the effect of :

#85. The indication of the directional gyro as an on-board instrument are valid only for a short period of time. The causes of this inaccuracy are :1. The earth's rotation2. The longitudinal acceleration3. The aircraft's motion over the surface of the earth.4. The mechanical defects of the gyro5. The gyro's weight6. The gimbal mount of the gyro ringsThe combination of correct statements is :

#86. An airborne instrument, equipped with a gyro with 2 degrees of freedom and a horizontal spin axis is:

#87. For an aircraft flying a true track of 360° between the 005°S and 005°N parallels, the precession error of the directional gyro due to apparent drift is equal to:

#88. directional gyro is: 1- a gyroscope free around two axis 2- a gyroscope free around one axis 3- capable of self- orientation around an earth-tied direction 4- incapable of self-orientation around an earth-tied directionThe combination which regroups all of the correct statements is:

#89. The maximum directional gyro error due to the earth rotation is:

#90. The heading read on the dial of a directional gyro is subject to errors, one of which is due to the movement of the aircraft.This error...

#91. A failed RMI rose is locked on 090° and the ADF pointer indicates 225°. The relative bearing to the station is :

#92. A slaved directional gyro derives it's directional signal from :

#93. The input signal of the amplifier of the gyromagnetic compass resetting device originates from the:

#94. The heading information originating from the gyromagnetic compass flux valve is sent to the:

#95. The gyromagnetic compass torque motor :

#96. A gyromagnetic compass or heading reference unit is an assembly which always consists of :1- a directional gyro2- a vertical axis gyro3- an earth's magnetic field detector4- an azimuth control5- a synchronising controlThe combination of correct statements is :

#97. Heading information from the gyromagnetic compass flux gate is transmitted to the :

#98. Heading information given by a gyro platform, is given by a gyro at :

#99. . Among the flight control instruments, the artificial horizon plays an essential part. It uses a gyroscope with :Note : in this question, the degrees of freedom of a gyro are determined by the number of gimbal rings it comprises.

#100. When an aircraft has turned 270 degrees with a constant attitude and bank, the pilot observes the following on a classic artificial horizon :

#101. When an aircraft has turned 360 degrees with a constant attitude and bank, the pilot observes the following on a classic artificial horizon :

#102. When an aircraft has turned 90 degrees with a constant attitude and bank, the pilot observes the following on a classic artificial horizon :

#103. A gravity type erector is used in a vertical gyro device to correct errors on :

#104. Following 180° stabilized turn with a constant attitude and bank, the artificial horizon indicates :

#105. During an acceleration phase at constant attitude, the resetting principle of the artificial horizon results in the horizon bar indicating a :

#106. A Stand-by-horizon or emergency attitude indicator:

#107. (Use the appendix to answer this question)The diagram which shows a 40° left bank and 15° nose down attitude is n°

#108. A gravity erector system is used to correct the errors on :

#109. Under normal operating conditions, when an aircraft is in a banked turn, the rateof- turn indicator is a valuable gyroscopic flight control instrument , when it is associated with an attitude indicator it indicates :1. the angular velocity of the aircraft about the yaw axis2. The bank of the aircraft3. The direction of the aircraft turn4. The angular velocity of the aircraft about the real verticalThe combination of correct statements is :

#110. A turn indicator is built around a gyroscope with:

#111. When, in flight, the needle and ball of a needle-and-ball indicator are on the right, the aircraft is :

#112. When, in flight, the needle of a needle-and-ball indicator is on the right and the ball on the left, the aircraft is :

#113. When, in flight, the needle of a needle-and-ball indicator is on the left and the ball on the right, the aircraft is:

#114. An airborne instrument, equipped with a gyro with 1 degree of freedom and a horizontal spin axis is a :

#115. In a turn at constant rate, the turn indicator reading is:

#116. In a Turn-indicator, the measurement of rate-of-turn consists for :

#117. At a low bank angle, the measurement of rate-of-turn actually consists in measuring the :

#118. The rate-of-turn is the:

#119. on the ground, during a right turn, the turn indicator indicates :

#120. On the ground, during a left turn, the turn indicator indicates :

#121. When, in flight, the needle and ball of a needle-and-ball indicator are on the left, the aircraft is:

#122. A turn indicator is an instrument which indicates rate of turn.Rate of turn depends upon :1 : bank angle2 : aeroplane speed3 : aeroplane weightThe combination regrouping the correct statements is :

#123. (For this question use appendix )The diagram representing a left turn with insufficient rudder is:

#124. The turn rate indicator uses a gyroscope:1 - with one degree of freedom.2 - with two degrees of freedom3 - the frame of which is supported by two return springs.4 - the spinning wheel axis of which is parallel to the pitch axis.5 - the spinning wheel axis of which is parallel to the yawing axis.6 - the spinning wheel axis of which is horizontal.The combination regrouping all the correct statements is:

#125. An aircraft is flying at a 120 kt true airspeed (VV), in order to achieve a rate 1 turn, the pilot will have to bank the aircraft at an angle of:

#126. While inertial platform system is operating on board an aircraft, it is necessary to use a device with the following characteristics, in order to keep the vertical line with a pendulous system:

#127. The heading reference unit of a three-axis data generator is equipped with a gyro with:

#128. The vertical reference unit of a three-axis data generator is equipped with a gyro with :

#129. In order to align a strapdown inertial unit, it is required to insert the local geographical coordinates. This is necessary to:

#130. The quadrantal deviation of the magnetic compass is due to the action of :

#131. A pilot wishes to turn right 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 :

#132. 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 :

#133. 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 :

#134. A pilot wishes to turn right on to a northerly heading with 20° bank at a latitude of 40° North. Using a direct reading compass, in order to achieve this he must stop the turn on to an approximate heading of :

#135. The purpose of compass swinging is to determine the deviation of a magnetic compass :

#136. The compass heading can be derived from the magnetic heading by reference to a:

#137. The magnetic heading can be derived from the true heading by means of a :

#138. The fields affecting a magnetic compass originate from:1. magnetic masses2. ferrous metal masses3. non ferrous metal masses4. electrical currentsThe combination of correct statements is:

#139. In the northern hemisphere, during deceleration following a landing in an Easterly direction, the magnetic compass will indicate :

#140. During deceleration following a landing in Northerly direction, the magnetic compass will indicate :

#141. In the Southern hemisphere, during deceleration following a landing in a Westerly direction, the magnetic compass will indicate :

#142. In the Northern hemisphere, during deceleration following a landing in a Westerly direction, the magnetic compass will indicate :

#143. In the Southern hemisphere, during deceleration following a landing in an Easterly direction, the magnetic compass will indicate :

#144. The quadrantal deviation of a magnetic compass is corrected by using :

#145. An aircraft takes-off on a runway with an alignment of 045°. The isogonic line on the area chart indicates 0°. The compass deviation is O°.On a take-off with zero wind, the northerly turning error:

#146. When turning onto a northerly heading the rose of a magnetic compass tends to ""undershoot,"" when turning onto a southerly heading it tends to ""overshoot"":1)these compass indications are less reliable in the northern hemisphere than in the southern hemisphere.2)these compass oscillations following a lateral gust are not identical if the aircraft is heading north or south.3) this behaviour is due to the mechanical construction of the compass. 4) this behaviour is a symptom of a badly swung compass.The correct statements are :

#147. Among the errors of a magnetic compass, are errors:

#148. The purpose of a compass swing is to attempt to coincide the indications of:

#149. In a steep turn, the northerly turning error on a magnetic compass on the northern hemisphere is:

#150. Magnetic compass swinging is carried out to reduce as much as possible :

#151. A flux valve senses the changes in orientation of the horizontal component of the earth's magnetic field.1- the flux valve is made of a pair of soft iron bars2- the primary coils are fed A.C. voltage (usually 487.5 Hz)3- the information can be used by a ""flux gate"" compass or a directional gyro4- the flux gate valve casing is dependent on the aircraft three inertial axis5- the accuracy on the value of the magnetic field indication is less than 0,5%Which of the following combinations contains all of the correct statements?

#152. In low altitude radio altimeters, the reading is zero when main landing gear wheels are on the ground. For this, it is necessary to:

#153. The aircraft radio equipment which emits on a frequency of 4400 MHz is the :

#154. The low-altitude radio altimeters used in precision approaches:1 operate in the 1540-1660 MHz range.2 are of the pulsed type.3 are of the frequency modulation type.4 have an operating range of 0 to 5000 ft.5 have a precision of +/- 2 feet between 0 and 500 ft.The combination of the correct statements is :

#155. The data supplied by a radio altimeter:

#156. In low altitude radio altimeters, the height measurement (above the ground) is based upon:

#157. Modern low altitude radioaltimeters emit waves in the following frequency band:

#158. The operating frequency range of a low altitude radio altimeter is:

#159. The Decision Height (DH) warning light comes on when an aircraft:

#160. The operation of the radio altimeter of a modern aircraft is based on:

#161. A radio altimeter can be defined as a :

#162. For most radio altimeters, when a system error occurs during approach the ..

#163. During the approach, a crew reads on the radio altimeter the value of 650 ft. This is an indication of the true:

#164. Regarding Electronic Instrument System (EFIS) :1- the Navigation Display (ND) displays Flight Director Bars.2- the altimeter setting is displayed on the PFD (Primary Flight Display).3- the PFD is the main flying instrument.4- the FMA (Flight Mode Annunciator) is part of the ND.The combination regrouping all the correct statements is :

#165. The Primary Flight Display (PFD) displays information dedicated to:

#166. All the last generation aircraft use flight control systems. The Flight Management System (FMS) is the most advanced system , it can be defined as a:

#167. When the altitude acquisition mode is engaged on a jet transport airplane equipped with autopilot (AP) and auto-throttle (ATS) systems the:

#168. Flight Director Information supplied by an FD computer is presented in the form of command bars on the following instrument:

#169. The Head Up Display (HUD) is a device allowing the pilot, while still looking outside, to have:

#170. For capturing and keeping a preselected magnetic heading, the flight director computer takes into account:1- track deviation2- rate of track closure3- rate of change of track closure4- wind velocity given by the inertial reference unitThe combination regrouping all the correct statements is :

#171. The essential components of a flight director are :1- a computer2- an automatic pilot3- an autothrottle4- command barsThe combination of correct statements is :

#172. The ""heading hold"" mode is selected on the flight director (FD) with a course to steer of 180°. Your aircraft holds a heading of 160°. The vertical bar of the FD:

#173. Mode ""Localizer ARM"" active on Flight Director means:

#174. An aeroplane is equipped with a Flight Director (with crosshair trend bars), heading 270°, in HDG mode (heading hold). A new heading, of 360°, is selected the vertical trend bar :

#175. The position of a Flight Director command bars:

#176. On a modern aircraft, the flight director modes are displayed on the:

#177. The aim of the flight director is to provide information to the pilot:

#178. The flight director indicates the :

#179. The command bars of a flight director are generally represented on an:

#180. The synchronization of the autopilot control channel system :1- enables the prevention of jerks during disengagement 2- enables the cancellation of rudder control signals3- enables the prevention of jerks during engagement4- functions in the heading, navigation, approach modesThe combination regrouping all the correct statements is:

#181. Landing shall be considered as having been carried out automatically when the autopilot and the auto-throttle of an aircraft are disengaged by flight crew :

#182. A pilot has to carry out a single-pilot IFR flight on a light twin-engined aircraft for cargo transport. The purpose of the automatic pilot is at least to hold the:

#183. An automatic landing is carried out when the automatic pilot :

#184. A closed loop control system in which a small power input controls a much larger power output in a strictly proportionate manner is known as :

#185. The interception of a localizer beam by the autopilot takes place :

#186. The Altitude Select System:

#187. On an autopilot coupled approach, GO AROUND mode is engaged:

#188. When being engaged, and without selecting a particular mode, an automatic pilot enables :

#189. An automatic pilot is a system which can ensure the functions of:

#190. When the auto-pilot is engaged, the role of the automatic trim is to:

#191. The command functions of an autopilot include, among others, the holding of :1- vertical speed2- altitude3- attitude4- bank5- headingThe combination which regroups all of the correct statements is :

#192. In an auto-pilot slaved powered control circuit, the system which ensures synchronisation :

#193. The control law of a transport airplane autopilot control channel may be defined as the relationship between the:

#194. In a transport airplane, an autopilot comprises, in addition to the mode display devices, the following fundamental elements :1- Airflow valve2- Sensors3- Comparators4- Computers5- Amplifiers6- Servo-actuatorsThe combination regrouping all the correct statements is:

#195. The correction of the control surface deflection made by the automatic pilot calculator in order to stabilize the longitudinal attitude will be all the more significant as the :1- difference between the reference attitude and the instantaneous attitude is high.2- rate of change of the difference between the reference attitude and the instantaneous attitude is high.3- temperature is low.4- pressure altitude is high.The combination regrouping all the correct statements is:

#196. The correction of the control surface deflection made by the auto-pilot calculator in order to keep a given altitude will be all the more significant when the :1- difference between the attitude necessary to keep the given or reference altitude and the instantaneous attitude is high.2 - variation speed of the difference between the attitude necessary to maintain the altitude and the instantaneous attitude is high.3 - difference between the altitude of reference and the instantaneous altitude is high.4 - variation speed of the difference between the reference altitude and the instantaneous altitude is high.The combination regrouping the correct statements is:

#197. When only one autopilot is used for climbing, cruising and approach, the system is considered:

#198. In automatic landing mode, when the 2 autopilots are used, the system is considered:

#199. In automatic landing mode, in case of failure of one of the two autopilots, the system is considered:

#200. During an automatic landing, from a height of about 50 ft the:

#201. In a selected axis capture mode, the autopilot gives a bank attitude input :

#202. An automatic landing system which can keep on operating without deterioration of its performances following the failure of one of the autopilots is called ""FAIL...:

#203. An automatic landing system necessitating that the landing be continued manually in the case of a system failure during an automatic approach is called ""FAIL....""

#204. A semi-automatic landing system disconnects itself automatically:

#205. A landing is performed automatically when the autopilot and auto-throttle ensure good performance from the final approach :

#206. When an aircraft, operating in the VOR coupled mode, approaches the ""cone of confusion"" over a VOR station, the roll channel of the autopilot :

#207. The autopilot basic modes include, among other things, the following functions :1- pitch attitude hold 2- pressure altitude hold3- horizontal wing hold4- heading hold The combination regrouping all the correct statements is :

#208. During a Category II automatic approach, the height information is supplied by the:

#209. A pilot engages the control wheel steering (CWS) of a conventional autopilot and carries out a manoeuvre in roll. When the control wheel is released, the autopilot will :

#210. The functions of an autopilot (basic modes) consist of :

#211. From a flight mechanics point of view, the ""guidance"" functions of a transport airplane autopilot consist in:

#212. An autopilot capable of holding at least altitude and heading mode is compulsory:

#213. Among the following functions of an autopilot, those related to the airplane stabilization are:1- pitch attitude holding2- horizontal wing holding3- displayed heading or inertial track holding4- indicated airspeed or Mach number holding5- yaw damping6- VOR axis holdingThe combination regrouping all the correct statements is:

#214. Among the following functions of an autopilot, those related to the airplane guidance are:1- pitch attitude holding2- horizontal wing holding3- indicated airspeed or Mach number holding4- altitude holding5- VOR axis holding6- yaw dampingThe combination regrouping all the correct statements is:

#215. When using the autopilot, the function of the pitch channel automatic trim is to:1- cancel the hinge moment of the elevator2- ease as much as possible the load of the servo-actuator 3- restore to the pilot a correctly trimmed airplane during the autopilot disengagement The combination regrouping all the correct statements is:

#216. A landing will be considered to be performed in the SEMI-AUTOMATIC mode when:1- the autopilot maintains the airplane on the ILS beam until the decision height is reached then is disengaged automatically.2- the autothrottle maintains a constant speed until the decision height is reached then is disengaged automatically.3- the autopilot maintains the airplane on the ILS beam until the flare.4- the autothrottle decreases the thrust when the height is approximately 30 ft.5- the flare and the ground roll are performed automatically.The combination regrouping all the correct statements is:

#217. . A landing will be considered to be performed in the AUTOMATIC mode when:1- the autopilot maintains the airplane on the ILS beam until the decision height is reached then is disengaged automatically.2- the autothrottle maintains a constant speed until the decision height is reached then is disengaged automatically.3- the autopilot maintains the airplane on the ILS beam until the flare.4- the autothrottle decreases the thrust when the height is approximately 30 ft.5- the flare and the ground roll are performed automatically.The combination regrouping all the correct statements is:

#218. When an automatic landing is interrupted by a go-around :1- the autothrottle reacts immediately upon the pilot action on the TO/GA (Take-off/Go-around) switch in order to recover the maximum thrust2- the autopilot monitors the climb and the rotation of the airplane3- the autopilot retracts the landing gear and reduces the flap deflection in order to reduce the drag4- the pilot performs the climb and the rotation of the airplane5- the pilot retracts the landing gear and reduces the flap deflection in order to reduce the dragThe combination regrouping all the correct statements is:

#219. The calibrated airspeed (CAS) or Mach holding mode is carried out by:1- the autopilot pitch channel in the climb mode at a constant calibrated airspeed (CAS) or Mach number2- the autothrottles in the climb mode at a constant calibrated airspeed (CAS) or Mach number3- the autopilot pitch channel in the altitude or glide path holding mode4- the autothrottles in the altitude or glide path holding modeThe combination regrouping all the correct statements is:

#220. The engagement of an autopilot is not possible when:1- there is a fault in the electrical power supply2- the controlled-turn knob is not set to centre-off3- there is a synchronization fault in the pitch channel4- there is a fault in the attitude reference unitThe combination regrouping all the correct statements is:

#221. An autopilot is selected ""ON"" in mode ""altitude hold,"" the pilot alters the barometric pressure set on the sub-scale of his altimeter the:

#222. The computers of the electrical flight controls system comply with programs defined by attitude control laws such as :1- on the longitudinal axis, the law may combine the load factor and the changes in the pitch rate as control data sources2- the trimming is automatic and ensures neutral stability3- the protections apply to pitch and bank attitudes depending on the speed4- these laws do not apply to the whole flight envelope The combination regrouping all the correct statements is:

#223. The yaw damper, which suppresses Dutch roll:

#224. The yaw damper indicator supplies the pilot with information regarding the:

#225. The automatic trim is a component of the autopilot pitch channel. Its function is to:

#226. Which one of the following statements is true with regard to the operation of a Mach trim system :

#227. In the automatic trim control system of an autopilot, automatic trimming is normally effected about the :

#228. Mach Trim is a device to compensate for :

#229. The purpose of Auto Trim function in autopilot is to :

#230. The purpose of an airplane automatic trim system is to trim out the hinge moment of the :

#231. The purpose of the automatic trim is to:1- reduce to zero the hinge moment of the entire control surface in order to relieve the load on the servo-actuator2- ensure the aeroplane is properly trimmed when the autopilot is disengaged3- maintain the same stability/manoeuverablity trade-off within the whole flight envelopeThe combination regrouping all the correct statements is:

#232. A Full Authority Digital Engine Control (FADEC) has the following functions :1- flow regulation (fuel, decelerations and accelerations monitoring)2- automatic starting sequence 3- transmissions of engine data to the pilot's instruments4- thrust management and protection of operation limits 5- monitoring of the thrust reversersThe combination regrouping all the correct statements is:

#233. The Engine Pressure Ratio (EPR) is computed by :

#234. An aeroplane is in steady climb. The autothrottle maintains a constant calibrated airspeed. If the total temperature remains constant, the Mach number :

#235. The two main sources of information used to calculate turbojet thrust are the:

#236. An airplane is in steady cruise at flight level 290. The autothrottle maintains a constant Mach number. If the total temperature increases, the calibrated airspeed:

#237. An airplane is in steady cruise at flight level 290. The autothrottle maintains a constant Mach number. If the total temperature decreases, the calibrated airspeed:

#238. An airplane is in steady descent. The autothrottle maintains a constant Mach number. If the total temperature remains constant, the calibrated airspeed:

#239. . An aeroplane is in steady cruise at flight level 270. The autothrottle maintains a constant calibrated airspeed. If the total temperature increases, the Mach number :

#240. An aeroplane is in steady cruise at flight level 270. The autothrottle maintains a constant calibrated airspeed. If the total temperature decreases, the Mach number :

#241. An aeroplane is in a steady climb. The autothrottle maintains a constant Mach number. If the total temperature remains constant, the calibrated airspeed :

#242. An aeroplane is in steady descent. The autothrottle maintains a constant calibrated airspeed. If the total temperature remains constant, the Mach number :

#243. The autothrottle :1- enable to catch and to maintain the N1 RPM2- enable to catch and to maintain the N2 RPM3- enable to catch and to maintain an airplane indicated airspeed (IAS)4- is always engaged automatically at the same time as the autopilotThe combination regrouping all the correct statements is:

#244. The purpose of Auto Throttle is:

#245. In order to know in which mode the autothrottles are engaged, the crew will check the :

#246. The automatic power control system (autothrottle) of a transport airplane has the following mode(s) :1- capture and holding of speeds2- capture and holding of Mach number3- capture and holding of flight angle of attack4- capture and holding of N1 or EPR (Engine Power Ratio)5- capture and holding of flight pathsThe combination regrouping all the correct statements is :

#247. Alarms are standardised and follow a code of colours. Those requiring action but not immediately, are signalled by the colour:

#248. A transport airplane has to be equipped with an altitude warning device. This system will warn the crew about :1 - getting close to the preselected altitude, during both climb and descent.2 - getting close to the preselected altitude, during climb only.3 - the loss of altitude during take-off or missed approach.4 - a wrong landing configuration.5 - a variation higher or lower than a preselected altitude.The combination regrouping the correct statements is:

#249. An ""altitude warning system"" must at least warn the crew :1- when approaching the pre-selected altitude2- when the airplane is approaching the ground too fast3- in case of a given deviation above or below the pre-selected altitude (at least by an aural warning)4- in case of excessive vertical speed5- when approaching the ground with the gear retractedThe combination regrouping all the correct statements is :

#250. The purpose of the altitude alert system is to generate a visual and aural warning to the pilot when the:

#251. The GPWS calculator receives the following signals :1 - vertical speed2 - radio altimeter height3 - pressure altitude4 - glidepath deviation 5 - gear and flaps position6 - angle of attackThe combination regrouping all the correct statements is:

#252. The GPWS calculator is able to operate in the following modes :1- excessive descent rate 2- excessive rate of terrain closure3- excessive angle of attack4- too high descent attitude 5- loss of altitude after take-off6- abnormal gear/flaps configuration7- excessive glidepath deviationThe combination regrouping all the correct statements is:

#253. The GPWS (Ground Proximity Warning System) is active for a height range from:

#254. The Ground Proximity Warning System (GPWS) generates the following sound signal or signals when the aircraft is sinking after a take-off or a go-around :

#255. A ground proximity warning system (GPWS), when mandatorily installed on board an aircraft, must in all cases generate :

#256. The operation of the GPWS (Ground Proximity Warning System) is governed by laws taking the aircraft height into account as well as :1- the descent rate2- the climb rate3- the aircraft configuration4- the selected engine rpmThe combination of correct statements is :

#257. If an aircraft is flying (with flaps and landing gear retracted) in proximity to terrain and its GPWS (Ground Proximity Warning System) get activated, because it is detecting that the aeroplane has an excessive rate of descent, the system provides the following aural warning signals :

#258. If the GPWS (Ground Proximity Warning System) activates, and alerts the pilot with an aural warning ""DON'T SINK"" (twice times), it is because :

#259. A transport airplane is compelled to carry on board a Ground Proximity Warning System (GPWS). This system will warn the crew in case of :1 - keeping the altitude at a lower level than the one shown in the flight plan entered in the FMS.2 - dangerous ground proximity.3 - loss of altitude during take-off or missed approach.4 - wrong landing configuration.5 - descent below glidepath, within limits.The combination regrouping all the correct statements is :

#260. The Ground Proximity Warning System (GPWS) is a system working according to a height span ranging from :

#261. The GPWS (Ground Proximity Warning System) releases a warning in the following cases :1- excessive rate of descent2- excessive ground proximity rate3- loss of altitude after take-off or go-around4- abnormal gear/flaps configuration5- excessive deviation under the glidepath6- abnormal airbrakes configurationThe combination regrouping all the correct statements is:

#262. The requirement to carry a GPWS (Ground Proximity Warning System) concerns aeroplanes which are, depending on their age, weight and passenger capacity :1- turboprop-powered2- piston-powered3- jet-poweredThe combination regrouping all the correct statements is :

#263. A Ground Proximity Warning System (GPWS) generates automatically a distinct warning to the flight crew with aural and/or light warning signals in the case of:1- an excessive rate of descent with respect to terrain2- a dangerous proximity to the ground3- a loss of altitude following take-off or go-around4- an abnormal flight attitude5- an abnormal landing configuration6- an abnormal deviation below ILS glide slopeThe combination regrouping all the correct statements is:

#264. The inputs to the GPWS (Ground Proximity Warning System), are:1- Air Data Computer - (Mach number and Vertical Speed) 2- Radio Altimeter3- NAV/ILS (Glide Slope)4- NAV/VOR5- Flap (position)6- Angle of Attack7- Landing Gear (position)The combination of correct statement is:

#265. The TCAS (Traffic Collision Avoidance System) is a proximity alarm system which detects a ""traffic"" when the conflicting traffic is equipped with a :

#266. A ""TCAS II"" (Traffic Collision Avoidance System) provides:

#267. Concerning the TCAS (Traffic Collision Avoidance System) :

#268. The TCAS (Traffic Collision Avoidance System) gives avoidance resolutions :

#269. In the event of a conflict, the TCAS (Traffic Collision Avoidance System) will give information such as :

#270. The principle of the TCAS (Traffic Collision Avoidance Systems) is based on the use of :

#271. The TCAS 1 (Traffic Collision Avoidance System) provides :1- traffic information2- horizontal resolution (RA: Resolution Advisory)3- vertical resolution (RA: Resolution Advisory)4- ground proximity warningThe combination regrouping all the correct statements is:

#272. The TCAS 2 (Traffic Collision Avoidance System) provides :1- traffic information (TA: Traffic Advisory)2- horizontal resolution (RA: Resolution Advisory)3- vertical resolution (RA: Resolution Advisory)4- ground proximity warningThe combination regrouping all the correct statements is:

#273. The TCAS (Traffic Collision Avoidance System) computer receives information :1- about the pressure altitude through the mode S transponder2- from the radioaltimeter3- specific to the airplane configuration4- from the inertial unitsThe combination regrouping all the correct statements is:

#274. When the intruding aircraft is equipped with a transponder without altitude reporting capability, the TCAS (Traffic Collision Avoidance System) issues a :

#275. When the intruding aircraft is equipped with a serviceable mode C transponder, the TCAS II (Traffic Collision Avoidance System) generates a :

#276. On a TCAS2 (Traffic Collision Avoidance System), a corrective ""resolution advisory"" (RA) is a ""resolution advisory"":

#277. On a TCAS 2 (Traffic Collision Avoidance System) the preventive ""resolution advisory"" (RA) is a ""resolution advisory"":

#278. An ""intruding traffic advisory"" is represented on the display system of the TCAS 2 (Traffic Collision Avoidance System) by displaying :

#279. A ""resolution advisory"" (RA) is represented on the display system of the TCAS 2 (Traffic Collision Avoidance System) by a :

#280. A ""close traffic advisory"" is displayed on the display device of the TCAS 2 (Traffic Collision Avoidance System) by :

#281. The TCAS II data display devices can be in the form of:1- a specific dedicated screen 2- a screen combined with the weather radar3- a variometer represented on a liquid crystal screen which allows the display of Traffic Advisory (TA) and Resolution Advisory (RA)4- an EFIS (Electronic Flight Instrument System) screenThe combination regrouping all the correct statements is:

#282. The stick shaker calculator receives the following informations :1- mass of the airplane2- angle of attack3- wing flap deflection4- position of the landing gear5- total air temperature6- pressure altitudeThe combination regrouping all the correct statements is:

#283. In some configurations, modern aircraft do not respect the regulatory margins between stall and natural buffet.The warning system supplies the corresponding alarm. The required margin related to the stall speed is:

#284. The stall warning system receives information about the :1- airplane angle of attack2- airplane speed3- airplane bank angle4- airplane configuration5- load factor on the airplaneThe combination regrouping all the correct statements is:

#285. A stall warning system is based on a measure of :

#286. The main input data to the Stall Warning Annunciator System are :1- Mach Meter indication2- Angle of Attack3- Indicate Airspeed (IAS)4- Aircraft configuration (Flaps/Slats)The combination regrouping all the correct statements is :

#287. The calculator combined with the stick shaker system of a modern transport airplane receives information about the: 1- angle of attack2- engine R.P.M.3- configuration4- pitch and bank attitude5- sideslipThe combination regrouping all the correct statements is:

#288. The angle of attack transmitter provides an electric signal varying with:1- the angular position of a wind vane2- the deviation between the airplane flight attitude and the path calculated by the inertial unit3- a probe differential pressure depending on the variation of the angle of attackThe combination regrouping all the correct statements is:

#289. The angle of attack transmitters placed laterally on the forward part of the fuselage supply an electrical signal indicating:1- the angular position of a wind vane2- a differential pressure in a probe, depending on the variation of the angle of attack3- a differential pressure in a probe, depending on the variation of the speedThe combination regrouping all the correct statements is:

#290. The oncoming stall of a large transport airplane appears in the form of:

#291. The stall warning system of a large transport airplane includes:1- an angle of attack sensor 2- a computer3- a transmitter originating from the anemometer4- an independent pitot probe5- a transmitter of the flap/slat position indicating systemThe combination regrouping all the correct statements is:

#292. Flight recorder duration must be such that flight data, cockpit voice and sound warnings may respectively be recorded during at least:

#293. The flight data recorder must start data recording automatically:

#294. The flight data recorder must automatically stop data recording when the:

#295. In accordance with (ICAO) Annex 6 part I, the flight data recorder is to be located in the aircraft :

#296. Except for airplanes under 5,7 t airworthiness certificate of which is subsequent to 31 march 1998, a flight data recording system must be able to store the recorded data for a minimum of the last :

#297. The CVR (Cockpit Voice Recorder) includes:1. a microphone2. a recorder in compliance with the shock and fire resistance standards3. an independent battery4. a flight data recorderThe combination regrouping all the correct statements is:

#298. The flight data recorders must preserve the conversation and aural warnings of the last :

#299. According to the JAR-OPS regulations, the Cockpit Voice Recorder of a 50 seat multi-engined aircraft having been granted the airworthiness certificate after 1st April 1998 will record:1- the radiotelephonic communications transmitted or received by the cockpit crew2- the audio environment of the cockpit3- the cabin attendants communications in the cabin via the interphone4- the flight crew members communications in the cockpit via the interphone5- the flight crew members communications in the cockpit via the public address system6- the audio signals identifiying the navigation or approach aidsThe combination regrouping the correct statements is:

#300. According to the JAR-OPS regulations, the Cockpit Voice Recorder of a 50 seat multi-engined aircraft, having been granted an airworthiness certificate after 1st April 1998, shall start recording :

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EASA (INDIGO)
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