ATP EASA Qatar 3 RED

Question

R 62.6.5.0 (4845) What is the minimum number of satellites required by a GPS in order to obtain a three dimensional fix?

Answer 1

while at their station.

Answer 2

only during take off and landing.

Answer 3

only during take off and landing and whenever necessary by the commander in the interest of safety.

Answer 4

from take off to landing.

Answer 5

a decision height of at least 100 ft

Answer 6

a decision height of at least 200 ft

Answer 7

a decision height of at least 50 ft

Answer 8

no decision height

Answer 9

550 m 1800FT

Answer 10

200 m = 700 FT

Answer 11

a decision height equal to at least 200 ft.

Answer 12

a decision height equal to at least 100 ft.

Answer 13

a decision height equal to at least 50 ft.

Answer 14

no decision height.

Answer 15

reduced range

Answer 16

increased manoeuvring limits

Answer 17

increased flight envelope

Answer 18

increased Mach number stability

Answer 19

285 and 420.

Answer 20

280 and 400.

Answer 21

280 and 390.

Answer 22

275 and 400.

Answer 23

Between FL290 and FL410.

Answer 24

Between FL275 and FL400.

Answer 25

Between FL245 and FL410.

Answer 26

Below FL290.

Answer 27

The aircraft front areas.

Answer 28

The upper and lower wingsurfaces.

Answer 29

The upper and lower rudder surfaces.

Answer 30

Only the pitot and static probes.

Answer 31

the anti-icing and de-icing fluids are applied hot.

Answer 32

the de-icing fluid is applied without heating and the anti-icing fluid is applied hot.

Answer 33

the anti-icing and de-icing fluids are applied cold.

Answer 34

the anti-icing fluid is applied without heating and the de-icing fluid is applied HOT

Answer 35

300 m (1000 ft)

Answer 36

450 m (1500 ft)

Answer 37

150 m (500 ft)

Answer 38

600 m (2000 ft)

Answer 39

useless because the toxical cabin smoke is mixed with the breathing oxygen.

Answer 40

possible and recommended.

Answer 41

useless because breathing oxygen would explode under smoke conditions.

Answer 42

useless because the oxygen units do not operate under smoke conditions.

Answer 43

liquid or liquefiable solid

Answer 44

solid material usually of organic nature

Answer 45

electrical source fire

Answer 46

special fire: metal, gas, chemical product

Answer 47

a rate of climb

Answer 48

a rate of descent of approximately 300 fpm

Answer 49

a rate of descent dependent upon the cabin differential pressure

Answer 50

12 seconds.

Answer 51

30 seconds.

Answer 52

5 minutes.

Answer 53

can occur at any altitude in both the vertical and horizontal planes

Answer 54

occurs only at a low altitude ( 2000 ft) and never in the vertical plane

Answer 55

occurs only at a low altitude ( 2000 ft) and never in the horizontal plane

Answer 56

can occur at any altitude and only in the horizontal plane

Answer 57

Indicated airspeed.

Answer 58

Pitch angle.

Answer 59

Vertical speed.

Answer 60

Groundspeed.

Answer 61

7.4 km (4 NM)

Answer 62

9.3 km (5 NM)

Answer 63

11.1 km (6 NM)

Answer 64

3.7 km (2 NM)

Answer 65

9.3 km (5 NM) and 2 minutes

Answer 66

11.1 km (6 NM) and 3 minutes

Answer 67

7.4 km (4 NM) and 2 minutes

Answer 68

9.3 km (5 NM) and 3 minutes

Answer 69

5 minutess

Answer 70

to a departing MEDIUM aircraft following a HEAVY aircraft arrival when operating on a runway with a desplaced landing threshold

Answer 71

to LIGHT aircraft taking-off behind a MEDIUM aircraft from an intermediate part of parallel runway separated by less 760 m

Answer 72

to an arriving LIGHT aircraft following a MEDIUM aircraft departure when operating on a runway with a desplaced landing threshold, if the projected flight paths are expected to cross

Answer 73

Between a LIGHT aircraft and a MEDIUM aircraft making a missed approach and the LIGHT aircraft utilizing an opposite-direction runway for take-off

Answer 74

LIGHT aircraft taking-off behind a MEDIUM aircraft from an intermediate part of the same runway

Answer 75

LIGHT aircraft landing behind a MEDIUM aircraft

Answer 76

MEDIUM aircraft landing behind a HEAVY aircraft

Answer 77

MEDIUM aircraft taking-off behind a HEAVY aircraft from an intermediate part of a parallel separated by less than 760 m

Answer 78

MEDIUM aircraft landing behind a HEAVY aircraft

Answer 79

LIGHT aircraft landing behind a MEDIUM aircraft

Answer 80

LIGHT aircraft taking-off behind a MEDIUM aircraft from a parallel runway separated by less than 760 m. (using whole runway)

Answer 81

LIGHT aircraft taking -off behind a MEDIUM aircraft when aircraft are using the same runway

Answer 82

you dexcend to the flight level corresponding to the indicated cabin altitude or the safety altitude if higher and take preventive steps by putting yourself in a landing approach configuration.

Answer 83

you climb to the maximum flight level which does not need the use of pressurization.

Answer 84

you go down to the level corresponding to the indicated cabin altitude and keep the airplane in a clean configuration until the final approach.

Answer 85

you carry out an emergency descent to reach the safety altitude.

Answer 86

90 seconds

Answer 87

132 seconds

Answer 88

60 seconds

Answer 89

120 seconds

Answer 90

its surface is not dry, and when surface moisture does not give it a shiny appearance.

Answer 91

it is covered with a film of water of less than 3 mm.

Answer 92

it is covered with a film of water of less than 1 mm.

Answer 93

surface moisture gives it a shiny appearance.

Answer 94

unreliable

Answer 95

L= CL 1/2 RHO V² S

Answer 96

L= CL 2 RHO V² S

Answer 97

the induced angle of attack and induced drag decreases

Answer 98

the wing downwash on the tail surfaces increases

Answer 99

an increase in strength of the wing tip vortices

Answer 100

a significant increase in thrust required

Answer 101

the lift is increased and the drag is decreased.

Answer 102

the effective angle of attack is decreased.

Answer 103

the induced angle of attack is increased.

Answer 104

drag and lift are reduced.

Answer 105

when the height is less than halve of the length of the wing span above the surface

Answer 106

when the height is less than twice the length of the wing span above the surface

Answer 107

when a higher than normal angle of attack is used

Answer 108

at a speed approaching the stall

Answer 109

increases.

Answer 110

increases, only if the landing flaps are fully extended.

Answer 111

does not change.

Answer 112

decreases.

Answer 113

increases with an increased weight

Answer 114

decreases with an increased weight

Answer 115

does not depend on weight

Answer 116

increases with the length of the wingspan

Answer 117

an increase in load factor, a forward c.g. shift, decrease in thrust.

Answer 118

a higher weight, selecting a higher flap setting, a forward c .g. shift.

Answer 119

increasing bank angle, increasing thrust, slat extension.

Answer 120

a lower weight, decreasing bank angle, a smaller flapsetting.

Answer 121

pulling up from a dive.

Answer 122

weight decreases.

Answer 123

minor altitude changes occur e.g. 0-10.000 ft.

Answer 124

spoilers are selected from OUT to IN.

Answer 125

greater than VS.

Answer 126

tip stall will occur first, which produces a pitch-up moment.

Answer 127

wing root stall will occur first, which produces a rolling moment

Answer 128

tip stall will occur first, which produces a nose-down moment

Answer 129

leading edge stall will occur first, which produces a nose-down moment

Answer 130

Because SLATS EXTENDED gives a large decrease in stall speed with relatively less drag.

Answer 131

Because SLATS EXTENDED provides a better view from the cockpit than FLAPS EXTENDED.

Answer 132

Because VMCA with SLATS EXTENDED is more favourable compared to the FLAPS EXTENDED situation.

Answer 133

Because FLAPS EXTENDED gives a large decrease in stall speed with relatively less drag.

Answer 134

at same angle of attack, CD is increased and CL is decreased.

Answer 135

CLmax of the polar curve is not affected.

Answer 136

they do not affect wheel braking action during landing.

Answer 137

at same angle of attack, CL remains unaffected.

Answer 138

somewhere about the airframe Mach 1 is reached locally.

Answer 139

the critical angle of attack is reached.

Answer 140

shockstall occurs.

Answer 141

Mach buffet occurs.

Answer 142

Higher critical Mach number

Answer 143

Greater strength

Answer 144

Increased longitudinal stability

Answer 145

Lower stalling speed

Answer 146

It remains constant at lower altitudes but increases at higher altitudes due to compressibility effects.

Answer 147

It increases with increasing altitude, because the density decreases.

Answer 148

It remains constant.

Answer 149

decreases until the tropopause

Answer 150

remains the same

Answer 151

a too high pulling stick force during rotation in the take off.

Answer 152

an increasing static longitudinal stability.

Answer 153

a better recovery performance in the spin.

Answer 154

an unacceptable low value of the manoeuvre stability (stick force per g, Fe/g).

Answer 155

increase the elevator up effectiveness.

Answer 156

decrease the elevator up effectiveness.

Answer 157

not affect the elevator up or down effectiveness.

Answer 158

increase or decrease the elevator up effectiveness, depending on wing location.

Answer 159

Rolling and yawing.

Answer 160

Pitching and rolling.

Answer 161

Pitching and adverse yaw.

Answer 162

Pitching and yawing.

Answer 163

swept wings

Answer 164

straight wings

Answer 165

wing dihedral

Answer 166

increase thrust and angle of attack.

Answer 167

increase thrust and keep angle of attack unchanged.

Answer 168

increase thrust and decrease angle of attack.

Answer 169

increase angle of attack and keep thrust unchanged.

Answer 170

load factor

Answer 171

Because the value of VMCG must also be applicable on wet and/or slippery runways.

Answer 172

Because the nosewheel steering could become inoperative after an engine has failed.

Answer 173

Because it must be possible to abort the take-off even after the nosewheel has already been lifted off the ground.

Answer 174

Because nosewheel steering has no effect on the value of VMCG.

Answer 175

decreases, because VMCG is expressed in IAS and the IAS decreases with TAS constant and decreasing density

Answer 176

increases, because at a lower density a larger IAS is necessary to generate the required rudder force

Answer 177

increases, because VMCG is related to V1 and VR and those speeds increase if the density decreases

Answer 178

1998-10-05 0:00

	Erstellt von mmm mmm vor mehr als 6 Jahre

Nächster

ATP EASA Qatar 3 RED

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