FLIGHT INSTRUMENTS TYPICAL QUESTIONS

Transcription

1 FLIGHT INSTRUMENTS TYPICAL QUESTIONS JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 1 of 76

2 1. If the pitot Head and Static Vent were blocked by ice, the instruments that would be affected are: a) The ASI, Altimeter and Slip indicator. b) The Altimeter, VSI and ASI would give inaccurate readings. c) The ASI would under-read. 2. If the Pitot head is blocked: a) There would be no change of IAS in level flight, even with large power changes. b) The IAS falls to zero. c) There would be a constant IAS during a descent. 3. If the static Vent becomes blocked during a descent the ASI would read: a) Zero b) High. c) Low. 4. If the Pitot opening is blocked, but the aircraft has a separate static vent, the instrument that would be affected are the: a) ASI and VSI. b) ASI and Altimeter only. c) ASI only. 5. Rectified Airspeed is: a) IAS corrected for instrument and pressure error. b) IAS corrected for density error. c) IAS corrected for density and compressibility errors. 6. An aircraft is maintaining FL120 in cloud. The ASI reading falls to zero. The most probable cause is: a) Pitot head blocked by ice. b) Static vent blocked by ice. c) ASI malfunctions. 7. IAS is converted into TAS by: a) Rectification and density correction. b) Instrument and density correction. c) Density, position and compressibility correction. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 2 of 76

3 8. An aircraft is flying from a cold air mass into a warm air mass: a) The TAS will increase and the true altitude will decrease. b) The TAS will decrease and the true altitude will increase. c) Both TAS and true altitude will increase. 9. An aircraft is flying from warm air to cold air at a constant TAS. The RAS would: a) Remain constant. b) Increase. c) Decrease. 10. Pressure altitude feet OAT +3 C. The Density Altitude is: a) ft. b) ft. c) ft. 11. Pressure Altitude ft, QNH Altitude ft, OAT +10 C. The true altitude is: a) ft. b) ft. c) ft. 12. Pressure Altitude ft, QNH altitude 7500 ft, OAT +30 C, Terrain Elevation ft. The approximate absolute altitude is: a) 500 ft. b) ft. c) ft. 13. Airfield Elevation ft, OAT +15 C, QNH 995 hpa. The density altitude is: a) ft. b) ft. c) ft. 14. An aircraft leaves FL160 for an approach and landing at an airfield. The pilot will set QNH at the: a) Transition layer. b) Transition level. c) Transition altitude. 15. The transition altitude: a) Is obtained from the ATIS. b) Can be obtained from instrument approach, SID or STAR charts. c) Is always ft above airfield elevation. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 3 of 76

4 16. The transition level: a) Can be obtained form the ATIS. b) Can be obtained form instrument approach, SID or STAR charts. c) Is always 500 ft above the lowest safe cruising altitude. 17. The location of the static vent which would provide the most accurate measurement of static pressure under variable flight conditions is: a) At the Pitot head which encounters relatively undisturbed air. b) In the cockpit where it is not influenced by a variable angle of attack. c) One on each side of the aircraft where the system will compensate for variation of aircraft attitude. 18. Pressure altitude at an airfield is indicated by an altimeter when the barometric subscale is set to: a) QNH. b) QFE. c) hpa. 19. If the alternate static source, which is vented inside an unpressurised aircraft, is activated in level flight: a) The altimeter may over-read. b) The ASI may under-read. c) The VSI would indicate a descent for a few seconds before returning to zero. 20. If an altimeter indicates ft with QNH hpa set, the pressure altitude is: a) ft. b) ft. c) ft. 21. An altimeter is set to hpa. The aircraft lands at an airfield with elevation 772 ft AMSL, QNH hpa. On landing the altimeter will read: a) 932 ft. b) 160 ft. c) 612 ft. 22. En route at FL270, the altimeter is set correctly. On the descent the pilot fails to reset the altimeter to QNH If the airfield elevation is ft, after landing the altimeter indicate: a) ft. b) 900 ft. c) 400 ft. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 4 of 76

5 23. An aircraft flies from Grand Central (QNH 1029) to Cape Town (QNH 995) at FL160. In the cruise the aircraft is: a) Descending. b) Climbing. c) Maintaining altitude. 24. An aircraft levels out after a rapid descent. The altimeter would: a) Read correctly. b) Over-read for a brief period. c) Under-read for a brief period. 25. An airfield, elevation ft, has a pressure altitude of ft. The QNH and QFE respectively are: a) hpa and hpa. b) hpa and hpa. c) hpa and hpa. 26. An aircraft is flying at FL120, the QNH is 995 hpa. The clearance the aircraft would have over high ground 1982 meters AMSL is: a) ft. b) ft. c) ft. 27. An aircraft heading 003 (M), drift 10 right, has to pass over high ground that is 2200 metres AMSL. Minimum clearance over the high ground is 2000 ft, QNH 1025 hpa. The lowest IFR flight level that can be used is: a) F090. b) F100. c) F The static vent is blocked. If the glass covering the VSI is broken, the instrument: a) Will read correctly. b) Will read zero under all conditions. c) Reading will be reversed. 29. During a pre-flight check the VSI shows 100ft/min climb. You may: a) Fly in IFR conditions and allows for the error. b) Have the VSI adjusted before flight. c) Fly in IFR conditions and ignore the error. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 5 of 76

6 30. The ASI has a pressure error of +5 knots at IAS 130 kts. At this airspeed the VSI would: a) Over-read. b) Read correctly. c) Under-read. 31. An aircraft flying at FL330, Mach 0.82 flies into a colder airmass. The TAS will: a) Increase. b) Decrease. c) Remain constant. 32. An aircraft descends from FL410 to FL200 at a constant Mach number. The TAS will: a) Increase. b) Decrease. c) Remain constant. 33. Climbing at a constant Mach number, the RAS will: a) Increase. b) Decrease. c) Remain constant. 34. As air density increases, the ASI compressibility error will: a) Increase. b) Decrease. c) Remain constant. 35. The local speed of sound is 1050 ft/sec. The TAS of an aircraft flying at Mach 0.84 is: a) TAS 502. b) TAS 512. c) TAS The altitude in the ISA where a TAS of 480 kts equals Mach 0.82 is: a) ft. b) ft. c) ft. 37. An aircraft is flying at a constant Flight Level. An increase in power results in the Mach number increasing by 0.15 and the TAS by 87 kts. The aircraft is flying at: a) F290. b) F310. c) F330. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 6 of 76

7 38. An aircraft flies from a cold air mass into a warm air mass at a constant FL and RAS. The Mach number will: a) Increase. b) Decrease. c) Remain constant. 39. For an aircraft flying at Mach 0.82 at FL350, COAT-35 C, the RAS would be: a) 251 kts. b) 264 kts. c) 279 kts. 40. If the speed of sound is kilometres per hour when the temperature is +15 C and the lapse rate is 2 C/1000 ft, the speed of sound when the temperature is -56 C will be: a) 564 kts. b) 577 kts. c) 583 kts. 41. ASI compressibility error will increase with increase of TAS and: a) Increase with altitude. b) Decrease with altitude. c) Increase with increase of density. 42. Machmeter errors are: a) Instrument, Pressure, Density and Compressibility. b) Instrument, Barometric, Pressure and Temperature. c) Instrument and Pressure. 43. An aircraft leaves airfield X (elevation 510 ft) with the QFE 999 hpa set on the altimeter, en route to Y (510 NM from X) where the QNH is 1025 hpa. A spot height (450 metres AMSL) 114 NM from X is cleared by ft. The altimeter reading over the spot height is: a) ft. b) ft. c) ft. 44. Airfield A-Elevation ft, QFE 930 hpa, Airfield B-Elevation ft. A pilot sets airfield elevation on his altimeter prior to take-off from A. On landing at B the altimeter reads ft. The QNH at B is: a) QNH 990. b) QNH c) JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 7 of 76

8 45. An aircraft leaves A (elevation 540 ft.) with QFE 1008 hpa set on the altimeter, en route to B (1 000NM from A, QNH 1000 hpa). A spot height 232 meters AMSL, 250 NM from A is clearly by ft. The altimeter reading over the spot height is: a) ft. b) ft. c) ft. 46. An aircraft leaves Y, airfield pressure 960 hpa, and the altimeter reads airfield elevation of ft. The aircraft lands at Z (elevation ft) where the altimeter reads 1270 ft. The QNH at Z is: a) QNH b) QNH c) QNH During a pre-flight check the following details were noted: Airfield Elevation Apron elevation Height of static vent above ground Altimeter reading (QFE set) ft ft 25 ft 45 ft The instrument error is: a) 40 ft under-read. b) 5 ft under-read. c) 40 ft over-read. 48. The approximate point in a normal co-ordinate turn, at which the turn error in a suction drive Artificial Horizon is at its maximum is at: a) 90 degrees. b) 180 degrees. c) 270 degrees. 49. When an aircraft is rapidly accelerated in straight and level flight, or at take-off, the inherent precession characteristic that will be displayed on the attitude indicator is: a) The miniature aircraft would indicate a descent. b) The miniature aircraft would indicate a climb. c) The miniature aircraft would indicate a climb and bank. 50. The correct indications obtained from the Turn and Slip indicator during taxi are: a) The needle and ball should move freely in the direction of the turn. b) The ball moves opposite to the turn and the needle deflects in the direction of the turn. c) The ball deflects opposite to the turn and the needle remains central. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 8 of 76

9 51. An Artificial Horizon employs: a) A tied gyro. b) An earth gyro. c) A rate gyro. 52. One characteristic that a properly functioning gyro depends upon for operation is the: a) Resistance to deflection of the gyro rotor. b) Ability to resist precession at 90 degrees to an applied force. c) Position of the gyro axis relative to the Earth s axis. 53. The Latitude Rider nut of a DGI compensates for: a) Real wander. b) Earth rotation wander. c) Transport wander. 54. The approximate angle of bank for a rate one turn at 110 knots is: a) 18 b) 25 c) The turn and slip indicator pre-flight check consist of: a) Aircraft level, ball central, turn needle central. b) Aircraft level, turn needle central, ball central, fluid in tube. c) Aircraft not level, turn needle and ball displaced. 56. The Latitude Rider nut on a DGI is set for zero. If the gyro spins up and away from the pilot and the rider nut is on the right hand side of the gyro axis as seen by the pilot, the adjustment for latitude 30 S would be: a) The nut screwed inwards towards the rotor. b) The nut screwed outwards from the rotor. c) The nut replaced by a lighter nut. 57. The rigidity of a gyro is directly proportional to: a) Rotor speed and inversely proportional to rotor mass. b) Gyro inertia and inversely proportional to rotor speed. c) Gyro inertia and rotor speed. 58. In the rotational speed of the Turn and Slip gyro rotor is below the calibrated speed the: a) Turn indicator over-reads. b) Turn indicator and slip under-reads. c) Turn indicator under-reads, slip not affected. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 9 of 76

10 59. The Latitude Rider nut of a GDI is set give zero drift due to the Earth s rotation at 30 S. The gyro readings will: a) Increase when flying North from 30 S. b) Increase when flying South from 30 S. c) Remain correct when flying East or West along the 30 S parallel. 60. The angle of tilt of the rate gyro in a turn and slip indicator is due to: a) Spring tension opposing primary precision. b) Primary precession caused by the aircraft turning. c) The force in the horizontal plane caused by secondary precession balancing the angle of tilt. 61. A warning flag appears on an electrical Turn and Slip indicator, the means: a) Total instrument failure. b) Turn indicator failure, Slip indicator serviceable. c) Slip indicator failure, Turn indicator serviceable. 62. The principle of rigidity is used for the operation of the following gyroscopic instruments: a) Directional Gyro and Artificial Horizon. b) Directional Gyro and turn indicator. c) Artificial horizon and turn indicator. 63. The air driven Artificial Horizon erection error is due to: a) Centrifugal force acting at the bottom of the pendulous unit. b) Centrifugal force displacing the vanes. c) Wear and tear the gimbal bearings. 64. The DGI, Artificial Horizon and Turn indictor are: a) Rate, Earth and Tied gyros respectively. b) Tied, Rate and Earth gyros respectively. c) Tied, earth and rate gyro respectively. 65. With reference to electrically operated Artificial Horizons. Gyro wander about the pitch axis is controlled by: a) A mercury-levelling switch mounted at right angles to the pitch axis inducing a torque about the roll axis. b) A mercury-levelling switch mounted in line with the pitch axis inducing t torque about the roll axis. c) A mercury-levelling switch mounted at right angles to the roll axis inducing a torque about the pitch axis. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 10 of 76

11 66. During the correct swing of a direct reading magnetic compass the following readings were noted: Magnetic Heading Compass heading The value of Coefficient A is: a) -0.5 b) +0.5 c) The following Coefficients apply to a particular compass system: Coeff A +2, Coeff B +4, Coeff C-3. The deviation expected on heading 135 C is: a) +7. b) c) Coefficient A +3 is corrected on heading 300 C. The compass reading after correction of Coeff A is: a) 330 C. b) 303 C. c) 297 C. 69. A compass system has Coeff A +1 and Coeff B +3. The deviation on heading 230 C is 3. The value of Coeff C is: a) b) c) An aircraft is turning right from 150 C onto 220 C in the Southern Hemisphere. The aircraft should roll out of the turn on a compass heading of: a) 210 C. b) 220 C. c) 230 C. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 11 of 76

12 71. An agonic line joins places of: a) Equal magnetic variation. b) Zero magnetic variation. c) Equal horizontal force H. 72. Variation is called Westerly when: a) Magnetic North is to the West of True North. b) True North is to the West of Magnetic North. c) The Magnetic Meridian is to the West of Compass North. 73. The following figure appear on an aircraft deviation card: For magnetic Steer Compass: The compass heading to steer to maintain a heading of 255 (M) is: a) 256 C. b) 255 C. c) 254 C. 74. With reference to the Sperry Gyrosyn CL2 compass system. The precession rate of the gyro is kept low in order to: a) Maintain the gyro axis in the horizontal plane. b) Suppress turning and acceleration errors. c) Allow the master unit to follow the gyro unit. 75. The Sperry CL2 compass system remains synchronized in a turn because: a) The follow up motor keeps the compass synchronized. b) The precession circuit is activated causing the gyro to follow the turn. c) The signals from the detector unit to the signal selsyn change at the same rate as the rotor of the signal selsyn turns. 76. The Sperry CL2 compass system does not indicate turning and acceleration errors because of: a) The annunciator circuits. b) The slow precession rate of the gyro. c) The Hookes joint suspension of the detector unit. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 12 of 76

13 77. The Sperry CL2 compass system indicates aircraft heading because: a) The detector unit senses the angle between the aircraft fore and aft axis and the magnetic meridian. b) The detector unit aligns itself with the magnetic meridian. c) The signal selsyn measures aircraft heading. 78. A compass system has Coeff A-2, B -4, C+3. The required track is 022 T, drift 7 left, Variation 16 W. The compass heading to steer will be: a) 042 C. b) 045 C. c) 048 C. 79. Compass deviation on 130 C is 8 E. Compass deviation on 315 C will be: a) -4.7 b) -1.5 c) Compass deviation is caused by: a) The difference in the location of the Earth s Magnetic and Geographic Poles. b) The angle of magnetic dip. c) Aircraft magnetism distorting the Earth s magnetic field. 81. A magnetic compass will show an apparent turn to the North in the Southern Hemisphere when: a) The aircraft accelerates on 000 C. b) The aircraft accelerates on 090 C. c) The aircraft decelerates on 270 C. 82. The direction reading magnetic compass has magnetic correctors for: a) Coefficient A, B and C. b) Coefficient B and C only. c) Coefficient B, C and R. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 13 of 76

14 83. During a compass swing the following deviations were found: Heading Compass Deviation The value of Coefficients A, B and C were: a) A-3, B-3, C-2. b) A-2, B-3, C-0. c) A-2, B+2, C The following figures were recorded during the swing of a direct reading magnetic compass: Compass Heading Magnetic Heading The value of Coefficients A, B and C were: a) A-1, B+2, C-2. b) A+1, B-2, C+2. c) A-1, B-2, C An aircraft heading 090 (C) in the Southern Hemisphere turns left onto 170 C. The aircraft should roll out of the turn on: a) 150 C. b) 170 C. c) 190 C. 86. An aircraft is maintaining FL120 in cloud. The ASI reading falls zero. The most probable cause is: a) The pitot head is blocked by ice and there is a leak in the system. b) The static vent is blocked by ice. c) The aircraft has stalled. 87. The green/yellow division mark on an ASI indicates the: a) V NE. b) V NO. c) V LO. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 14 of 76

15 88. An aircraft flying at FL150, temperature-10 C, TAS 160 kts. The RAS will be: a) 126 kts. b) 203 kts. c) 157 kts. 89. The pitot head becomes blocked during a climb at ft. At ft the ASI would: a) Read correctly. b) Under-read. c) Overread. 90. Pressure altitude ft. If the temperature increases from +14 C to +32 C the density altitude will: a) Increase by ft. b) Increase by ft. c) Remain the same, as the pressure has not changed. 91. Airfield elevation 1850 ft, QNH 1024 mbs, QFE 962 mbs, Transition Level 40. The height of the Transition Level above airfield elevation is: a) ft. b) ft. c) ft. 92. What is the true altitude of an aircraft flying at FL230, temperature -41 C, and QNH 983 mbs? a) ft. b) ft. c) ft. 93. An aircraft leaves FAPE (225 ft AMSL) QNH mbs set on the altimeter. Overhead Cape Town (150 ft AMSL, QNH mbs) the altimeter reads 1200 ft. What is the height of the aircraft above Cape Town? a) ft. b) 730 ft. c) 580 ft. 94. An aircraft flying at FL250 has a cabin pressure of ft. The pitot and static lines are broken inside the pressurized cabin. The altimeter will read: a) ft. b) ft. c) The altimeter readings would be unreliable. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 15 of 76

16 95. An aircraft flying at FL250 has a cabin pressure of ft. The pitot and static lines are broken inside the pressured cabin. The ASI readings will: a) Be a slight over-read. b) Be a slight under-read. c) Be unreliable and should be ignored. 96. QNH of 1025 mbs equals a QNH of: a) inches of mercury. b) inches of mercury. c) inches of mercury. 97. Altimeter instrument errors: a) Are maximum at high altitudes. b) Are maximum at Sea Level. c) Are constant at any altitude. 98. The static vent becomes blocked by ice and the alternate static source is selected in an unpressurised aircraft. The VSI shows a climb for a few seconds and returns to zero. The airspeed indicator will: a) Overread. b) Read correctly. c) Underread. 99. An aircraft takes off from Grand Central and is cleared by ATC to FL120. The altimeter baro sub-scale is changed from QNH to mbs: a) At the Transition Level which is passed by ATC. b) At the transition layer obtained from the airfield chart. c) At the transition attitude at ft Descending from FL180 to ft the pitot head becomes blocked by ice passing through FL105. At ft the ASI will: a) Over-read. b) Read correctly. c) Under-read If the pitot head is blocked the ASI will: a) Underread when climbing. b) Overread when descending. c) Underread when descending. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 16 of 76

17 102. The highest indicated airspeed will be obtained during level flight at a constant TAS when the outside air is: a) Cold and Dry. b) Cold and moist. c) Hot and dry The bi-metallic bar in an altimeter: a) Compensates for instrument error due to wear and linkages. b) Prevents the capsule collapsing due to the vacuum in the capsule. c) Compensates for temperature changes The static vent becomes blocked during a descent. The altimeter will: a) Over-read. b) Under-read. c) Indicate the altitude at which the blockage occurred Gyroscopic instruments obey: a) Newton s first law of motion. b) Newton s second law of motion. c) Newton s third law of motion The operational principle of an Attitude Indicator (AH) is: a) Precession. b) Rigidity in space. c) Gyro wander A rate 1 turn is: a) 2 degrees per second. b) 3 degrees per second. c) 5 degrees per second In a balanced turn: a) The angle of bank increases as the airspeed increases. b) The angle of bank increases as the airspeed decreases. c) The angle of bank in not affected by airspeed To maintain a balanced turn: a) The rate of turn increases as the angle of bank decreases. b) The rate of turn decreases as the angle of bank increases. c) The rate of turn increases as the angle of bank increases. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 17 of 76

18 110. What is the approximate angle of bank for a rate one turn at TAS 184 mph? a) 23 b) 25 c) Which gyroscopic instrument cannot be toppled? a) Directional Gyro (DGI). b) Attitude Indicator (AH). c) Turn indicator An aircraft has a Directional Gyro, which has been balanced for apparent wander due to the Earth s Rotation at 34 S. When the aircraft is on the ground at Latitude 22 S the DG readings will: a) Increase. b) Decrease. c) Remain constant An aircraft has a Directional Gyro that has been Latitude balanced for apparent wander due to the Earth s rotation at 30 S. If the aircraft flies due East at 30 S the DGI readings will: a) Increase. b) Decrease. c) Remain constant An aircraft has a Directional Gyro that has been Latitude balanced for apparent wander due to the Earth s rotation at 30 S. If the aircraft flies due North from 30 S the DGI readings will: a) Increase. b) Decrease. c) Remain constant An aircraft decelerates rapidly in straight and level flight. The Artificial Horizon will show: a) A climbing turn to the left. b) A descending turn to the right. c) A descending turn to the left An aircraft rolls out of a turn with the artificial horizon as the only attitude reference. The aircraft s actual attitude will be: a) Nose up and right bank. b) Nose down and right bank. c) Nose down and left bank. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 18 of 76

19 117. Compass deviation is: a) The angular difference between True North and Magnetic North. b) Erroneous magnetic compass indications due to acceleration forces. c) Magnetic disturbances within the aircraft that deflect the magnetic compass The following appears on a compass deviation card: For magnetic Steer Compass Given Track 151 (T), Drift 5 Left, Variation 27 W. The compass heading to steer will be: a) 178. b) 181. c) An aircraft is tracking along a railway line whose direction is 060/240 ( T) on a map. Variation 19 W, Drift 3 right, aircraft heading 080 C. Compass Deviation is: a) -4. b) +2. c) The maximum permitted value of the angle of tilt or residual dip in a direct reading magnetic compass is: a) 10 degrees. b) 20 degrees. c) 30 degrees A compass deviation card must show deviation readings at headings not greater than: a) 30 apart. b) 45 apart. c) 60 apart A compass must be swung at least once every: a) 3 months. b) 6 months. c) 12 months. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 19 of 76

20 123. The maximum deviation permitted in a direct reading compass of a SA registered aircraft is: a) 3. b) 6. c) Lines joining places of equal magnetic dip are called: a) Isodynes. b) Isogonals. c) Isoclinals You accelerate on a Westerly heading in the Southern Hemisphere. The compass would show: a) An apparent turn to the South. b) No error. c) An apparent turn to the North You are turning from 180 C onto 360 C in the Southern Hemisphere. The aircraft should be rolled out of the turn: a) About 20 degrees before the compass reads 360 C. b) When the compass reads 360 C. c) About 20 degrees after the compass reads 360 C The aircraft is decelerated on heading 180 C in the Southern Hemisphere. The compass should indicate: a) 160. b) 180. c) The magnetic force of attraction between a red pole of one magnet and the blue pole of a second magnet is directly proportional to their pole strengths and: a) Inversely proportional to the cube of the distance between the poles. b) Inversely proportional to the square of the distance between the poles. c) Inversely proportional to the sum of the magnetic moments A compass has its centre of gravity below the pivot point in order to minimize the effect of: a) Component H of the Earth s magnetic field. b) Component Z of the Earth s magnetic field. c) Component T of the Earth s magnetic field. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 20 of 76

21 130. An aircraft accelerates on a heading of 180 C in the Southern Hemisphere. The compass will indicates: a) 170 C. b) 180 C. c) 190 C An aircraft turns right from 045 C in the Southern Hemisphere. The aircraft should be rolled out of the turn. a) On a heading of 180 C. b) About 25 degrees after the compass reads 180 C. c) About 25 degrees before the compass reads 180 C An aircraft being manufactured in the Northern Hemisphere is parked facing South West: a) Parameter P is positive. b) Parameter Q is positive. c) Parameter R is positive A Rosemount probe is used to measure: a) RAT. b) SAT. c) TAT At a constant Pressure Altitude of 4 150ft, a temperature drop from 31 C to 17 C will cause the Density Altitude to: a) Decrease by 1 250ft. b) Increase by 1 542ft. c) Decrease by 1 542ft The magnetic system of a compass is suspended pendulously to counteract the effect of component: a) H. b) Z. c) P Ambient static pressure is fed to the ASI in flight to: a) Cancel the dynamic pressure in the pitot tube. b) Subtract the static pressure from the dynamic pressure. c) Cancel static pressure entering the instrument diaphragm through the pitot tube. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 21 of 76

22 137. In an electrically driven AH, the axis wander about the roll axis is controlled by: a) A mercury switch at right angles to the pitch axis inducing torque about the pitch axis. b) A mercury switch parallel to the pitch axis. c) A mercury switch at right angle to the roll axis inducing torque about the pitch axis Erection errors in an air driven Gyro Horizon Indicator are due to: a) Loss of gyro rigidity due to the reduction in rotor speed at high altitudes. b) The movement of the pendulous vanes during aircraft accelerations and manoeuvres. c) The displacement of the pendulous gyro casing during acceleration or a turn The Latitude rider nut in a Directional Gyro Indicator (DGI) is set to give zero drift on the ground at 30 S, this means that; a) The DGI will have zero real and apparent wander when flying along the 30 S parallel. b) On a flight from 30 S to the equator along a meridian the DGI readings will remain constant as no change of longitude is involved. c) Flying eastwards, DGI readings will decrease due to compensation for apparent and real wander by the altitude nut An aeroplane at Mach 0.78 has a true airspeed of 479 knots when flying in Standard atmosphere at flight level: a) 185. b) 275. c) The Principle and Operation of the Machmeter precludes the following errors: a) Density, compressibility and pressure errors. b) Position, density and barometric errors. c) Temperature, compressibility and density errors During a pre-flight check the following details were noted: Airfield elevation Apron elevation Height of static vent above ground Altimeter reading (QFE) ft ft 25 ft 35 ft a) 30 ft underread. b) 5 ft underread. c) 30 ft underread. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 22 of 76

23 143. An aircraft flying at a constant Flight Level reduces power, which results in a reduction of TAS by 112 kts and Mach No. by At which Flight Level is the aircraft flying? a) F b) FL 220. c) FL An aircraft maintains a constant TAS of 350 kts in the climb: a) Local speed of sound decreases and the RAS decreases. b) Local speed of sound decreases and the Mach No. decreases. c) Local speed of sound increases and the Mach No. increases Coeff A -2, Coeff B +2 and Coeff C +3. The heading on which zero deviation occurs are: a) and b) 56.3 and c) 090 and Flying at FL 430 the OAT is 59 C. The deviation from Jet Standard Atmosphere is: a) +12. b) 2.5. c) A compass is swung using the Relative Bearing method. The Magnetic Bearing of a distance object is 210 (M). Compass heading Relative bearing Coeff A, B and C are: a) A = -0.5 B = +2 C = +2 b) A = +0.5 B = +1 C = -2 c) A = -0.5 B = +1 C = Coeff B is negative and one-third the value of Coeff C, which is positive. The heading on which zero deviation occur are: a) and b) 18.4 and c) 71.6 and JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 23 of 76

24 149. Mach No. is equal to: a) P-S+S. b) P-S S c) P+S S 150. By changing from QNH to QNE on a Servo assisted Altimeter: a) The motor drives the E bar sensing an error then amplified and fed to the counter. b) The anvil moves the worm gear, changing the air between the E and I bars. c) The I bar moves, changing the air gaps between the E and I bars A Lewis Bulb senses: a) SAT. b) RAT. c) TAT With QFE 1014 set at A (elevation 480 feet), an aircraft flies to B (QNH 1020) a distance of 780 NM. In order to have minimum clearance of ft. Over a hill 490 meters above sea level, 234 NM from A, the altimeter must read: a) ft. b) ft. c) ft To complete a 360 turn using the Turn Co-ordinator, takes 131 seconds. The rotor speed is: a) High. b) Low. c) Correct The two gyros to precess in the yawing plane of a 3 axis Auto-pilot system are the: a) Yaw and Roll gyros. b) Roll and Pitch gyros. c) Pitch and Yaw gyros. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 24 of 76

25 155. During a compass swing the following readings were noted: Magnetic Heading Compass headings After correction for Coefficients B and C, the compass reading on the westerly heading was: a) 266. b) 270. c) The following figures appear on an aeroplane deviation card: For Magnetic Steer compass The compass heading to steer to maintain a heading of 075 (M) is: a) 072. b) 074. c) An aeroplane heading 010 C in the Southern Hemisphere turns left onto 170 C using a direct reading magnetic compass. The roll of the turn should be initiated on a compass heading of: a) 145. b) 170. c) The elevation of aerodrome A is 390 ft and aerodrome B 450 ft. The pilot of an aeroplane at A, sets altimeter to read aerodrome elevation and then flies to B without resetting the altimeter. Aerodrome pressure at A on departure was 1004 hpa. On landing at B the altimeter reads 630 ft, the QNH is approximately: a) 1011 hpa. b) 1012 hpa. c) 1019 hpa. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 25 of 76

26 159. A direct reading magnetic compass is affected by coefficients B and C only, which together causes a maximum deviation of 7 degrees West on heading 247 C. The respective values of coefficients B and C are: a) B 6.44 and C b) B 2.73 and C c) B 3.20 and C A direct reading magnetic compass has coefficients A, B and C only. Deviation on 000 C is 0. Deviation on 090 C is +3. Coefficient C is +2. The deviation on 180 is: a) - 2. b) - 4. c) The instantaneous Vertical Speed Indicator incorporates an accelerometer unit. The pistons of the accelerometer unit are connected: a) Directly to the VSI needle to give an instantaneous deflection when a climb or a descent is initiated. b) Directly to the capsule by a leaf spring which exerts or relives pressure on the capsule when a climb or a descent is initiated. c) To the static pressure tube leading to the capsule and their movement creates an immediate pressure change inside the capsule when a climb or decent is initiated A RMI (Radio Magnetic Indicator) displays a warning flag, which indicates a compass failure. The radio bearing pointers: a) Are not to be used. b) Can be used to home to an NDB. c) Can be used to home to an NDB and a VOR station A TAS of 470 kts is obtained at Mach 0.82 when flying at FL400. To obtain the same TAS at Mach 0.82 when flying at FL 320 the temperature deviation required is: a) +6 C. b) -7 C. c) -16 C An aircraft at FL310 is flying at an indicated Mach number of 0.80 corrected OAT is -80 C. The Rectified Airspeed for these conditions is: a) 282 kts. b) 298 kts. c) 269 kts. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 26 of 76

27 165. When ambient temperature is warmer than standard at a particular altitude, the altimeter will indicate: a) Higher than true altitude. b) Lower than true altitude. c) The same as true altitude If a vacuum gauge indicates the pressure to be lower than the minimum limit, for air operated instruments that would be affected, are: a) Pressure Altimeter. b) Heading indicator (DGI). c) Vertical speed indicator The reported QNH of a given station is the: a) Actual barometric pressure measured at the station. b) Actual barometric pressure measured at sea level. c) Station s barometric pressure corrected to mean sea level pressure While climbing to FL250, the altimeter is set correctly. On descent the altimeter is not set to QNH hpa. If the aerodrome elevation is 650 ft and the altimeter is functioning properly, after landing the altimeter will indicate: a) Minus 88 ft. b) 738 ft. c) ft If an altimeter indicates ft with the actual QNH of hpa set, the approximate Pressure Altitude is: a) ft. b) ft. c) ft During a stabilised climbing turn at a constant rate, the instruments which indicate the correct pitch and bank are the: a) Vertical speed indicator and Turn-and-slip indicator. b) Altimeter and turn-and-slip indicator. c) Attitude indicator and turn-and-slip indicator In the Servo Altimeter the servo motor drives the: a) Amplifier and the inductor pick-off. b) The counters and the cam. c) The I-bar. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 27 of 76

28 172. Assume that an aeroplane at ft AMSL has a cabin pressure equal to an altitude of ft. If the pitot static tube breaks at a point within the cockpit, the altimeter would read: a) ft (7 000ft ft) which is the allowance for pressure differential. b) ft. c) The cabin pressure altitude, i.e ft In aircraft automatic control system, incorporating three rate gyroscopes, all spinning in the vertical plane, one will precess in the rolling plane. This is the: a) Yaw gyro. b) Pitch gyro. c) Roll gyro At FL410 the temperature deviation from the Jet Standard Atmosphere is +5 C. The outside air temperature is: a) C. b) -62 C. c) -67 C If the static vent becomes blocked during a climb the Mach meter will: a) Over-read. b) Read correctly c) Under-read At a position where the magnetic dip is 45 in the northern hemisphere, a direct reading magnetic compass in a aircraft having a coefficient B or +3, is completely compensated by corrector magnets. 1 degrees of this deviation is due to soft iron and the remainder due to hard iron. When flown to a position in the southern hemisphere, where magnetic dip is again 45 degrees, the value of the coefficient B will now be: a) -1. b) +3. c) The attitude warning flag appears on a Flight Director System. A possible cause is: a) An excessive angle of attack. b) Vertical gyro failure. c) Autopilot failure. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 28 of 76

29 178. A practical test which should be made on the electrical gyro instruments prior to engine start is to: a) Check that the attitude of the miniature aircraft is wings level before selecting electrical power. b) Turn on the electrical power and listen for any or irregular mechanical noise. c) Resets the heading indicator to be sure setting knobs is operative Pitot-static system error are generally the greatest at: a) Manoeuvring speed. b) High speed. c) Low speed During deceleration of an aircraft some attitude indicators will precess and falsely indicate: a) An increase in pitch attitude. b) A decrease in pitch attitude. c) A bank to the right When an aircraft accelerates, some attitude indicators will precess and incorrectly indicate a; a) Left turn. b) Descent. c) Climb Aircraft deceleration (Suction Driver Attitude Indicator) may cause the attitude indicator to indicate: a) Bank to the left nose low attitude. b) Bank to the right nose high attitude. c) Bank to the right Pressure altitude is the altitude: a) Read direct from the altimeter. b) Referenced to the standard plane. c) Above the surface The reported altimeter setting of a given station is the: a) Field elevation in the altimeter setting window noted. b) Current altimeter setting. c) hpa and the altimeter indication noted. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 29 of 76

30 185. An altimeter is set to hpa. If under those conditions a landing is made at an airport where the airfield elevation is 772 ft, the altimeter would indicate approximately: a) 931 ft. b) 613 ft. c) 772 ft If an altimeter indicates ft MSL with an altimeter setting of 1016 hpa, the approximate Pressure Altitude is: a) ft. b) ft. c) ft If while on the ground, a sensitive altimeter is set to 1013 hpa and the ambient pressure is 1013 hpa, the altimeter will indicate: a) Density altitude. b) Zero. c) Field elevation If a standard rate turn is maintained the time required to turn clockwise from a heading of 090 degrees to heading 180 degrees. a) 30 seconds. b) 1 minute. c) 1-½ minutes If a pilot planes to land at an airport where the elevation is ft the indicated approach airspeed should be: a) Higher than used for sea airport and some power should be used until touchdown. b) The same as that used at sea level airport. c) Higher than used at sea level airport Regarding the magnetic compass, it is true to say that: a) If speed decreases on a westerly heading the aircraft will indicate a turn to the North. b) If the turn is made towards the West on a Southerly heading, the compass will indicate a turn in the opposite direction. c) If the aircraft is accelerated on an Easterly heading, the compass will indicate a turn towards North. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 30 of 76

31 191. The deviation error of a magnetic compass varies with the: a) Aircraft electrical system in use. b) Heading being flown and the same for all aircraft. c) Geographic location of the aircraft A line of zero deviation is called: a) An aclinic line. b) An isogonal. c) An agonic line Dev on North Dev on South is equal to: 2 a) Coeff B. b) Coeff A. c) Coeff C The component of aircraft magnetism along the athwart ship is: a) Component P. b) Component Q. c) Component R When turning East from South in the Southern Hemisphere you should: a) Roll out on about 200 degrees. b) Roll out on 175 degrees. c) Roll out on 160 degrees The magnetic equator is the same as: a) An isoclinal. b) An agonic line. c) An aclinic line The aircraft is ft AMSL. The QNH is 990 hpa, the QNE would be: a) ft. b) ft. c) ft If you fly an aircraft from the Southern Hemisphere to the Northern Hemisphere you would expect: a) Only changes in drift rate of the directional gyro. b) Only changes in compass deviation. c) Changes in both drift rate and deviation. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 31 of 76

32 199. If you were making a turn in the Southern Hemisphere from South-West to the right on the North you should come of the turn on: a) 340 degrees. b) 020 degrees. c) 350 degrees You take off from Umtata (2 400 ft AMSL) with QNH 1020 hpa set and fly to Port Elizabeth 225 ft AMSL) at F80. Arriving at PE you are unable to obtain a QNH and decide to fly at ft QNH 1020 hpa. The actual height AGL if the real QNH at PE is 990 hpa is: a) ft. b) 900 ft. c) 375 ft If the altimeter is 150 ft high when you check airfield against QNH you would: a) Make a correction of 5 hpa to all QNH received. b) Make a correction of 150 ft to your height. c) Cancel the flight until altimeter is serviceable The barometric pressure at aerodrome level reduced to sea level using the ISA formula is: a) QNH. b) QFE. c) QNE It is true to say that: a) The DI 9 000, the and The A/H rpm. b) The T&B 9 000, the and the rpm. c) The A/H , the and the rpm Which statement is true about the effect of temperature changes on the indications of a sensitive altimeter? a) Colder than standard temperatures will place the aircraft lower than the altimeter indicates. b) Colder than standard temperatures will place the aircraft higher than the altimeter indicates. c) Temperature changes have no effect on altimeter indications For a given indicated airspeed, a high density altitude will always result in: a) An increase in equivalent airspeed. b) An increase in true airspeed. c) A decrease in true airspeed. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 32 of 76

33 206. To determine pressure altitude prior to take-off, the altimeter should be set to: a) The field elevation in the altimeter setting window noted. b) The current altimeter setting. c) hpa and the altimeter indication noted If a flight is made from an area of high pressure into a area of low pressure without adjusting the altimeter setting, the actual altitude of the aircraft would be: a) At the same level as the altimeter indicates. b) Lower than the altimeter indicates. c) Higher than the altimeter indicates Under what condition will true altitude be lower than indicated altitude with an altimeter setting of hpa, even with a accurate altimeter? a) In warmer than standard air temperatures. b) In colder than standard air temperatures. c) Under higher than standard pressure at standard datum plane What is true altitude? a) Actual height above sea level corrected for all errors. b) Altitude above the surface. c) Altitude reference to the standard datum plane Which change will cause the altimeter of an aircraft, parked on an airport apron, to indicate lower than actual elevation? a) Temperature increase. b) Atmospheric pressure increase. c) Density altitude increase In a coordinated turn the displacement of the turn needle: a) Indicates the angle of bank. b) Increase as the angle of bank increases and the airspeed decreases. c) Increases as the angle of bank decreases and the airspeed increases If the outside air temperature increases during a flight at constant power and at a constant indicated altitude, the true airspeed will: a) Increase and the true altitude will increase. b) Decrease and the true altitude will decrease. c) Decrease and the true altitude will increase. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 33 of 76

34 213. While in a shallow turn, the compass card: a) Continues to rotate in the same direction as the turn b) Remains stationary in relation to the aircraft throughout the turn. c) Remains stationary and the aircraft rotate around the compass card A compass swing should be conducted: a) With the radio equipment off. b) With the engine shut down. c) With the engine running A magnetic material that is easily magnetised is called: a) Soft iron magnetic material. b) Permanent magnet. c) Hard iron Compass accuracy is greatest: a) In mid latitude. b) At the poles. c) At magnetic equator Parameter P is: a) Fore and aft magnetism affecting Coeff B. b) Athwart ship magnetism affecting Coeff B. c) Fore and aft magnetism affecting Coeff C The secular change in variation has a cycle of: a) 96 years. b) 690 years. c) 960 years An aircraft constructed in South Africa has a red pole in the nose and right wing and blue poles in the tail and left wing. The heading during construction was: a) 045 degrees. b) 315 degrees. c) 135 degrees. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 34 of 76

35 For questions 220 to 228, use the following Compass swing details: Correcting swing Check swing Landing Compass Aircraft Compass Landing Compass Aircraft Compass What is Coeff C? a) -6. b) +4. c) What should the compass read after correction for Coeff C? a) 174. b) 172. c) What is Coeff B? a) -2. b) +2. c) What will the compass read after correction for Coeff B? a) 265. b) 267. c) What is Coeff A? a) -2. b) +2. c) If Coeff A is corrected while standing on Compass Heading 317, what will the compass read after correction? a) 319. b) 316. c) 315. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 35 of 76

36 226. When making out your deviation card, what would you write against the heading of 045 : a) Steer 045. b) Steer 043. c) Steer The residual deviation on heading 180 would be: a) 0. b) +1. c) On the deviation card for Hdg (M) 225 you would write: a) Steer 225. b) Steer 226. c) Steer The wing tip detector unit of the CL2 remote reading compass has the following degrees. a) 25 degrees pitch & roll, nil in azimuth. b) 25 degrees in azimuth, nil in pitch & roll. c) It is attached securely to the wing tip When turning from East to South in the Southern Hemisphere using the magnetic compass, you should: a) Rollout at about 200 C. b) Rollout at 175 C. c) Rollout at 160 C The stator rotor in a remote reading compass is on the same shaft as: a) The enunciator and synchronizer. b) The vertical bevel gear and the gyro unit pointer. c) The exciter coil and the secondary coils Ideally the compass liquid should have the following properties: a) High coefficient of expansion. b) Low viscosity. c) High specific gravity The gyro selection of the remote reading compass would be used: a) Near the equator. b) When carrying out turns. c) Near the poles. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 36 of 76

37 234. That part of the remote reading compass which senses magnetic heading is called: a) The stator. b) The flux valve. c) The enunciator The type of compass least likely to suffer from parallax is: a) Direct reading compass. b) Remote reading compass. c) A standby compass When a magnet cannot be made any more magnetic, it is said to be: a) Impermeable. b) Permeable. c) Saturated You would expect a compass to be made of: a) Hard iron. b) Soft iron. c) Brass A blue pole in the left wing would cause: a) -P component. b) +P component. c) -Q component Referring to question 240, the resulting coefficient would be: a) C. b) B. c) A Compressibility correction is usually applied at speeds above: a) 180 knots. b) 300 knots. c) At all speeds The correction for compressibility gives: a) TAS. b) RAS. c) EAS. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 37 of 76

38 242. Which of the pressure instruments does not suffer from instrument error? a) ASI. b) Altimeter. c) VSI In the servo altimeter: a) The servo motor and cam drive the I bar. b) The capsules drive the I bar. c) The capsules drive the E bar In the VSI: a) Delayed static is in the case and static in the capsule. b) Delayed static is in the capsule and static in the case. c) Dynamics in the capsule and static in the case The directive force on a compass needle is: a) Z. b) T. c) H In a directive reading magnetic compass, the effect of dip is counteracted by: a) Low centre of gravity. b) Compass liquid. c) Powerful magnets The advantages of the remote reading compass are: a) Increases parallax thus reducing compass errors, eliminates deviation. b) Eliminates turning errors, permits multiple presentation of heading. c) Reduces weight, increases sensitivity Assuming the compass to be only affected by hard iron magnetism causing deviation, if the altitude changed the deviation would change because: a) Of the change in the aircraft s hard iron magnetism. b) Of the change in the Earth s total force. c) Of the change in the strength of the Earth s direction force In regard to acceleration errors, they are caused because: a) The C of G of the magnet system is above the pivot. b) The C of G of the magnet system lies between the pivot and the nearer pole. c) The C of G lies between the pivot and the equator. JANUARY 2004 TYPICAL QUESTIONS FLIGHT INSTRUMENTS PAGE 38 of 76