MODULE 13 (13.3 / 13.4 / 13.6 / 13.8)

• HF IS 3 – 30 MHZ • GLIDESLOPE TONE FREQUENCY IS 90 HZ

• LOCALIZER TONE FREQUENCY IS 150 HZ

• VOICE SWITCH ON AUDIO SELECT PANEL HAS 1020 – 1350 HZ

BAND STOP FILTER

• ILS IS 111.1 HZ (ILS IS VHF)

• MLS IS 5000 – 6000 MHZ

• GPS RECEIVER NAV MSG FREQ IS 50 HZ

• VHF IS 108 – 136 MHZ

• VOR IS 112 – 118 MHZ (VOR IS VHF)

• TCAS TX AT 1030 MHZ

• TCAS RX AT 1090 MHZ

• WAVELENGTH OF A C BAND RADAR IS 4 – 8 CM

• GPS FREQ IS 1575 MHZ

• ILS MARKER BEACON FREQ IS 75 HZ

• 1 NM = 12.36 MICROSECONDS

• ADF OPERATES 190 KHZ – 1759 KHZ

• ACARS OPERATES IN 118 – 136 MHZ

• DME WORKS ON UHF

• MF BAND IS 300 KHZ – 3 MHZ

• G/S FREQ IS 328.6 – 335.4 MHZ

• ADF OPERATION RANGE IS AT MF BAND

• G/S TRANSMITTER OPERATES ON UHF BAND

• AUDIO FREQ RANGE IS 20 – 20000 HZ

• L BAND DME TRANSMIT ON FREQUENCY OF 1090 MHZ

• LOCALIZER EQUIP OPERATE IN VHF BAND

• THE TROPOPAUSE EXISTS AT 36,000 FEET • ROTOR BLADES OPERATE AT BEST LIFT / DRAG RATIO WHEN

THEIR AOA IS +30

• A SHROUDED TAIL ROTOR REDUCES THE NEED FOR - CYCLIC FEATHERING

• WHEN A HELICOPTER ROTOR BLADE FLAPS UP – PITCH

DECREASES • SOLIDITY OF A ROTOR IS THE RATIO OF BLADE AREA TO DISC

AREA

• DISC LOADING IS DEFINED AS – RATIO OF GROSS WEIGHT: DISC AREA

• AFTER A CHANGE IN PITCH OF A ROTOR BLADE, THE BLADE

WILL BE MAXIMUM FLAT AT 900 • ASSUMING THE PHASE LAG OF A ROTOR BLADE IS 90 0 & THE

CONTROL ADVANCE ANGLE IS 15 0 THEN THE PITCH OPERATING ARM MUST BE AT THE HIGHEST POINT OF THE SWASH PLATE 750 AHEAD OF THE HIGHEST FLAPPING POSITION

• IN A HELICOPTER THE ALTITUDE HOLD SIGNAL IS FROM –

THE BAROMETRIC ALTITUDE CAPSULE

• CPT CALL IS – A HI / LO CHIME & PINK LIGHT

• TOILET CALL IS – A HI CHIME & AMBER LIGHT

• SEAT BELT WARNING – LO CHIME • GALLEY EQUIPMENT IS FOUND IN AWN 99 • INSPECTION PROOF TESTING OF SEAT BELTS IS CARRIED O UT

TO 9g

• THE MINIMUM DISTANCE BETWEEN A SEAT CUSHION AND THE SEAT IN FRONT OF IT IS 7 INCHES

• EMERGENCY LOCATOR TRANSMITTER TRANSMITS 3

FREQUENCIES • VHF EMERGENCY FREQUENCY IS 121.5 MHZ

• AUTOPILOT, WHEN ON APPROACH TO LANDING, 3 AXIS ARE

USED

• BACK BEAM SCANNING IN AN MLS IS AT A RATE OF 20 DEGREES PER MILLISECOND (0.02 DEGREES PER MICROSECOND)

• MAXIMUM AZIMUTH COVERAGE BY A MLS FACILITY IS +/- 60

DEGREES

• NORMAL AZIMUTH COVERAGE BY A MLS FACILITY IS +/- 40 DEGREES

• IN MLS, THE 12 BIT PREAMBLE CONSISTS OF 5 BITS TIME

FUNCTION & CARRIER, & 7 BITS FUNCTION

• DURING AUTOLAND, LOCALIZER SIGNAL IS LOST AT 400FT. IN THE FINAL APPROACH A GO AROUND IS INITIATED

• CAT 2 AUTOLAND DH LIMITS ARE BELOW 200FT BUT NOT LESS

THAN 100FT

• CAT 1 AUTOLAND DH LIMITS ARE NOT LESS THAN 200FT

• A/C WILL CAPTURE AUTOLAND SYSTEM AT 1500FT

• CAT 2 RVR, IF THE ALERT HEIGHT IS 100FT, WILL BE 400 METERS

• CAT 3B ALLOWS APPROACH, LAND AND RUNWAY GUIDANCE

WITH TAXING VISIBILITY IN THE ORDER OF 50 METERS

• AN AC TACHOGENERATOR STATOR HAS 2 WINDINGS 900 APART

• ICAO WEATHER CATEGORY 3A IS OPERATION DOWN TO AND

ALONG THE SURFACE OF THE RUNWAY WITH RVR OF 200 METERS

• A CAT 11 FACILITY PERFORMANCE ILS HAS AN INTERSECT

HEIGHT OF 15M

• AVERAGE RISK OF AUTOLAND SHOULD NOT CONTRIBUTE A

RATE OF FATAL ACCIDENTS PER LANDING GREATER THAN 1 x 10-7

• TO ENSURE THE A/C ATTAINS THE GLIDESLOPE TRACK THER E

IS A GLIDESLOPE CAPTURE BIAS APPLIED FOR 10 SECONDS AFTER THE SYSTEM SWITCHES TO THE CAPTURE MODE

• ROLLOUT GUIDANCE BY RUDDER IS EFFECTIVE TO ABOUT 80

KNOTS

• GO AROUND CAN BE INITIATED BELOW 2000 FT

• ERROR = DEMAND – FEEDBACK

• 2 DATABASES REQUIRED IN AN FMS SYSTEM

• MODE 1 GPWS IS FOR EXCESSIVE DESCENT RATE

• MODE 2 GPWS IS FOR EXCESSIVE TERRAIN CLOSURE RATE

• HF USED FOR RADIO COMMUNICATION OVER 250 MILES

• SATELLITES TRANSMIT UPDATES EVERY 2ND ORBIT

• A/C IS NORTH OF VOR BEACON ON A COURSE OF 090 RMI. THE POINTER POINTS TO 180

• TONE FREQUENCY FOR GLIDESLOPE AND LOCALIZER ARE

G/S 90HZ LOCALIZER 150HZ

• AN 80ΩΩΩΩ COAXIAL CABLE IS CONNECTED TO AN 80 ΩΩΩΩ DIPOLE ARIEL THEREFORE THE RESISTANCE WOULD BE 80ΩΩΩΩ

• ADDING 6 FOOT OF CABLE TO BOTH TX & RX ARIEL’S ON A

RAD ALT WOULD GIVE 18 FOOT ERROR

• GPS EPHEMERIS COLLECTION TAKES 30 SECONDS

• THE VOICE SWITCH ON THE AUDIO SELECT PANEL HAS 1020 – 1350 HZ BAND STOP FILTER

• VOR CABLE IMPEDENCE IS 50ΩΩΩΩ

• HF CABLE IMPEDENCE IS 50ΩΩΩΩ

• VHF CABLE IMPEDENCE IS 50ΩΩΩΩ

• 7770 ON THE ATC CONTROL PANEL INDICATES EMERGENCY

• 760 CHANNELS ARE AVAILABLE ON VHF

• THE ILS MARKER BEACON LIGHTS ARE COLORED BLUE / AMBER / WHITE

• AVIATION DISTRESS SIGNAL IS 121.5 MHZ

• MLS FREQUENCY IS 5000 – 6000 MHZ

• THE ELECTRICAL TUNING UNIT OF A HF TRANSMITTER

MAINTAINS A VSWR OF THE ANTENNA AT 1.3 – 1

• HF TRANSMISSION OF 10 MHZ WITH A SIDEBAND OF 1000 HZ WHICH DRIFTS 50 HZ – THE RECEIVER AUDIO TONE WOULD BE 1000 HZ

• GPS RECEIVER NAVIGATION MESSAGE FREQUENCY IS 50 HZ

• GNS USES 4 SATELLITES

• VHF IS 118 – 137 MHZ

• 121.5 MHZ IS VHF FREQUENCY

• IN MLS, THE BEAM ANGLE AWAY FROM THE RUNWAY IS 150

• ACCURACY OF A GPS SYSTEM IS 16 METERS / LESS

• AN A/C WITH A 8.33 KHZ SEPARATION VHF COMMUNICATION

SYSTEM COMMUNICATES USING SINGLE CHANNEL SIMPLEX

• DECCA NAVIGATION SYSTEM OPERATES ON LOW FREQUENCY

• AN RMI IN VOR MODE, ITS POINTER IS SHOWING A COURSE OF 000. IF THE COURSE KNOB IS ADJUSTED TO 010 THE POINTER MOVES RIGHT

• TCAS TRANSMIT ON 1030 MHZ

• TCAS RECEIVES ON 1090 MHZ

• RAD ALT TRACK MODE IS EFFECTIVE TO 2500 FT

• WHEN THE VOR REFERENCE & VARIABLE PHASES ARE IN

PHASE QUADRATURE, THE A/C IS AT 0900 RADIAL

• DIFFERENTIAL GPS REQUIRE 4 SATELLITES AND 1 GROUND BASE TRANSMITTER

• GPS HAS 4 SATELLITES IN EACH OF 6 ORBITS

• IN A RAD ALT SYSTEM, IF THE TX AND RX CABLES ARE

INCREASED BY 3 INCHES, THE TOTAL CORRECTION FACTOR IS 9

• FMC STORE 2 PROGRAMMES, 1 ACTIVE AND 1 STANDBY

• THE QUADRANTAL ERROR IN ADF IS MAXIMUM AT A HEADING

OF 045

• THE TCAS SYSTEM HAS 2 ARIELS

• THE WAVELENGTH OF X BAND RADAR IS 3 CM

• THE A/C TRANSPONDER REPLY FREQUENCY IS 1090 MHZ

• A RAINFALL OF 5MM / HR IS INDICATED ON THE WXR BY A YELLOW COLOR

• WHEN THE A/C IS AT A HEIGHT OF 9500 FT & QNH IS 500 FT,

THE DISTANCE THE VHF COMMUNICATIONS CAN COVER IS 120 NM

• GLIDESLOPE EQUIP OPERATES IN UHF BAND

• IN A DOPPLER VOR, 30 HZ REFERENCE SIGNAL IS AM

MODULATED

• DURING TESTING THE ATC ALTITUDE FUNCTION THE PRESSURE ALTIMETER IS SET TO 1013.25Mb

• MODE C INTERROGATION WILL BE IGNORED WHEN THE P2

PULSE IS HIGHER AMPLITUDE TO P1

• THE TIME BETWEEN THE START OF THE P1 PULSE AND THE P 3 PULSE IGNORING THE P2 PULSE LENGTH FOR A MODE A TRANSMISSION IS 8 MICROSECONDS

• WAVELENGTH OF C BAND RADAR IS 4 – 8 CM

• VHF COMMUNICATION RANGE AT 9000 FT IS 110 NM

• GPS SENDS L1 & L2. THE L1 c/a CODE & P CODE

• MODE 4 OF GPWS DERIVES WARNINGS FROM RAD ALT DECREASE

• WHEN THE CVR IS U/S, FLIGHTS MUST NOT EXCEED 72 HOURS

• THE BEARING OF A NDB MEASURED BY ADF IS 060 DEGREES

RELATIVE TO A/C HEADING OF 030 DEGREES. THE RMI POINTER INDICATES 90 DEGREES

• GPS FREQUENCY IS 1575 MHZ

• ILS MARKER BEACON FREQUENCY IS 75 HZ

• ON TCAS WITH OWN A/C BELOW 1750 FT ANY OTHER A/C

BELOW 360 FT ARE DEEMED TO BE ON THE GROUND

• MODE S PULSES - S1, P1, P3, P4 ARE USED

• DME REPLY PULSES ARE 63 MHZ HIGHER OR LOWER

• 1 NAUTICAL MILE = 12.36 MICRO SECONDS

• DME TRANSPONDER TRANSMITS ON RECEIPT OF A PAIR OF PULSES SEPARATED BY 12 MICROSECONDS

• RAD ALT ELECTRICAL LENGTH OF A HELICOPTER IS 28 FOOT

• MODE S TRANSPONDERS TRANSMIT A BINARY CODE OF 24

BITS

• INS CALCULATES ON POWER UP LATITUDE

• ADF IS THETA

• THE DIFFERENCE BETWEEN THE DME TRANSMIT AND RECEIVE PULSE FREQUENCY IS 63 MHZ

• TCAS II IS 24 A/C PER 5 NAUTICAL MILE RADIUS

• A MODE C INTERROGATION WILL BE IGNORED WHEN THE P2

PULSE IS HIGHER AMPLITUDE TO THE P1 PULSE

• AN RMI IN VOR MODE, ITS POINTER SHOWING A COURSE OF 000. IF COURSE KNOB IS ADJUSTED BY 010, THE POINTER TURNS RIGHT

• MODE A – P1 TO P3 = 8 MICROSECONDS

• MODE C – P1 TO P3 = 21 MICROSECONDS

• AN A/C FLYING ON A HEADING OF 030 RECEIVES AN ADF

SIGNAL 030 RELATIVE TO A/C. THE POINTER INDICATES 060

• A RADIO FREQUENCY OF 16 MHZ WOULD BE USED FOR HF COMMUNICATIONS (HF IS 3 – 30 MHZ)

• LORAN C USES 100 KHZ

• A DME IS IN AUTO STANDBY WHEN THE DME RECEIVES 200 –

300 PULSES A SECOND

• AN A/C IS DUE NORTH OF A VOR STATION ON A HEADING O F 900. THE RMI DISPLAYS 1800

• VOR & ILS ARE VHF

• A SECONDARY SURVEILLANCE RADAR INTERROGATION

OPERATES ON A FREQ OF 1030 MHZ & PULSE SPACING DEPENDING ON THE MODE OF INTERROGATION

• FMS NAV DATA BASE IS UPDATED EVERY 28 DAYS

• IF THE 90 HZ TONE PREDOMINATES IN A LOCALIZER

RECEIVER, THE DEVIATION INDICATED WILL SHOW FLY RIGHT

• LOCALIZER MODULATION DEPT IS 20%

• THE ARIEL ELEMENT OF A VHF COMMUNICATIONS

TRANSMITTER / RECEIVER SHOULD HAVE A MIDBAND

LENGTH OF ππππ/4

• THE SHORT CIRCUIT STUB THAT IS USED FOR BROAD

BANDING A VHF WHIP MUST BE APPROX 59 CM

• VSWR OF A VHF SYSTEM WITH A FORWARD POWER OF 100W & A REFLECTED POWER OF 4W WILL BE 1.5: 1

• MIDDLE MARKER IS KEYED WITH ALTERNATE DOTS AND

DASHES

• THE MILLIVOLT DEFLECTION PER DOT ON ILS / VOR IS 75 / 75

• AN ACCELEROMETER IN AN INS MUST BE ABLE TO DETECT ACCELERATIONS DOWN TO 10-6g

• BANDWIDTH OF HF TRANSMISSION IS 3 KHZ

• VHF FREQ IS 108 – 136 MHZ

• TCAS DISPLAYS – WHITE DIAMONDS / RED SQUARES / AMBER CIRCLES

• DFDR ARINC 573 DATA BUS HAS 4 SUB FRAMES

• IN AIRCRAFT, VOR RECEIVER 30 HZ MODULATED REFERENCE

SIGNAL IS COMPARED WITH 30 HZ VARIABLE PHASE SIGNAL

• IN CVOR, 9960 C/S AM SUB CARRIER IS USED IN THE REFERENCE PHASE

• ADF OPERATES 190 – 1759 KHZ

• MODE C RESPONSE IS 20.3 MICROSECONDS

• COAXIAL TRANSMISSION LINE OF IMPEDENCE 80 ΩΩΩΩ IS

CONNECTED TO A DIAPOLE OF 120ΩΩΩΩ. WHEN CHECKING WITH AN OHMMETER THE READING WILL BE MORE THAN 20 MEGA OHMS

• A/C IS NORTH OF VOR BEACON & THE COURSE IS SET TO 900.

RMI INDICATES 1800

• ACARS OPERATES 118 – 136 MHZ

• THE MODULATION USED FOR THE BEAMS OF A LOCALIZER IN AN ILS ARE 150 HZ RIGHT OF RUNWAY CENTERLINE 90 HZ LEFT OF RUNWAY CENTERLINE

• GPS L1 & L2 SIGNALS ARE BI–PHASE 50 BIT / SECOND

• DECCA NAVIGATION USES LF

• A MODE S TRANSPONDER MAKES A MODE A/C ONLY CALL.

THE P2 PULSE IS 0.8 ∗∗∗∗S

• SINGLE SIDE BAND FILTERS ARE 3 KHZ

• MAN MADE NOISE CAUSES INTERFERENCE MAINLY BELOW 12 MHZ

• 3 RF AMPLIFIERS OF 10 dB & 10 KHZ ARE IN CASCADE.

THEREFORE THE OUTPUT IS 30 dB & 10 KHZ

• RADIO WAVES ARE SAID TO HAVE LINE OF SIGHT PROPAGATION ABOVE ABOUT 100MHZ

• THE IDEAL VSWR ON A RADIO TRANSMISSION LINE IS 1:1

• CRYSTALS OPERATE RELIABLY AT FUNDAMENTAL FREQUENCIES UP TO 30 MHZ

• DME WORKS ON UHF

• TCAS WILL ISSUE TRAFFIC ADVISORY IF A COLLISION IS

WITHIN 35 – 40 SECONDS OF OCCURRING

• MF BAND IS 300 KHZ – 3 MHZ

• THE NOISE FACTOR OF A RECEIVER WHOSE INPUT SIGNAL TO NOISE RATIO IS 15:1 & OUTPUT SIGNAL TO NOISE RATIO IS 12:1 IS 1:25

• A LORAN C TRANSMISSION CONSISTS OF 8 PULSES EACH 270

MICROSECONDS

• ARINC 629 OPERATES AT 2000 KB/S

• BNAV ACCURACY IS +/- 5 NM 95%

• WITH ATC CODE OF 0600 SELECTED, PULSES TRANSMITTED ARE B2 & B4

• FOR RHO – RHO NAVIGATION 2 DME SIGNALS ARE REQUIRED

• SINGLE SIDE BAND FILTERS ARE 3 KHZ

• AFTER THE PILOT DEPRESSES THE IDENT BUTTON, THE IDE NT

PULSE APPEARS 4.35µµµµ SECONDS AFTER LAST FRAME PULSE

• THE LENGTH OF RESONANT ANTENNA DIOPOLE IS LAMBDA / 2

• GPS SATELLITES ORBIT 10,900 NM HIGH

• SELCAL SIGNAL TRANSMITS 2 PAIRS OF TONES, 1 PAIR AFTER THE OTHER

• AN A/C IS ON COURSE ON AN ILS LOCALIZER. THE

DIFFERENCE IN DEPTH OF MODULATION IS ZERO

• ACARS TRANSMISSION TO PILOT IS INDICATED BY A DOUBLE CHIME

• FLIGHT DATA RECORDER UNDERWATER LOCATOR BEACON

WILL OPERATE AT 37 KHZ FOR 30 DAYS

• GPS COMPRISES OF 4 SATELLITES IN EACH OF 6 ORBITS

• COMMUNICATION BETWEEN AIRCRAFT EARTH STATION AND SATELLITE IS ON L BAND

• IN AN INTERROGATOR MODE S ADDRESSING FORMAT, THE

FIRST SYNCH PHASE REVERSAL OCCURS 2.75 µµµµ SECONDS AFTER P2

• IN VOR THE MANUAL PHASE SHIFT RESOLVER IS 30 HZ SIGNAL

• IMPEDENCE OF A HF ARIEL IS 50 ΩΩΩΩ

• FULL SCALE DEFLECTION ON A VOR SYSTEM IS 10 DEGREES

• A VHF COMMUNICATION BLADE ARIEL HAS A LENGTH OF A

QUARTER WAVELENGTH

• TO OBTAIN AN ACCURATE GPS FIX, THE GPS RECEIVER MUS T BE IN LINE OF SIGHT OF 4 SATELLITES

• GLIDESLOPE FREQUENCY IS 328.6 – 335.4 MHZ

• ADF OPERATION RANGE IS AT MF BAND

• OUTER MARKER FREQUENCY IS AT 400 HZ

• DME INTERROGATION IS CARRIED 63 MHZ ABOVE OR BELOW

TRANSMITTED FREQUENCY

• IRS SERVICEABILITY FOR INSERVICE DRIFT IS ASCERTAIN ED BY 3 + 3T

• DURING AN ACARS TRANSMISSION A 1 IS GENERATED BY THE

–VE HALF OF A 1200 HZ WAVEFORM

• ACARS TRANSMITS ITS DATA USING BINARY CODE

• IN FLIGHT MODE, THE FMS REFERENCE OF DATA SOURCE IS IRS, RHO – RHO, RHO - THETA

• RNAV USES INPUTS OF IRS, VOR, GPS, DME

• AIRCRAFT IS AT 9000 FT. THEREFORE OUT OF VHF RANGE IS

120 NM

• ATCRBS REPLY PULSES ARE 0.45 ∗∗∗∗S WIDE

• TIME BETWEEN F2 FRAMING PULSE & SP1 IS 4.35 ∗∗∗∗S

• TIME BETWEEN F1 FRAMING PULSE & F2 IS 20.3 ∗∗∗∗S

• SLEWING OF THE INS GIMBLLED PLATFORM STIMULATES IN

FLIGHT ATTITUDE CHANGES UP TO 710 IN PITCH AND 1800 AZIMUTH

• WHEN A/C IS HEADING DUE NORTH TOWARDS A VOR STATION

THE REFERENCE & VARIABLE SIGNALS WILL BE 1800 OUT OF PHASE

• MIDDLE MARKER TO RUNWAY THRESHOLD IS 3500 FEET

• GLIDESLOPE TRANSMITTER OPERATES ON UHF BAND

• CAT 3B AIRCRAFT USING FAIL OPERATIONAL AUTO LAND

EQUIPMENT WILL HAVE NO DECISION HEIGHT

• AUDIO FREQUENCY RANGE IS 20 – 20,000 HZ

• L BAND DME TRANSMITS ON A FREQUENCY OF 1090 MHZ

• IN SECONDARY RADAR SYSTEM, THE INTERROGATOR TRANSMITS AT 1030 MHZ

• A SIGNAL OF 120 MHZ FREQUENCY WILL NORMALLY

PROPAGATE BY MEANS OF SPACE WAVES

• TCAS CONSIDERS ANOTHER A/C TO BE ON GROUND AT DIFFERENCE HEIGHT BETWEEN THE BAROMETRIC ALTIMETER & RADIO ALTIMETER OF 180 FEET

• IN RAD ALT INSTALLATION, ARIEL SPACING MUST BE 8 FEET

• IN THE DOWNLINK 11 FORMAT A 0.5 PER SECOND PULSE IN

THE FIRST HALF OF THE SLOT REPRESENTS A LOGIC ONE

• THE UPLINK 11 FORMAT UTILIZES DIFFERENT PHASE SHIFT KEYING

• IN A UNIVERSAL ALL CALL TRANSPONDER INTERROGATION

P2 IS RADIATED BY THE OMNI DIRECTIONAL ARIEL

• TCAS TRANSMITS SQUITTER PULSES ON FREQUENCY OF 1090 MHZ

• ABOVE GLIDESLOPE, THE ILS GLIDESLOPE SIGNAL

MODULATION IS 90 HZ

• GLIDESLOPE EQUIP OPERATES IN UHF BAND

• LOCALIZER EQUIPMENT OPERATES IN VHF BAND

• THE AIRCRAFT EQUIP DETERMINES THE BEARING OF A GND STATION BY COMPARING THE PHASE OF TWO 30 HZ MODULATIONS

• IRS ALIGNMENT TAKES 10 MINUTES

• A SCHULER PENDULUM HAS A PERIOD OF OSCILLATION OF

84.4 MINS

• WHEN IN MANUAL MODE, THE CDU ALERT LAMP OF THE INS WILL FLASH 2 MINUTES NEXT WAYPOINT

• THE 3 ACCELEROMETERS ON A STRAPDOWN PLATFORM ARE

MOUNTED 900 TO EACH OTHER

• A BASIC INS PLATFORM HAS 2 ACCELEROMETERS AND 3 GYROS

• THE INS COMPUTES DISTANCE FROM ACCELERATION BY 2

SUCCESSIVE INTERROGATIONS

• THE 3 ACCELEROMETERS ON A STABLE PLATFORM ARE MOUNTED ORTHOGONALLY

• THE EARTH RATE IS 150 / HOUR

• TO PREVENT GIMBAL LOCK ON THE STABLE PLATFORM IT IS

NORMAL TO USE 4 GIMBALS

• THE 2 FREQUENCIES THAT ARE PAIRED ARE G/S & LOCALIZER

• LOCALIZER BEAM WIDTH IS THE ANGLE WHERE THE 2 EDGES OF THE BEAM ARE APART AT THE RUNWAY THRESHOLD BY 700 FEET

• IF FREQUENCY DECREASES WITHOUT ALTERING THE LENGTH

OF AN ARIEL………….BECOMES CAPACITIVE REACTIVE

• IF FREQUENCY INCREASES WITHOUT ALTERING THE LENGTH OF AN ARIEL………….BECOMES INDUCTIVE REACTIVE

• APPLIED PRESSURE OF AN ASI VARIES WITH THE SQUARE OF

SPEED

• AIRCRAFT FLIES IN STILL AIR AT 400 KNOTS & ENCOUNTERS A HEAD WIND OF 50 KNOTS. THEREFORE THE GROUND SPEED IS 350 KNOTS

• MODE S ADDRESS IS MADE UP OF 24 BITS

• WHEN AN AIRCRAFT IS ALIGNED FOR A COMPASS SWING

CHECK IT MUST BE ALIGNED WITH ERROR OF + / - 3 DEGREES

• THE ELECTRIC ARTIFICIAL HORIZON HAS MOVEMENT OF 3600 IN ROLL & 850 IN PITCH

• GPWS MODE 1 IS EXCESSIVE RATE OF DESCENT

• WHEN CARRYING OUT AN INSULATION CHECK ON A FUEL

PROBE, THE MAX VOLTAGE USED IS 250 VOLTS

• MAXIMUM DEVIATION ON A STANDBY MAGNETIC COMPASS MUST NOT BE MORE THAN 30

• COMPASS BASE CLASSIFICATION CLASS 2 IS PERIODICALLY

RESURVEYED EVERY 2 YEARS

• AIRCRAFT IS HEADING 270 0. MAGNETIC COMPASS DEVIATION IS –10. THE PILOT SHOULD FLY 2710

• VERTICAL GYROS ARE LIMITED TO 850 MOVEMENT IN PITCH

TO PREVENT GIMBAL LOCK

• AN ELECTRIC GYRO RPM IS 24,000 RPM

• THE CX & TX ROTORS OF A CONTROL SYNCHRO ARE 90 0 SHIFTED. OUTPUT IS THEREFORE 0

• COMPONENT C IS (DEV ON N – DEV ON S) / 2

• COMPONENT B IS (DEV ON E – DEV ON W) / 2

• A RATE GYRO HAS 1 DEGREE OF FREEDOM

• AIRCRAFT IN FLIGHT. THE BAROMETRIC SCALE OF ALTITUD E

IS SET TO 1013.25

• MODE S HAS 24 ADDRESS BITS

• IN RVSM, ERROR ALLOWED IS 80 FEET

• DURING A COMPASS SWING, USING A DATUM COMPASS, THE ERROR PERMITTED IN ALIGNING THE AIRCRAFT IS 5 DEGREES

• A DIRECTIONAL GYRO IS CHECKED EVERY 15 MINUTES FOR

DRIFT

• IN A BOOST GAUGE SYSTEM THE SENSING ELEMENT CONTAINS 2 CAPSULES

• STANDBY COMPASS ADJUSTING MAGNETS (FINDERS BARS)

EXERT THE MOST AMOUNT OF INFLUENCE WHEN 900 APART

• COEFFICIENT A IS ADJUSTED ON ANY HEADING

• WHEN AIRCRAFT REACHES 2500FT THE RAD ALT GOES OUT OF VIEW

• AIRCRAFT CERTIFIED AFTER 1997 WITH RVSM, THE MAXIMUM

TOLERANCE FOR THE SYSTEM WOULD BE + / - 200 FEET PLUS + / - 50 FEET FOR INSTRUMENT ERROR

• AIRCRAFT CERTIFIED BEFORE 1997 WITH RVSM, THE

MAXIMUM TOLERANCE FOR THE SYSTEM WOULD BE + / - 300 FEET PLUS + / - 50 FEET FOR INSTRUMENT ERROR

• LORAN C USES 100 KHZ

• SPEED OF ARINC 439 SYSTEM IS 100 KHZ

• IN A COMPASS SWING THE

NORTH ERROR IS –20 SOUTH ERROR IS –20 THEREFORE THE COEFFICIENT C = 0

• THE ALTITUDE RELATIVE TO SEA LEVEL, THAT THE

PRESSURE IN THE STANDARD ATMOSPHERE IS HALVED IS 18,000 FEET

• THE NEEDLE IN A RESOLVER IS CONNECTED TO 2 COILS ONLY

• AIRCRAFT LANDING ON QFE, ON TOUCHDOWN THE

ALTIMETER READS 0

• DC ELECTRIC CABLE MUST BE 24 INCHES FROM A COMPASS

• A COMPASS HAS A RESIDUAL DEVIATION OF +1 DEGREE. TO STEER A TRUE HEADING OF 1800 THE PILOT MUST STEER 1790

• ABSOLUTE PRESSURE OF 25 PSI IS 10.3 PSI

(GAUGE PRESSURE = ABSOLUTE PRESSURE – ATMOSPHERIC PRESSURE)

• JAR OPS STATES A FDR RECORDING MUST BE KEPT FOR 60

DAYS AFTER AN ACCIDENT OR INCIDENT

• COEFFICIENT A CORRECTION IS CARRIED OUT AFTER B & AFTER C

• COMPASS ERROR Q CORRECTIONS CORRECT C ERROR

• ICAO STANDARD ATMOSPHERE IS TAKEN FROM DATA

MEASURED AT 45 DEGREES NORTH

• ABOVE 2500 FEET THE RAD ALT POINTER IS HIDDEN BEHIND A MASK WITH OFF FLAG OUT OF VIEW

• MODES OF GPWS THAT MAY BE INHIBITED ARE MODES 4B & 5

• THE VOCAL REPETITION OF MODE 6 WARNINGS ARE

REPEATED ONCE ONLY

• THE HEIGHT THE RISING RUNWAY APPEARS IS 200 FEET

• CYCLIC SHIFT OF THE STATOR CONNECTIONS IN A TORQUE SYNCHRO RESULTS IN OUTPUT DATUM ADVANCED 240 DEGREES

• THE SCRATCH PAD IN A FMS CDU OCCUPIES THE FIRST 12

CHARACTER SPACES OF THE BOTTOM LINE

• ELECTRIC CABLES SHOULD BE 24 INCHES FROM DR COMPASS

• A PITOT HEAD DIAMETER OF 2 INCHES………….. THIS IS THE EXTERNAL DIAMETER OF THE PITOT HEAD

• DEVIATION IS INDICATED BY 2 DOTS IN A VOR SYSTEM

INDICATES 100

• VACUUM DRIVEN GYRO HORIZON RUNS AT APPROX 15,000 RPM

• WITH THE VSI POINTER AT POSITION 1 AT THE UPPER HALF

OF SCALE INDICATES 1000FT / MIN RATE OF CLIMB

• AFTER DISCONNECTING THE ELECTRIC SUPPLY TO A GYRO WAIT 15 MINUTES TO ALLOW IT TO STOP

• COMPASS COMPENSATOR UNITS HAVE GREATEST EFFECT

WHEN MAGNETS ARE 900 APART

• MACHMETER USES SQUARE LAW COMPENSATION

• NORMAL VERTICAL MINIMUM SEPARATION ALLOWED IS 2000 FEET

• COMPONENT P RELATES TO COEFFICIENT B

• EGPWS MODE 2 ANNOUNCES WHOOP WHOOP PULL UP

• EFIS DISPLAY, SG1 & SG2 ARE FOR CAPTAIN & FO DISPLAYS .

PURPOSE OF SG3 IS BACKUP FOR SG1 & SG2

• DIRECTIONAL GYRO INNER GIMBAL IS RESTRICTED TO + / - 850 TO PREVENT GIMBAL LOCK

• SPEED OF ROTOR IN TURN & SLIP INDICATOR IS APPROX 4,200

RPM

• IN THE DIRECTIONAL GYRO, THE INNER / OUTER GIMBAL I S CORRECTED TO 15 SINE LATITUDE

• A RATE 2 TURN IS 360 DEGREES / MIN

• AN ENGINE VIBRATION INDICATOR SYSTEM HAS 2 FILTERS IN

THE INDICATOR

• GPWS MODE 7 WINDSHEAR IS ACTIVATED AT 1500 FEET RAD ALT FOR TAKE OFF & LANDING

• BOILING TEMPERATURE OF WATER IS 100OC / 212OF

• TO CONVERT OC TO KELVIN ADD 273

• THE MOVING ELEMENT OF A RATIOMETER HAS 2 COILS

• IF AN ALTIMETER MILLIBAR SCALE IS SET TO 1013.25 &

BAROMETRIC PRESSURE AT THE TIME WAS 1020, THE ALTIMETER WOULD READ BELOW ZERO FEET

• 1 DOT VOR DEVIATION REPRESENTS 50

• PRESSURE GAUGE INDICATES 1000PSI. IN TERMS OF ABSOLUTE

PRESSURE THIS REPRESENTS 1014.7 PSI

• A SENSITIVE ALTIMETER READING 100 FEET WHEN THE MILLIBAR SCALE IS SET TO THE ATMOSPHERIC PRESSURE A T AIRFIELD LEVEL (QFE) INDICATES THE INSTRUMENT IS U/S

• TRUE AIRSPEED IS ALWAYS HIGHER THAN EAS / IAS AT ANY ALTITUDE ABOVE SEA LEVEL

• IF ASI READING IS 300 KNOTS, CALIBRATED AIRSPEED IS 304

KNOTS

• NORTH ERROR –2 DEGREES, SOUTH ERROR +2 DEGREES. THEREFORE COEFFICIENT C IS –2 DEGREES

• THE H S I PROVIDES – VOR, PLAN, ILS, MAP & RADA R

• COMPRESSIBILITY ERROR IN A PITOT HEAD IS CAUSED BY –

COMPRESSION OF AIR IN THE TUBE AT HIGH SPEEDS

• A BUBBLE IN A COMPASS – IS DUE TO HIGH ALTITUDE

• A FLUX DETECTOR OUTPUT IS A – AC VOLTAGE AT TWICE TH E FREQUENCY OF THE EXCITATION VOLTAGE

• IN AN ARTIFICIAL HORIZON, PENDULOSITY ERROR IS CAUS ED

BY – BOTTOM HEAVINESS OF THE INNER GIMBAL

• IN AN ARTIFICIAL HORIZON, ERECTION ERROR IS CAUSED BY – DISPLACEMENT OF ERECTION CONTROL DEVICE

• A VSI METERING UNIT CONSISTS OF – BOTH AN ORIFICE & A

CAPILLARY

• A MANUAL VOR INPUT IS FOR – THE COURSE DEVIATION BA R

• AFTER CORRECTION OF A NORTH-SOUTH HEADING READING ON A COMPASS SWING, RESULTANT CORRECTION IS KNOWN AS – RESIDUAL DEVIATION

• APPARENT DRIFT ON A DIRECTIONAL GYRO IS CORRECTED

BY – AN ADJUSTMENT NUT ON INNER RING

• PURPOSE OF ALTITUDE ALERTING IS TO WARN THE PILOT OF – APPROACH TOO OR DEVIATION FROM SELECTED ALTITUDE

• GAUGE PRESSURE AS INDICATED ON A DIRECT READING

BOURDON TUBE PRESSURE IS EQUAL TO – ABSOLUTE PRESSURE MINUS ATMOSPHERIC PRESSURE

• TO / FRO INDIC ON A H S I INFORMS PILOT OF WHICH

DIRECTION HE IS TRACKING RELATIVE TO – A VOR STN

• WHEN CHECKING A SENSITIVE ALTIMETER ON A PRE FLIGHT INSPECTION – AMBIENT AIR PRESSURE IS SET ON MILLIBA R SCALE

• H S I COMPASS CARD IS POSITIONED BY THE – COMPASS

SYSTEM

• DEFLECTION OF THE ADI COMMAND BARS WHEN FLYING A LOCALIZER APPROACH IS PROPORTIONAL TO – THE DIFFERENCE BETWEEN THE AMPLITUDES ON THE 2 MODULATIONS

• A/C IS FLYING STRAIGHT AND LEVEL IN STILL AIR, AIRS PEED

WILL BE – EQUAL TO GROUND SPEED

• TO PROVIDE A LINEAR SCALE ON A H S I A – RANGING BA R & SCREWS ARE FITTED

• WHEN CARRYING OUT PRESSURE LEAK CHECK ON AN

ALTIMETER, YOU ARE CHECKING FOR LEAKS IN – INSTRUMENT CASE

• IF ALT IS SET TO 1013.25 & BAROMETRIC PRESSURE AT THE

TIME WAS 1020, ALTIMETER READS – BELOW ZERO

• COMMAND BARS IN FD SYSTEM INDICATE – REQUIRED PATH WITH RESPECT TO ACTUAL PATH

• ON A CONVENTIONAL RMI THE ANGLE BETWEEN THE

COMPASS DATUM & RADIO POINTER ARROW IS – RELATIVE BEARING

• A COMPASS IS MADE APERIODIC BY – USING FLUID

• ISOGONAL LINES LINK PLACES OF – EQUAL VARIATION

• THE SUPPLY OF DESYNN INDIC SYSTEM IS – DC

• WHEN USING PITOT STATIC TEST SET, A/C SYSTEM IS VENT ED

BY – VENTING THE STATIC SYSTEM VIA INTERNAL BLEED I N TEST SET

• BIMETALLIC STRIP IN ALTIMETER IS FOR – CORRECTING

CAPSULE ELASTICITY

• WHICH AXIS DOES DIRECTIONAL GYRO SPIN ON – HORIZONTAL

• ALTIMETER CAPSULE RESPONDS TO – ABSOLUTE PRESSURE

• THE TRUE AIRSPEED IN ADC IS FROM – MACH NUMBER &

TEMPERATURE

• WHAT TYPE OF GYRO IS USED INA GYRO COMPASS – DIRECTION GYRO

• WHAT EFFECT ON RATE OF PRECESSION WILL A CHANGE OF

GYRO ROTOR SPEED HAVE – INCREASE ROTOR SPEED DECREASES RATE OF PRECESSION

• BOURDON TUBES HAVE – OVAL CROSS SECTION

• IN A BOURDON TUBE – ONE END IS SEALED AND OTHER END IS

CONNECTED TO THE PRESSURE SOURCE

• DISTANCE READOUT FROM H S I - IS FROM A/C DME SYSTE M

• A GYRO HAVING ONE PLANE OF FREEDOM AT RIGHT ANGLES TO PLANE OF ROTATION & ITS GIMBAL RESTRAINED ELECTRICALLY OR BY A SPRING IS KNOWN AS – A RATE GYR O

• AN INSTRUMENT USED FOR MEASURING NEGATIVE

PRESSURES – HAS ANTI CLOCKWISE POINTER MOVEMENT IF BOURDON TUBE OPERATED

• AN ABSOLUTE PRESSURE GAUGE MEASURES – THE APPLIED

PRESSURE REFERRED TO A PERFECT VACUUM

• DFDR LOW SPEED PLAYBACK CAN BE ACHIEVED BY – FLIGHT COMPARTMENT TEST CONNECTOR THROUGH DIGITAL FLIGHT DATA ACQUISITION UNIT

• IN A CHANGE TO A LOWER ALTITUDE, PISTON IN VSI WILL

CREATE FOR AN INSTANT – MORE PRESSURE TO CAPSULE ONLY

• MACH METER IS – COMPENSATED WITH SQUARE LAW

SCREWS AND AN ARM

• WHAT IS NOT DISPLAYED ON AN ADI – VOR LATERAL DEVIATION

• WHAT EFFECT ON RATE OF PRECESSION WILL A CHANGE OF

GYRO ROTOR SPEED HAVE – INCREASE ROTOR SPEED CAUSES DECREASE IN RATE OF PRECESSION

• A GYRO HAS ITS RIGIDITY INCREASED BY – INCREASING T HE

ROTOR SPEED

• IF A CONSTANT TORQUE IS APPLIED TO A GYRO, THE RATE OF

PRECESSION INCREASES WITH LOWER ROTOR SPEED

• GYRO RANDOM DRIFT IS CAUSED BY – UNBALANCE & BEARING FRICTION IN THE GYRO

• PENDULOUS VANE TYPE ERECTION SYSTEMS FITTED TO A

GYRO HORIZON WORKS ON THE PRINCIPLE – INCREASED REACTION OF THE AIR FROM A FULLY OPEN PORT

• THE PITCH / BANK ERECTION SYSTEM IS USED IN ELECTRI CAL

GYRO HORIZON TO – PREVENT PITCH SWITCH GIVING A FALSE INDICATION DUE TO CENTRIFUGAL EFFECTS DURING A TURN

• FAST ERECTION PUSH MUST NOT BE USED FOR A SET PERIOD

OF TIME BECAUSE – EXCESSIVE HUNTING WILL TAKE PLACE

• THE ERECTION SYSTEM ON A DIRECTIONAL GYRO HAS – A SWITCH ON INNER GIMBAL CONTROLLING A MOTOR ON OUTER GIMBAL

• THE TURN & SLIP INDICATOR IS A – RATE GYRO

• GIMBAL LOCK IN A DISPLACEMENT GYRO OCCURS WHEN –

SPIN AXIS BECOMES COINCIDENT WITH ANY OF THE AXIS OF FREEDOM

• IN A TURN COORDINATOR, OUTPUT AXIS OF RATE GYRO IS –

SET AT 300 TO LONGITUDINAL AXIS