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HP 1 PDF
2016
040-Human Performance & Limitations.LTM Seite 1
receptor
stressor
impeder
Hypoxia
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040-Human Performance & Limitations.LTM Seite 2
6 40.2.1.2 Respiratory and circulatory systems Typ: MC 2 AviaExam60 3/26/2009 Pkt.: 1.00
10 000 ft
8 000 ft
14 000 ft
18 000 ft
8 40.2.1.2 Respiratory and circulatory systems Typ: MC 3 AviaExam61 3/26/2009 Pkt.: 1.00
22 000 ft
a pilot who is fit will handle a high stress situation better than an unfit
pilot
fitness does not affect the ability to handle a high stress situation
a pilot who is fit may or may not handle a high stress situation better
than an unfit pilot
11 40.2.1.2 Respiratory and circulatory systems Typ: MC 5 AviaExam63 5/15/1994 Pkt.: 1.00
When a pilot suffers from hypothermia (e.g. after loss of cabin heating) his/her
demand for oxygen will be:
initially increased
unaffected
varies in individuals
will increase the tolerance to hypoxia when flying below 15 000 feet
78% nitrogen, 21% oxygen, 0,03% carbon dioxide, rest: rare gases
78% helium, 21% oxygen, 0,03% carbon dioxide, rest: rare gases
over response
under response
under arousal
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040-Human Performance & Limitations.LTM Seite 5
21%
5%
10,5%
42%
19 40.2.1.2 Respiratory and circulatory systems Typ: MC 11 AviaExam72 3/26/2009 Pkt.: 1.00
20 40.2.1.2 Respiratory and circulatory systems Typ: MC 12 AviaExam73 3/26/2009 Pkt.: 1.00
Hypothermia can cause heat stress. The best way to minimize the condition is
to
22 40.2.2.3.2 flight related hazards to hearing Typ: MC 13 AviaExam74 3/26/2009 Pkt.: 1.00
the body is freshened during non REM sleep and the brain is freshened
during REM sleep
the brain is freshened during non REM sleep and the body is freshened
during REM sleep
the brain and the body are freshened during non REM sleep
25 40.2.1.2 Respiratory and circulatory systems Typ: MC 14 AviaExam76 3/26/2009 Pkt.: 1.00
26 40.2.1.2 Respiratory and circulatory systems Typ: MC 15 AviaExam78 3/26/2009 Pkt.: 1.00
Plasma.
Blood fat.
blood pressure
28 40.2.1.2 Respiratory and circulatory systems Typ: MC 16 AviaExam79 3/26/2009 Pkt.: 1.00
carbon monoxide
nitrogen
oxygen
carbon dioxide
if it is not corrected by the sun and other zeitgebers, the natural body
cycle is less than 24 hours
if is not corrected by the sun and other zeitgebers, the natural body
cycle is greater than 24 hours
30 40.2.1.2 Respiratory and circulatory systems Typ: MC 17 AviaExam80 3/26/2009 Pkt.: 1.00
convex
concave
barrel shaped
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040-Human Performance & Limitations.LTM Seite 9
32 40.3.4.1.3 ident. of error sources (others) Typ: MC 785 20 11/26/2008 Pkt.: 1.00
concave
convex
plus
34 40.2.2.2.2 visual filed, foveal and periph. vision Typ: MC 786 21 11/26/2008 Pkt.: 1.00
Presbyopia is
35 40.2.1.2 Respiratory and circulatory systems Typ: MC 19 AviaExam82 3/26/2009 Pkt.: 1.00
36 40.2.1.2 Respiratory and circulatory systems Typ: MC 20 AviaExam83 3/26/2009 Pkt.: 1.00
In the alveoli gas exchange takes place (external respiration). Which gas will
diffuse from the blood into the lungs?
Carbon dioxide.
Ambient air.
Oxygen.
Carbon monoxide.
minus lenses
plus lenses
Presbycussis
39 40.2.1.2 Respiratory and circulatory systems Typ: MC 21 AviaExam84 3/26/2009 Pkt.: 1.00
Oxygen diffusion from the blood into the cells depends on the partial
oxygen pressure gradient.
Oxygen diffusion from the lungs into the blood does not depend on
partial oxygen pressure.
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040-Human Performance & Limitations.LTM Seite 11
40 40.2.2.3.2 flight related hazards to hearing Typ: MC 789 24 11/26/2008 Pkt.: 1.00
Tinnitus is
41 40.2.1.2 Respiratory and circulatory systems Typ: MC 22 AviaExam89 5/15/1994 Pkt.: 1.00
42 40.2.1.2 Respiratory and circulatory systems Typ: MC 23 AviaExam92 3/26/2009 Pkt.: 1.00
Hypoxia is caused by
43 40.2.1.2 Respiratory and circulatory systems Typ: MC 24 AviaExam93 3/26/2009 Pkt.: 1.00
44 40.2.2.3.2 flight related hazards to hearing Typ: MC 791 26 11/26/2008 Pkt.: 1.00
Older pilots very often need reading glasses. These are usually
one lens for distance viewing and another lens for near viewing
45 40.2.1.2 Respiratory and circulatory systems Typ: MC 25 AviaExam94 5/15/1994 Pkt.: 1.00
watery eyes
blurred vision
47 40.2.1.2 Respiratory and circulatory systems Typ: MC 26 AviaExam95 5/15/1994 Pkt.: 1.00
Hypoxia improves night vision therefore the pilot will have no indication
of danger.
Persons who suffer from tinnitus often have difficulty in falling asleep. This is
because
49 40.2.1.2 Respiratory and circulatory systems Typ: MC 27 AviaExam96 5/15/1994 Pkt.: 1.00
Dizziness, hypothermia.
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040-Human Performance & Limitations.LTM Seite 14
50 40.2.2.3.2 flight related hazards to hearing Typ: MC 795 30 11/26/2008 Pkt.: 1.00
51 40.2.1.2 Respiratory and circulatory systems Typ: MC 28 AviaExam97 5/15/1994 Pkt.: 1.00
Excessive rate and depth of breathing combined with pains in the chest
area
52 40.2.1.2 Respiratory and circulatory systems Typ: MC 29 AviaExam99 5/15/1994 Pkt.: 1.00
53 40.2.1.2 Respiratory and circulatory systems Typ: MC 30 AviaExam100 5/15/1994 Pkt.: 1.00
54 40.2.1.2 Respiratory and circulatory systems Typ: MC 31 AviaExam101 5/15/1994 Pkt.: 1.00
Which symptom of hypoxia is the most dangerous for conducting safe flight ?
Dizziness.
Lack of adaptation.
Lack of accommodation.
55 40.2.1.2 Respiratory and circulatory systems Typ: MC 32 AviaExam102 5/15/1994 Pkt.: 1.00
20 000 ft
16 000 ft
18 000 ft
38 000 ft
56 40.2.1.2 Respiratory and circulatory systems Typ: MC 33 AviaExam103 5/15/1994 Pkt.: 1.00
40 000 ft
10 000
22 000 ft
45 000 ft
57 40.2.1.2 Respiratory and circulatory systems Typ: MC 34 AviaExam104 5/15/1994 Pkt.: 1.00
hyperventilation
58 40.2.1.2 Respiratory and circulatory systems Typ: MC 35 AviaExam106 5/15/1994 Pkt.: 1.00
59 40.2.1.2 Respiratory and circulatory systems Typ: MC 41 AviaExam375 6/23/1994 Pkt.: 1.00
Dizzy feeling
60 40.2.1.2 Respiratory and circulatory systems Typ: MC 42 AviaExam376 6/23/1994 Pkt.: 1.00
hold breath
61 40.2.1.2 Respiratory and circulatory systems Typ: MC 43 AviaExam377 6/23/1994 Pkt.: 1.00
62 40.2.1.2 Respiratory and circulatory systems Typ: MC 44 AviaExam378 6/23/1994 Pkt.: 1.00
63 40.2.1.2 Respiratory and circulatory systems Typ: MC 45 AviaExam380 6/23/1994 Pkt.: 1.00
Abuse of alcohol
Fatigue
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040-Human Performance & Limitations.LTM Seite 18
64 40.2.1.2 Respiratory and circulatory systems Typ: MC 46 AviaExam381 6/23/1994 Pkt.: 1.00
65 40.2.1.2 Respiratory and circulatory systems Typ: MC 47 AviaExam386 6/23/1994 Pkt.: 1.00
40000 FT
45000 FT
60000 FT
80000 FT
66 40.2.1.2 Respiratory and circulatory systems Typ: MC 48 AviaExam387 6/23/1994 Pkt.: 1.00
the length of time during which an individual can act with both mental
and physical efficiency; measured from the moment at which he/she is
exposed to hypoxia
67 40.2.1.2 Respiratory and circulatory systems Typ: MC 49 AviaExam388 6/23/1994 Pkt.: 1.00
approximately 3 minutes
approximately 5 minutes
68 40.2.1.2 Respiratory and circulatory systems Typ: MC 50 AviaExam389 6/23/1994 Pkt.: 1.00
The time between inadequate oxygen supply and incapacitation is called TUC
(Time of Useful Consciousness). It
69 40.2.1.2 Respiratory and circulatory systems Typ: MC 51 AviaExam391 6/23/1994 Pkt.: 1.00
5-15 seconds
30-45 seconds
45-60 seconds
60-90 seconds
70 40.2.1.2 Respiratory and circulatory systems Typ: MC 52 AviaExam392 6/23/1994 Pkt.: 1.00
are forbidden
71 40.2.1.2 Respiratory and circulatory systems Typ: MC 53 AviaExam393 6/23/1994 Pkt.: 1.00
decompression sickness
barotrauma
air-sickness
hypoxia
72 40.2.1.2 Respiratory and circulatory systems Typ: MC 54 AviaExam394 6/23/1994 Pkt.: 1.00
30 -40 seconds
10-15 seconds
3-4 minutes
5 minutes or more
73 40.2.1.2 Respiratory and circulatory systems Typ: MC 55 AviaExam395 6/23/1994 Pkt.: 1.00
74 40.2.1.2 Respiratory and circulatory systems Typ: MC 56 AviaExam396 6/23/1994 Pkt.: 1.00
75 40.2.1.2 Respiratory and circulatory systems Typ: MC 57 AviaExam399 6/23/1994 Pkt.: 1.00
76 40.2.1.2 Respiratory and circulatory systems Typ: MC 58 AviaExam400 6/23/1994 Pkt.: 1.00
cabin pressure loss when flying at higher altitudes (above 18000 FT)
fast flights from a high-pressure zone into a low pressure area when
flying an unpressurised aeroplane
77 40.2.1.2 Respiratory and circulatory systems Typ: MC 59 AviaExam401 6/23/1994 Pkt.: 1.00
The function of the Eustachian tube is to equalise the pressure between the:
sinuses
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040-Human Performance & Limitations.LTM Seite 22
78 40.2.1.2 Respiratory and circulatory systems Typ: MC 60 AviaExam402 6/23/1994 Pkt.: 1.00
barotrauma
embolism
hypoxia
hyperventilation
79 40.2.1.2 Respiratory and circulatory systems Typ: MC 61 AviaExam403 6/23/1994 Pkt.: 1.00
barotitis
decompression sickness
barosinusitis
80 40.2.1.2 Respiratory and circulatory systems Typ: MC 62 AviaExam404 6/23/1994 Pkt.: 1.00
Close the mouth, pinch the nose tight and blow out thereby increasing
the pressure in the mouth and throat. At the same time try to swallow or
move lower jaw
81 40.2.1.2 Respiratory and circulatory systems Typ: MC 63 AviaExam406 6/23/1994 Pkt.: 1.00
82 40.2.1.2 Respiratory and circulatory systems Typ: MC 64 AviaExam408 6/23/1994 Pkt.: 1.00
Even at normal cabin altitudes (i.e. around 8000 ft) you can get severe
abdominal pain and flatulence after eating gas forming foods or fizzy drinks.
The correct counter-measure is:
83 40.2.1.2 Respiratory and circulatory systems Typ: MC 65 AviaExam409 6/23/1994 Pkt.: 1.00
is more likely, when the pilot is flying with a respiratory infection and
during descent
At lower altitudes.
85 40.2.1.2 Respiratory and circulatory systems Typ: MC 67 AviaExam411 6/23/1994 Pkt.: 1.00
Stop descending, climb again and then descend with reduced sink rate
86 40.2.1.2 Respiratory and circulatory systems Typ: MC 68 AviaExam412 6/23/1994 Pkt.: 1.00
when climbing
87 40.2.1.2 Respiratory and circulatory systems Typ: MC 69 AviaExam413 6/23/1994 Pkt.: 1.00
dizziness
88 40.2.1.2 Respiratory and circulatory systems Typ: MC 70 AviaExam414 6/23/1994 Pkt.: 1.00
after a decompression
semicircular canals
skin only
90 40.2.1.2 Respiratory and circulatory systems Typ: MC 72 AviaExam416 6/23/1994 Pkt.: 1.00
Equalization of pressure is limited between the middle ear and the ambient,
when:
91 40.2.1.2 Respiratory and circulatory systems Typ: MC 73 AviaExam417 6/23/1994 Pkt.: 1.00
about 7 items
about 30 items
unlimited
not suitable for spatial orientation when outside visual references are
lost
the only sense a pilot can rely on, when flying in IMC
Flying from Frankfurt to Moscow you will have a lay-over of 4 days. What time
measure is relevant for your circadian rhythm on the third day?
LT (local time).
ZT (zonal time).
Not smoke before start and during flight and avoid flash-blindness
101 40.2.2.5 Integration of sensory inputs Typ: MC 83 AviaExam427 6/27/1994 Pkt.: 1.00
The "Seat-of-the-Pants-Sense"
can give false inputs to body orientation when visual reference is lost
is a natural human instinct which will always indicate the correct body
position in space
A shining light is fading out (i. e. when flying into fog, dust or haze). What kind
of illusion could the pilot get?
The light source will make the pilot believe, that he is climbing
104 40.2.2.5 Integration of sensory inputs Typ: MC 86 AviaExam432 6/24/1994 Pkt.: 1.00
105 40.2.2.5 Integration of sensory inputs Typ: MC 87 AviaExam433 6/24/1994 Pkt.: 1.00
"autokinesis"
"white out"
"oculogyral illusion"
"oculografic illusion"
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040-Human Performance & Limitations.LTM Seite 30
30 min
10 sec
1/10 sec
10 min
107 40.2.2.5 Integration of sensory inputs Typ: MC 89 AviaExam435 6/24/1994 Pkt.: 1.00
Which problem may occur, when flying in an environment of low contrast (fog,
snow, darkness, haze)?
Under these conditions it is:
108 40.2.2.5 Integration of sensory inputs Typ: MC 90 AviaExam436 6/24/1994 Pkt.: 1.00
may feel that he is higher than actual. This illusion may cause him to
land short.
What illusion may occur if an aircraft is flying into fog, snow or haze?
Adaptation is
for high levels of illumination 10 sec and for full dark adaptation 30 min
114 40.2.2.5 Integration of sensory inputs Typ: MC 37 AviaExam449 6/24/1994 Pkt.: 1.00
has no effect
may improve the mental functions, so that the symptoms of hypoxia are
much better to be identified
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040-Human Performance & Limitations.LTM Seite 33
117 40.2.2.5 Integration of sensory inputs Typ: MC 40 AviaExam452 6/24/1994 Pkt.: 1.00
118 40.2.2.5 Integration of sensory inputs Typ: MC 96 AviaExam453 6/24/1994 Pkt.: 1.00
119 40.2.3.3 Problem areas for pilots Typ: MC 97 AviaExam454 6/27/1994 Pkt.: 1.00
angular velocity
at approximately 5000 FT
122 40.3.6.5 Fatigue and stress management Typ: MC 100 AviaExam460 6/27/1994 Pkt.: 1.00
is a question of time
High speed
Oxygen deficiency
Acceleration
The fovea is
126 40.3.6.4 Body rhythm and sleep Typ: MC 104 AviaExam465 6/27/1994 Pkt.: 1.00
128 40.2.1.2 Respiratory and circulatory systems Typ: MC 106 AviaExam467 6/24/1994 Pkt.: 1.00
Gravity alone
Angular acceleration
angular accelerations
gravity
131 40.2.1.2 Respiratory and circulatory systems Typ: MC 109 AviaExam470 6/24/1994 Pkt.: 1.00
Which part of the ear could be affected by air pressure changes during climb
and/or descent?
The cochlea
Which part of the inner ear is responsible for the perception of sound?
The cochlea
The cochlea
The cochlea
Ossicles
Otoliths
Endolymph
Semicircular canals
138 40.2.1.2 Respiratory and circulatory systems Typ: MC 116 AviaExam477 6/24/1994 Pkt.: 1.00
Through which part of the ear does the equalization of pressure take place,
when altitude is changed?
Eustachian tube
Cochlea
Tympanic membrane
only the primary effect has to be considered; side effects are negligible
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040-Human Performance & Limitations.LTM Seite 39
141 40.2.2.5 Integration of sensory inputs Typ: MC 119 AviaExam487 6/25/1994 Pkt.: 1.00
142 40.2.2.5 Integration of sensory inputs Typ: MC 120 AviaExam489 6/25/1994 Pkt.: 1.00
Which sensations does a pilot get, when he is rolling out of a prolonged level
turn?
Climbing
143 40.2.2.5 Integration of sensory inputs Typ: MC 121 AviaExam491 6/25/1994 Pkt.: 1.00
Only 4 is correct
144 40.2.2.5 Integration of sensory inputs Typ: MC 122 AviaExam492 6/25/1994 Pkt.: 1.00
"Pilot`s vertigo"
"Nystagmus"
"Flicker-vertigo"
"Oculogravic illusion"
145 40.2.2.5 Integration of sensory inputs Typ: MC 123 AviaExam493 6/25/1994 Pkt.: 1.00
"Pilot's vertigo"
146 40.2.2.5 Integration of sensory inputs Typ: MC 124 AviaExam494 6/25/1994 Pkt.: 1.00
What can a pilot do to avoid "Flicker vertigo" when flying in the clouds?
147 40.2.2.5 Integration of sensory inputs Typ: MC 125 AviaExam495 6/25/1994 Pkt.: 1.00
Only 4 is false
148 40.2.2.5 Integration of sensory inputs Typ: MC 126 AviaExam496 6/25/1994 Pkt.: 1.00
Rely on the information from the semicircular canals, since these will be
transmitting correct information
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040-Human Performance & Limitations.LTM Seite 42
149 40.2.2.5 Integration of sensory inputs Typ: MC 127 AviaExam497 6/25/1994 Pkt.: 1.00
the pilot is buckled tightly to his/her seat and cannot sense the attitude
changes of the aircraft by the Seat-of-the-Pants-Sense
information from the vestibular organ in the inner ear are ignored
150 40.2.2.5 Integration of sensory inputs Typ: MC 128 AviaExam499 6/25/1994 Pkt.: 1.00
Which flight-manoeuvre will most likely induce vertigo? Turning the head
while
banking
climbing
descending
151 40.2.2.5 Integration of sensory inputs Typ: MC 130 AviaExam503 6/25/1994 Pkt.: 1.00
Without visual reference, what illusion could the pilot get, when he is
stopping the rotation to recover from a spin? He will get the illusion of
152 40.2.2.5 Integration of sensory inputs Typ: MC 131 AviaExam505 6/27/1994 Pkt.: 1.00
give the illusion of climbing (body tilting backwards, nose of the a/c
going up)
153 40.2.2.5 Integration of sensory inputs Typ: MC 132 AviaExam506 6/27/1994 Pkt.: 1.00
155 40.2.1.2 Respiratory and circulatory systems Typ: MC 135 AviaExam514 6/27/1994 Pkt.: 1.00
Only 5 is false
only 1
3 and 4
2, 3 and 4
1 and 3
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040-Human Performance & Limitations.LTM Seite 45
Only 2 is false.
Vitamin A and possibly vitamins B and C are chemical factors and essential to
good night vision:
1. Vitamin deficiencies may decrease night vision performance
2. An excess intake of vitamin A will improve night vision performance
significantly
3. Pilots should be carefully concerned to take a balanced diet containing
sufficient vitamin A
4. Vitamin deficiencies may decrease visual acuity in photopic vision but not
in scotopic vision
Only 4 is false
Cigarette smoking has particular significance to the flyer, because there are
long-term and short-term harmful effects. From cigarette smoking the pilot
can get:
A pilot who smokes will lose some of his capacity to transport oxygen
combined with haemoglobin.
Which percentage of his total oxygen transportation capacity would he give
away when he smokes one pack of cigarettes a day?
5 - 8%
0.5 - 2%
12 - 18%
20 - 25%
above 10 000 FT
of 10 000 FT
Drinking coffee at the same time will increase the elimination rate of
alcohol
164 40.2.1.2 Respiratory and circulatory systems Typ: MC 150 AviaExam2610 3/7/1995 Pkt.: 1.00
Dalton´s law
Henry´s law
Graham´s law
166 40.2.1.2 Respiratory and circulatory systems Typ: MC 152 AviaExam2613 3/7/1995 Pkt.: 1.00
Hyperventilation causes
acidosis
hypochondria
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167 40.2.1.2 Respiratory and circulatory systems Typ: MC 153 AviaExam2614 3/7/1995 Pkt.: 1.00
hyperventilation
hypoxia
spatial disorientation
hypoglycaemia
168 40.2.1.2 Respiratory and circulatory systems Typ: MC 154 AviaExam2616 3/7/1995 Pkt.: 1.00
grey-out
loss of consciousness
black-out
red-vision
sensory stimulation
perception
selective attention
170 40.2.2.5 Integration of sensory inputs Typ: MC 158 AviaExam2628 3/7/1995 Pkt.: 1.00
vision
cochlea
sense of balance
proprioceptive sensitivity
tar
nicotine
carbon monoxide
lead
Carbon monoxide
Carbonic anhydride
Tar
Carbon dioxide
The group of tiny bones (the hammer, anvil and stirrup) are situated in
inner ear
middle ear
ear drum
external ear
176 40.2.3.2 Common minor ailments Typ: MC 164 AviaExam2638 3/9/1995 Pkt.: 1.00
It is inadvisable to fly when suffering from a cold. The reason for this is:
pain and damage to the eardrum can result, particularly during fast
descents
gentle descents at high altitude can result in damage to the ear drum
swollen tissue in the inner ear will prevent the air from ventilating
through the tympanic membrane
swollen tissue in the Eustachian tube will cause permanent hearing loss
178 40.2.2.5 Integration of sensory inputs Typ: MC 166 AviaExam2641 3/7/1995 Pkt.: 1.00
179 40.2.2.5 Integration of sensory inputs Typ: MC 167 AviaExam2642 3/7/1995 Pkt.: 1.00
climb
descent
turn
spin
will not affect a pilot's hearing if he/she is wearing ear-plugs all the time
16 - 20000 Hz
0 - 16 Hz
20000 - 40000 Hz
30 - 15000 dB
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decibels
hertz
curies
184 40.2.1.3 High altitude environment Typ: MC 172 AviaExam2648 3/7/1995 Pkt.: 1.00
stratosphere
troposphere
thermosphere
ionosphere
185 40.2.1.1 The atmosphere Typ: MC 173 AviaExam2653 3/7/1995 Pkt.: 1.00
The barometric pressure has dropped to 1/2 of the pressure at sea level at
18 000 feet
10 000 feet
25 000 feet
30 000 feet
186 40.2.1.2 Respiratory and circulatory systems Typ: MC 174 AviaExam2654 3/7/1995 Pkt.: 1.00
Henry's law
Boyle's law
Dalton's law
187 40.2.1.2 Respiratory and circulatory systems Typ: MC 175 AviaExam2655 3/7/1995 Pkt.: 1.00
12 to 20 cycles a minute
25 to 30 cycles a minute
32 to 40 cycles a minute
188 40.2.1.2 Respiratory and circulatory systems Typ: MC 176 AviaExam2656 3/7/1995 Pkt.: 1.00
to transport oxygen
189 40.2.1.2 Respiratory and circulatory systems Typ: MC 177 AviaExam2660 3/7/1995 Pkt.: 1.00
below 3 000 m
up to 5 000 m
190 40.2.1.2 Respiratory and circulatory systems Typ: MC 178 AviaExam2665 3/7/1995 Pkt.: 1.00
CNS-disturbances
191 40.2.1.2 Respiratory and circulatory systems Typ: MC 179 AviaExam2666 3/7/1995 Pkt.: 1.00
the Bends
the Chokes
is the cornea
The fovea
When the optical image forms in front of the retina; this results in:
myopia
hypermetropia
presbyopia
astigmatism
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195 40.3.5.1 Personality and attitudes Typ: MC 183 AviaExam2677 3/7/1995 Pkt.: 1.00
Feedback.
Coding.
Synchronization.
Encoding.
feedback
redundancy
synchronization
transference
198 40.3.6.4 Body rhythm and sleep Typ: MC 186 AviaExam2694 3/7/1995 Pkt.: 1.00
approximately exponential
approximately sinusoidal
improve performance
reduce failures
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040-Human Performance & Limitations.LTM Seite 57
20 seconds
5 minutes
1 hour
a couple of days
204 40.3.1.1 Attention and vigilance Typ: MC 193 AviaExam2706 3/15/1995 Pkt.: 1.00
205 40.3.2.2 Hypotheses on reality Typ: MC 194 AviaExam2707 3/15/1995 Pkt.: 1.00
206 40.3.5.2 Individual differences in personality Typ: MC 195 AviaExam2708 3/15/1995 Pkt.: 1.00
208 40.3.1.1 Attention and vigilance Typ: MC 197 AviaExam2710 3/15/1995 Pkt.: 1.00
209 40.3.5.2 Individual differences in personality Typ: MC 198 AviaExam2713 3/15/1995 Pkt.: 1.00
210 40.3.1.4 Response selection Typ: MC 199 AviaExam2715 3/15/1995 Pkt.: 1.00
211 40.3.7.2 Automation complacency Typ: MC 200 AviaExam2716 3/15/1995 Pkt.: 1.00
212 40.3.1.4 Response selection Typ: MC 201 AviaExam2717 3/15/1995 Pkt.: 1.00
By reinforcing errors
213 40.3.1.4 Response selection Typ: MC 202 AviaExam2719 3/15/1995 Pkt.: 1.00
214 40.3.2 Human error and reliability Typ: MC 204 AviaExam2721 3/15/1995 Pkt.: 1.00
Unjustified self-confidence
215 40.3.2.4 Error generation Typ: MC 205 AviaExam2723 3/15/1995 Pkt.: 1.00
4 is correct
216 40.3.7.2 Automation complacency Typ: MC 206 AviaExam2724 3/15/1995 Pkt.: 1.00
A high degree of cockpit automation may alter the traditional tasks of the
pilots in a way, that
217 40.3.2 Human error and reliability Typ: MC 207 AviaExam2725 3/15/1995 Pkt.: 1.00
218 40.3.3 Decision making Typ: MC 208 AviaExam2726 3/15/1995 Pkt.: 1.00
always make up his mind quickly to give himself as much spare time as
possible
219 40.3.3 Decision making Typ: MC 209 AviaExam2727 3/15/1995 Pkt.: 1.00
speed of reaction
220 40.3.3 Decision making Typ: MC 211 AviaExam2729 3/15/1995 Pkt.: 1.00
221 40.3.3 Decision making Typ: MC 212 AviaExam2730 3/15/1995 Pkt.: 1.00
Once a pilot has developed a certain way of thinking about a problem he will
probably
find it difficult to get out of that way of thinking and difficult to try a
different interpretation of the data
222 40.3.3 Decision making Typ: MC 213 AviaExam2731 3/15/1995 Pkt.: 1.00
223 40.3.4.2 Co-ordination (multi-crew concepts) Typ: MC 214 AviaExam2732 3/15/1995 Pkt.: 1.00
Doing a general briefing in the pre-flight phase the captain should emphasize
departure on schedule
During the pre-flight phase in the cockpit the captain notices that his copilot
on the one hand is rather inexperienced and insecure but on the other hand
highly motivated. Which kind of leadership behaviouris is most appropriate?
The captain lets the copilot fly and observes his behaviour without any
comments
The captain flies the first leg by himself and explains each action to the
copilot in order to keep him informed about his decisions
The captain lets the copilot fly and gives him detailed instructions what
to do
The captain lets the copilot fly and encourages him to ask for support
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A leader who demonstrates a democratic and co-operative style will deal with
conflict by:
trying to clarify the reasons and causes of the conflict with all persons
involved
Active listening.
both pilots respecting each other and striving for the same goals
During the cruising phase of a short-haul flight the captain starts to smoke a
cigarette in the cockpit. The flying copilot asks him to stop smoking because
he is a non-smoker. The captain tells him: 'This is your problem', and
continues smoking. What should the copilot do?
He should not further discuss this issue but should come back to this
conflict during the debriefing
He should repeat his worries about smoking in the cockpit and should
argue with the captain about this problem until the conflict is solved
How would you describe the leadership style of a captain who primarily is
interested in a friendly atmosphere within his crew, who is always
constructive and encouraging, who usually compromises in interpersonal
conflicts, who trusts in the capabilities of his crew-members, and who leaves
the crew freedom for own decisions?
point out the problem, concentrate on his/her duties and clarify the
matter at a more appropriate time
Metacommunication is defined as
those tools, other than the actual words, which compliment those words
in order to communicate
balancing the own ideas and interests with those of the receiver
active listening
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Mark the two most important attributes for a positive leadership style:
1. dominant behaviour
2. excellent role-behaviour
3. mastery of communication skills
4. "Laissez-faire" behaviour
2 and 3
1 and 4
1 and 3
2 and 4
Nonverbal communication
238 40.2.3.3 Problem areas for pilots Typ: MC 231 AviaExam2753 3/15/1995 Pkt.: 1.00
239 40.2.3.3 Problem areas for pilots Typ: MC 232 AviaExam2754 3/15/1995 Pkt.: 1.00
double the resting heart rate for at least 20 minutes, three times a week
be avoided since raising the heart rate shortens the life of the heart
double the resting heart rate for at least an hour, five times a week
240 40.2.3.3 Problem areas for pilots Typ: MC 233 AviaExam2755 3/15/1995 Pkt.: 1.00
241 40.3.6.4 Body rhythm and sleep Typ: MC 234 AviaExam2756 3/15/1995 Pkt.: 1.00
242 40.3.6.4 Body rhythm and sleep Typ: MC 235 AviaExam2757 3/15/1995 Pkt.: 1.00
the point within your circadian rhythm at which you try to sleep
243 40.3.1.1 Attention and vigilance Typ: MC 236 AviaExam2758 3/15/1995 Pkt.: 1.00
Working memory:
is unlimited in size
is unlimited in duration
245 40.3.1.4 Response selection Typ: MC 238 AviaExam3402 8/11/1995 Pkt.: 1.00
246 40.3.3.1 Decision-making concepts Typ: MC 239 AviaExam3403 8/11/1995 Pkt.: 1.00
247 40.3.2 Human error and reliability Typ: MC 240 AviaExam3404 8/11/1995 Pkt.: 1.00
248 40.3.1.4 Response selection Typ: MC 242 AviaExam3406 8/11/1995 Pkt.: 1.00
249 40.1.2 Accident statistics Typ: MC 244 AviaExam3409 3/26/2009 Pkt.: 1.00
which is cited in current statistics, applies to the flight crew and ATC
only
250 40.3.1.4 Response selection Typ: MC 245 AviaExam3410 8/11/1995 Pkt.: 1.00
Less experienced pilots differ from experienced pilots in the following way:
251 40.3.2.4 Error generation Typ: MC 246 AviaExam3411 8/11/1995 Pkt.: 1.00
252 40.1.3 Flight safety concepts Typ: MC 247 AviaExam3412 3/26/2009 Pkt.: 1.00
The individual view of safety has gradually replaced the systemic view of
safety
Word order is of little importance to its success. Only the words uttered
are important.
Communication must take priority over any other flight activity under all
circumstances
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1,3,4,6
1,2,5
2,3,5,6
3,4,5
2,3,4
1,2,3
1,3,4
1,2,4
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What are the characteristics of the alarm phase of the stress reactions?
-1: increased arousal level as a result of adrenaline secretion.
-2: an increase in heart rate, respiration and release of glucose.
-3: a decrease in stress resistance.
-4: activation of the digestive system.
-5: secretion of cortisol to mobilize attention.
1,2,3
1,2
2,4,5
1,3,5
Stress occurs:
-1: only in a situation of imminent danger.
-2: only when faced with real, existing and actual situation.
-3: sometimes via imagination, the anticipation of a situation or its outcome.
-4: because of the similarity with a formerly experienced stressful situation
3,4
1,2
2, 3
1,2,4
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the evaluation of the situation and the state of fatigue of the individual
the evaluation of the capabilities of the individual and the time available
1,3,5
1,3,4
3,4,5
2,3,5
What is a stressor?
All external stimuli are stressors since they modify the internal
equilibrium
Only strong stimulation of the sensory organs: a flash of light, noise and
the smell of smoke
has little impact since normally the pilot is able to compensate for it by
his/her flight experience
269 40.3.4.2 Co-ordination (multi-crew concepts) Typ: MC 268 AviaExam3438 8/11/1995 Pkt.: 1.00
1 and 3
1,2 and 4
2 and 3
1 and 4
270 40.3.4.2 Co-ordination (multi-crew concepts) Typ: MC 271 AviaExam3441 8/11/1995 Pkt.: 1.00
only 2 is correct
3 only is correct
only 4 is correct
276 40.3.4.2 Co-ordination (multi-crew concepts) Typ: MC 279 AviaExam3459 8/16/1995 Pkt.: 1.00
The most important items must be placed at the end of check list,
allowing them to be kept near at hand so that they are quickly available
for any supplementary check
The most important items must be placed in the middle of check list so
that they come to be examined once attention is focused but before
concentration starts to wane
All the items of a check list are equally important; their sequence is of
no importance
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277 40.3.4.2 Co-ordination (multi-crew concepts) Typ: MC 280 AviaExam3460 8/16/1995 Pkt.: 1.00
Which of the following statements are correct with regard to the design of a
check list?
-1: The longer a check list, the more it must be subdivided into logical parts.
-2: The trickiest points must be placed in the middle of the check list.
-3: Check lists must be designed in such a way that they can be lumped
together with other tasks.
-4: Whenever possible, a panel scan sequence should be applied.
-5: Use should be made of upper case/"bold"/italics/colour with care to
emphasize critical items or points.
The combination of correct statements is:
278 40.3.4.2 Co-ordination (multi-crew concepts) Typ: MC 281 AviaExam3461 8/16/1995 Pkt.: 1.00
The use of check lists should be carried out in such a way that:
279 40.3.2.3 Theory and model of human error Typ: MC 282 AviaExam3466 8/16/1995 Pkt.: 1.00
routine errors
handling errors
creative errors
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280 40.3.2.3 Theory and model of human error Typ: MC 283 AviaExam3467 8/16/1995 Pkt.: 1.00
routine errors
knowledge errors
handling errors
creative errors
281 40.3.4.2 Co-ordination (multi-crew concepts) Typ: MC 286 AviaExam3473 8/16/1995 Pkt.: 1.00
282 40.3.1.1 Attention and vigilance Typ: MC 288 AviaExam3479 8/16/1995 Pkt.: 1.00
are limited but make it possible to easily perform several tasks at the
same time
283 40.3.1.1 Attention and vigilance Typ: MC 290 AviaExam3485 8/16/1995 Pkt.: 1.00
284 40.3.1.1 Attention and vigilance Typ: MC 291 AviaExam3486 8/16/1995 Pkt.: 1.00
is able to reduce his/her arousal to a low level during the entire flight
All pilots should master it because the aeronautical world needs one
common language.
Be familiar with normal procedures in English since only this allows for
effective management of any flight's communication.
286 40.3.2.3 Theory and model of human error Typ: MC 293 AviaExam3494 8/16/1995 Pkt.: 1.00
Which of the following statements best fits the definition of an active error?
Active error is:
rare in front-line actions and difficult to detect owing to the fact that it
usually occurs in a complex system of uncontrolled and involuntary
deviations
287 40.3.2.3 Theory and model of human error Typ: MC 294 AviaExam3495 8/16/1995 Pkt.: 1.00
1,2 and 4
1 and 2
1 and 3
2, 3 and 4
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288 40.3.2.3 Theory and model of human error Typ: MC 295 AviaExam3496 8/16/1995 Pkt.: 1.00
Which of the following statements fits best the concept of latent error?
Latent errors:
have been present in the system for a certain length of time and are
difficult to identify as a result of the time lag between the generation and
the occurrence of the error
are mainly associated with the behaviour of front-line operators and are
only detected after advanced problem-solving
289 40.3.2.4 Error generation Typ: MC 297 AviaExam3500 8/16/1995 Pkt.: 1.00
290 40.3.2.3 Theory and model of human error Typ: MC 298 AviaExam3501 8/16/1995 Pkt.: 1.00
its safety system has taken account of all statistically probable errors
291 40.3.2.1 Reliability of human behaviour Typ: MC 299 AviaExam3507 8/16/1995 Pkt.: 1.00
Why must flight safety considerations consider the human error mechanism?
-1: It is analysis of an incident or accident which will make it possible to
identify what error has been committed and by whom. It is the process
whereby the perpetrator is made responsible which may lead to elimination of
the error.
-2: If we have a better understanding of the cognitive error mechanism, it will
be possible to adapt procedures, aircraft interfaces, etc.
-3: It is error management procedure which enables us to continuously adjust
our actions. The better we understand the underlying mechanism of an error,
the better will be our means for detecting and reducing future errors.
-4: Since error is essentially human, once it has been identified by the use of
procedures, a person will be able to anticipate and deal with it automatically
in the future.
2 and 3
3 and 4
2 and 4
1 and 4
292 40.3.2 Human error and reliability Typ: MC 302 AviaExam3511 8/16/1995 Pkt.: 1.00
1, 2 and 4
3 and 4
1 and 2
2, 3 and 4
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294 40.1.1.1 Competence and limitations Typ: MC 304 AviaExam3513 3/26/2009 Pkt.: 1.00
Stress is a frequent aspect of the pilot's job. Under which of the following
circumstances does it occur?
1. Stress occurs whenever the pilot must revise his plan of action and does
not immediately have a solution
2. Stress occurs with inexperienced pilots when the situational demands
exceed their individual capabilities
3. Stress occurs if a pilot is convinced that he will not be able to find a
solution for the problem he/she faces.
Only 1 is false
295 40.1.1.1 Competence and limitations Typ: MC 146 AviaExam3514 3/26/2009 Pkt.: 1.00
Only 3 is false
296 40.2.1.2 Respiratory and circulatory systems Typ: MC 147 AviaExam3532 3/9/1995 Pkt.: 1.00
Hypoxia is:
often produced during steep turns when pilots turn their heads in a
direction opposite to the direction in which the aircraft is turning
297 40.2.1.2 Respiratory and circulatory systems Typ: MC 148 AviaExam3533 3/9/1995 Pkt.: 1.00
dizziness, tingling sensation in the fingers and toes, nausea and blurred
vision
298 40.2.1.2 Respiratory and circulatory systems Typ: MC 149 AviaExam3534 3/9/1995 Pkt.: 1.00
24 hours
299 40.2.2.5 Integration of sensory inputs Typ: MC 305 AviaExam3536 3/9/1995 Pkt.: 1.00
During flight in IMC, the most reliable sense which should be used to
overcome illusions is the:
"Seat-of-the-pants-Sense"
vestibular sense
300 40.2.2.5 Integration of sensory inputs Typ: MC 306 AviaExam3537 3/9/1995 Pkt.: 1.00
if the brain receives conflicting information and the pilot does not
believe the instruments
when flying in and out of clouds and the pilot maintains good instrument
cross check
nicotine
carbon monoxide
tar
302 40.2.3.2 Common minor ailments Typ: MC 308 AviaExam3539 3/9/1995 Pkt.: 1.00
It is inadvisable to fly when suffering from a cold. The reason for this is:
the tissue around the nasal end of the Eustachian tube is likely to be
swollen thus causing difficulty in equalising the pressure within the
middle ear and the nasal/throat area. Pain and damage to the eardrum
can result, particularly during fast descents
swollen tissue in the inner ear will increase the rate of metabolic
production resulting in hyperventilation
They have no side effects which would give problems to a pilot during
flight
304 40.2.1.1 The atmosphere Typ: MC 310 AviaExam3541 3/7/1995 Pkt.: 1.00
The total pressure of a mixture of gases is equal to the sum of the partial
pressures of the gases in the mixture. This is:
Dalton´s law
Graham´s law
Henry`s law
305 40.2.1.2 Respiratory and circulatory systems Typ: MC 311 AviaExam3542 3/7/1995 Pkt.: 1.00
306 40.3.2.3 Theory and model of human error Typ: MC 312 AviaExam3543 3/7/1995 Pkt.: 1.00
they are part of a group of pilots and they feel that they are being
observed and admired (e.g. air shows)
308 40.3.3.1 Decision-making concepts Typ: MC 316 AviaExam3548 3/9/1995 Pkt.: 1.00
309 40.3.4.1 Safety awareness Typ: MC 317 AviaExam3549 3/9/1995 Pkt.: 1.00
310 40.3.4.1 Safety awareness Typ: MC 318 AviaExam3550 3/9/1995 Pkt.: 1.00
A pilot who has flown many hours in an aircraft in which the fuel lever
points forward for the ON position, may unintentionally turn the fuel
lever into the false position, when flying a different aircraft, where the
fuel lever has to point aft to be in the ON position
Turning the aircraft to the left when intending to turn it to the right
311 40.3.4.1 Safety awareness Typ: MC 319 AviaExam3551 3/9/1995 Pkt.: 1.00
anticipating that the flight will take longer time than planned
Carbon monoxide can only affect pilots if they are exposed to it for a
long period of time.
When exposed to carbon monoxide for a long period of time, the body
will adapt to it and no adverse physical effects are experienced
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315 40.3.4.2 Co-ordination (multi-crew concepts) Typ: MC 324 AviaExam4134 9/14/1995 Pkt.: 1.00
The trend in aeroplane hull-loss rate over the last three decades seems to be
related to:
the crew
the manufacturer
317 40.1.2 Accident statistics Typ: MC 327 AviaExam4138 9/14/1995 Pkt.: 1.00
GPWS
DME
SSR
TCAS
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insidious
obvious
sudden
intense
319 40.3.7.2 Automation complacency Typ: MC 329 AviaExam4140 9/14/1995 Pkt.: 1.00
320 40.3.2.1 Reliability of human behaviour Typ: MC 330 AviaExam4143 9/15/1995 Pkt.: 1.00
Which of the following human error rates can be described and pretty good
realistic and pretty good, after methodical training
1 in 1000 times
1 in 100 times
1 in 10000 times
1 in 100000 times
321 40.1.3 Flight safety concepts Typ: MC 331 AviaExam4144 3/26/2009 Pkt.: 1.00
Liveware - Hardware
Liveware - Software
Liveware - Environment
Liveware - Liveware
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322 40.1.3 Flight safety concepts Typ: MC 332 AviaExam4149 3/26/2009 Pkt.: 1.00
Liveware - Software
Liveware - Hardware
Liveware - Environment
Liveware - Liveware
324 40.3.1.4 Response selection Typ: MC 335 AviaExam4153 9/25/1995 Pkt.: 1.00
is always negative
is never negative
is always beneficial
325 40.3.2.1 Reliability of human behaviour Typ: MC 336 AviaExam4154 9/25/1995 Pkt.: 1.00
1. and 3.
1. and 2.
3.
2. and 3.
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326 40.3.2.2 Hypotheses on reality Typ: MC 337 AviaExam4155 9/25/1995 Pkt.: 1.00
stress is high
stress is medium
328 40.3.2.1 Reliability of human behaviour Typ: MC 339 AviaExam4157 9/25/1995 Pkt.: 1.00
329 40.3.7.1 Advantages and disadv.(criticalities) Typ: MC 340 AviaExam5609 3/4/1996 Pkt.: 1.00
1,4
1,2
3,4
2,3,4
330 40.3.7.1 Advantages and disadv.(criticalities) Typ: MC 341 AviaExam5610 3/4/1996 Pkt.: 1.00
1,2,3
2,4
3,4
2,3,4
331 40.3.7.3 Working concepts Typ: MC 342 AviaExam5622 3/15/1996 Pkt.: 1.00
it is easier for the captain to monitor the work of the first officer and vice
versa
332 40.3.7.1 Advantages and disadv.(criticalities) Typ: MC 344 AviaExam5626 3/18/1996 Pkt.: 1.00
1,2
1,4
2,3,4
1,3
333 40.3.1.1 Attention and vigilance Typ: MC 345 AviaExam5634 3/18/1996 Pkt.: 1.00
Which of the following are the most favourable solutions to manage phases of
reduced or low vigilance (hypovigilance)?
1. Keep active open communication between man and machine
2. Use of amphetamines
3. Reducing the intensity of the light
4. Organising periods of rest during the flight
1,4
1,2
1,3
3,4
334 40.3.1.1 Attention and vigilance Typ: MC 346 AviaExam5635 3/18/1996 Pkt.: 1.00
1 and 3
1 and 4
2 and 3
2 and 4
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335 40.3.1.1 Attention and vigilance Typ: MC 347 AviaExam5636 3/18/1996 Pkt.: 1.00
336 40.3.1.1 Attention and vigilance Typ: MC 348 AviaExam5637 3/18/1996 Pkt.: 1.00
337 40.3.1.1 Attention and vigilance Typ: MC 349 AviaExam5638 3/18/1996 Pkt.: 1.00
What are the main factors which bring about reduced or low vigilance
(hypovigilance) ?
1. The monotony of the task
2. Tiredness and the need for sleep
3. A lack of stimulation
4. Excessive stress
1,2,3
2,4
1,3
3,4
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338 40.3.5.2 Individual differences in personality Typ: MC 350 AviaExam5639 3/18/1996 Pkt.: 1.00
339 40.3.1.4 Response selection Typ: MC 352 AviaExam5641 3/18/1996 Pkt.: 1.00
It increases vigilance for a longer period than stress itself, but may
focus attention inappropriately
341 40.3.2.3 Theory and model of human error Typ: MC 354 AviaExam5644 3/18/1996 Pkt.: 1.00
mistakes
decision-making errors
343 40.3.1.1 Attention and vigilance Typ: MC 356 AviaExam5647 3/18/1996 Pkt.: 1.00
the more behaviour is automated, the more it requires attention and the
more it frees resources
the more behaviour is automated, the more it requires attention and the
less it frees resources
the less behaviour is automated, the less it requires attention and the
more it frees resources
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344 40.3.6.4 Body rhythm and sleep Typ: MC 359 AviaExam5654 3/18/1996 Pkt.: 1.00
2 and 4
1 and 3
1 and 4
2 and 3
345 40.3.6.4 Body rhythm and sleep Typ: MC 360 AviaExam5655 3/18/1996 Pkt.: 1.00
346 40.3.6.4 Body rhythm and sleep Typ: MC 361 AviaExam5656 3/18/1996 Pkt.: 1.00
It reduces concentration and fatigue only with sleep loss greater than 48
hours
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1,2,4
1,2,3
2,3,4
2,4
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Synergy must be built up from the start of the mission (briefing) and be
maintained until it comes to an end (debriefing)
1,4
1,3,4
2,3
2,4
Without taking note of what the other members are doing, each one
does his own thing while at the same time assuming that everyone is
aware of what is being done or what is going on
Inversion of authority
Appearance of aggressiveness
Each member carries out actions and makes choices informing the other
members about them
The captain's authority rules all the actions or decisions associated with
the situation
What are the most frequent results of an self-centred captain on the flight
deck ?
Each of the members chooses what job to do without telling the others
and in the belief that everyone is aware of what he is doing
1,2,3
1,2
2,3
While role defines- via behaviour- the functions that must be performed
by individuals, status defines the hierarchical position and its
recognition by the group
Unlike status, role is fixed and is not modified either by the situation in
flight or by the interactions of a new crew
Unlike status, role is fixed and is modified either by the situation in flight
or by the interactions of a new crew
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359 40.3.5.1 Personality and attitudes Typ: MC 377 AviaExam5683 3/20/1996 Pkt.: 1.00
360 40.3.5.1 Personality and attitudes Typ: MC 378 AviaExam5684 3/20/1996 Pkt.: 1.00
1,2,3,4
1,2,4
2,3
2,3,4
The emergence of a conflict always results from calling into question the
general abilities of one of the involved parties
363 40.3.3.1 Decision-making concepts Typ: MC 381 AviaExam5693 3/21/1996 Pkt.: 1.00
364 40.3.3.1 Decision-making concepts Typ: MC 382 AviaExam5694 3/21/1996 Pkt.: 1.00
365 40.3.3.1 Decision-making concepts Typ: MC 383 AviaExam5699 3/21/1996 Pkt.: 1.00
What strategy should be put in place when faced with an anticipated period of
stress?
A non-sequenced strategy
A Laissez-faire strategy
A strategy of no commitment
366 40.3.3.1 Decision-making concepts Typ: MC 384 AviaExam5707 3/21/1996 Pkt.: 1.00
1,2,3
1,2
3,4
1,2,4
367 40.3.3.1 Decision-making concepts Typ: MC 385 AviaExam5708 3/21/1996 Pkt.: 1.00
shows a tendency to select the most familiar solution first and foremost,
sometimes to the detriment of achieving the best possible result
368 40.3.3.1 Decision-making concepts Typ: MC 386 AviaExam5710 3/21/1996 Pkt.: 1.00
1 and 3
2 and 3
1 and 4
2 and 4
369 40.3.3.1 Decision-making concepts Typ: MC 387 AviaExam5717 3/21/1996 Pkt.: 1.00
370 40.3.3.1 Decision-making concepts Typ: MC 388 AviaExam5721 3/21/1996 Pkt.: 1.00
1,2,3,4
1,2,4
1,3
371 40.3.3.1 Decision-making concepts Typ: MC 389 AviaExam5722 3/21/1996 Pkt.: 1.00
372 40.3.2.3 Theory and model of human error Typ: MC 393 AviaExam5730 3/22/1996 Pkt.: 1.00
Attentional capture
373 40.3.2.4 Error generation Typ: MC 398 AviaExam5736 3/22/1996 Pkt.: 1.00
2,3
1,2
3,4
1,4
Homeostasis
Heterostasis
Homeothermy
Poikilothermy
1,3 ,4
1,2 ,3
2 ,3
2,4
377 40.3.4.2 Co-ordination (multi-crew concepts) Typ: MC 403 AviaExam6855 8/30/1996 Pkt.: 1.00
the current situation, the pilot's expertise and the ergonomics of the
system
the task and the day's parameters (weather report, aircraft load, type of
flight, etc)
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379 40.1.1.2 Becoming a competent pilot Typ: MC 405 AviaExam6859 3/26/2009 Pkt.: 1.00
1,2,4
1,2,3,4
1,2
2, 3,4
380 40.2.1 Basics of flight physiology Typ: MC 406 AviaExam6861 8/30/1996 Pkt.: 1.00
Man possesses a system for maintaining his internal equilibrium in the face of
variations brought about by external stimulations.
This internal equilibrium is called:
Homeostasis
Heterostasis
Isothermy
Metastasis
Stress is:
the subjective evaluation of the situation and one's abilities to cope with
it
the objective evaluation of the situation and one's abilities to cope with
it
1,3,4
2,3,4
1,2,4,5
2,3,4,5
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385 40.3.4.1 Safety awareness Typ: MC 428 AviaExam6874 9/2/1996 Pkt.: 1.00
2,3
1,3
1,4
1,2,4
2,3,4,5
1,2,3
2,3,4
1,2,5
In the absence of external reference points, the sensation that the vehicle in
which you sitting is moving when it is in fact the vehicle directly alongside
which is moving is called:
autokinetic illusion
cognitive illusion
somato-gravic illusion
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388 40.2.2.5 Integration of sensory inputs Typ: MC 431 AviaExam6880 9/2/1996 Pkt.: 1.00
Which of the following illusions are brought about by conflicts between the
visual system and the vestibular system ?
-1: Illusions concerning the attitude of the aircraft
-2: Autokinetic illusion (fixed point viewed as moving)
-3: Illusions when estimating the size and distance of objects
-4: Illusions of rotation
1,4
2,3,4
3,4
2,3,4
1,4
2,3
1,3,4
1,3
2,3
4
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1,2,3
2,4
crystalline lens
The rods
The cones
The retina
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394 40.1.2 Accident statistics Typ: MC 437 AviaExam6890 3/26/2009 Pkt.: 1.00
2,4
3,4
395 40.2.1.3 High altitude environment Typ: MC 438 AviaExam6891 9/2/1996 Pkt.: 1.00
2,3
1,3
2,3,4
1,4
396 40.2.3.2 Common minor ailments Typ: MC 439 AviaExam6892 9/2/1996 Pkt.: 1.00
apathy
considerable dehydration
397 40.2.3 Health and hygiene Typ: MC 440 AviaExam6893 9/2/1996 Pkt.: 1.00
3,4
1,3,4
2,3
398 40.2.3 Health and hygiene Typ: MC 441 AviaExam6894 9/2/1996 Pkt.: 1.00
The following can be observed when the internal body temperature falls
below 35°C:
profuse sweating
399 40.2.3 Health and hygiene Typ: MC 442 AviaExam6895 9/2/1996 Pkt.: 1.00
400 40.2.1.2 Respiratory and circulatory systems Typ: MC 443 AviaExam6896 9/2/1996 Pkt.: 1.00
It is mainly associated with a sink rate which exceeds the ability of the
body to balance its internal pressures
401 40.2.1.2 Respiratory and circulatory systems Typ: MC 444 AviaExam6898 9/2/1996 Pkt.: 1.00
scuba diving does not pose any problem for a subsequent flight
gender is the prime risk factor, with two out of every three women being
sensitive to it
402 40.2.1.2 Respiratory and circulatory systems Typ: MC 445 AviaExam6900 9/2/1996 Pkt.: 1.00
403 40.2.1.2 Respiratory and circulatory systems Typ: MC 446 AviaExam6901 9/2/1996 Pkt.: 1.00
About 18 seconds
About 30 seconds
404 40.2.1.2 Respiratory and circulatory systems Typ: MC 447 AviaExam6902 9/2/1996 Pkt.: 1.00
1,3
1,2
3,4
decisions are taken by the Captain with the help and participation of the
other crew members
409 40.3.3.1 Decision-making concepts Typ: MC 452 AviaExam6915 9/4/1996 Pkt.: 1.00
410 40.2.1.2 Respiratory and circulatory systems Typ: MC 453 AviaExam6920 9/4/1996 Pkt.: 1.00
A pooling of blood in the lower portions of the body, and hence less
blood available
411 40.2.3 Health and hygiene Typ: MC 454 AviaExam6922 9/4/1996 Pkt.: 1.00
1,3,4
1,2,3
2,4
2,3,4
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413 40.2.1.2 Respiratory and circulatory systems Typ: MC 456 AviaExam6926 9/4/1996 Pkt.: 1.00
2,3,4
1,2,3
1,3,4
414 40.2.1.2 Respiratory and circulatory systems Typ: MC 457 AviaExam6927 9/4/1996 Pkt.: 1.00
What is hypoxia ?
1,3,4
1,2,4
2,3,4
binocular vision
peripheral vision
417 40.2.1.2 Respiratory and circulatory systems Typ: MC 460 AviaExam6931 9/4/1996 Pkt.: 1.00
1,3
3,4
2,3
it is a stable form of working memory, and thus not very sensitive to any
disturbance
420 40.2.2.5 Integration of sensory inputs Typ: MC 463 AviaExam6939 9/5/1996 Pkt.: 1.00
421 40.2.1.3 High altitude environment Typ: MC 465 AviaExam6941 9/5/1996 Pkt.: 1.00
2,3
2,3,4
1,2,4
1,4
With regard to central vision, which of the following statements are correct ?
-1: It is due to the functioning of rods
-2: It enables details, colours and movement to be seen
-3: Its very active both during the day and at night
-4: It represents a zone where about 150.000 cones per mm are located to give
high resolution capacity
2,4
1,2,4
2,3,4
1,3
423 40.2.2 Man and Environment: the sensory system Typ: MC 467 AviaExam6947 9/5/1996 Pkt.: 1.00
424 40.2.1.2 Respiratory and circulatory systems Typ: MC 468 AviaExam6948 9/5/1996 Pkt.: 1.00
What is the procedure above 10.000 ft altitude when faced with explosive
decompression?
Check the cabin altitude, don an oxygen mask and maintain level flight
425 40.2.1.2 Respiratory and circulatory systems Typ: MC 469 AviaExam6949 9/5/1996 Pkt.: 1.00
45 seconds
12 seconds
5 minutes
3 seconds
426 40.2.1.2 Respiratory and circulatory systems Typ: MC 470 AviaExam6950 9/5/1996 Pkt.: 1.00
The length of time during which an individual can act with both mental
and physical efficiency, measured from the moment at which he/she
loses his/her available oxygen supply
The period of time between the start of hypoxia and the moment that the
pilot becomes aware of it
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427 40.2.1.2 Respiratory and circulatory systems Typ: MC 471 AviaExam6953 9/5/1996 Pkt.: 1.00
Descend to the lowest possible level and wait for the symptoms to
disappear before climbing again
428 40.2.1.2 Respiratory and circulatory systems Typ: MC 472 AviaExam6954 9/5/1996 Pkt.: 1.00
429 40.2.1.2 Respiratory and circulatory systems Typ: MC 473 AviaExam6955 9/5/1996 Pkt.: 1.00
432 40.2.3.3 Problem areas for pilots Typ: MC 479 AviaExam6967 9/5/1996 Pkt.: 1.00
433 40.2.1.1 The atmosphere Typ: MC 480 AviaExam6968 9/6/1996 Pkt.: 1.00
the partial oxygen pressure at that altitude will also drop to 1/2 of the
pressure of oxygen at sea level
the oxygen saturation of the blood at that altitude will drop by 50 % too
the oxygen percentage of the air at that altitude will drop by one half
also
434 40.2.1.2 Respiratory and circulatory systems Typ: MC 481 AviaExam6969 9/6/1996 Pkt.: 1.00
You climb from 0 to 50.000 ft and measure the decrease of the pressure per
5.000 ft. The absolute difference in barometric pressure is greatest between:
435 40.2.1.2 Respiratory and circulatory systems Typ: MC 482 AviaExam6970 9/6/1996 Pkt.: 1.00
disorientation
accelerations
436 40.2.1.1 The atmosphere Typ: MC 483 AviaExam6971 9/6/1996 Pkt.: 1.00
increases by expansion
437 40.2.1.2 Respiratory and circulatory systems Typ: MC 484 AviaExam6972 9/6/1996 Pkt.: 1.00
21% oxygen
5% oxygen
15% oxygen
10% oxygen
438 40.2.1.1 The atmosphere Typ: MC 485 AviaExam6973 9/6/1996 Pkt.: 1.00
439 40.2.1.1 The atmosphere Typ: MC 486 AviaExam6975 9/6/1996 Pkt.: 1.00
440 40.2.1.1 The atmosphere Typ: MC 487 AviaExam6977 9/6/1996 Pkt.: 1.00
altitude hypoxia
bends
decompression sickness
creeps
441 40.2.1.1 The atmosphere Typ: MC 488 AviaExam6978 9/6/1996 Pkt.: 1.00
decompression sickness
diffusion
hyperventilation
hypoxia
442 40.2.3 Health and hygiene Typ: MC 489 AviaExam6982 9/6/1996 Pkt.: 1.00
2,3
1,2,3,4
1,4
1,3
443 40.2.3 Health and hygiene Typ: MC 490 AviaExam6983 9/6/1996 Pkt.: 1.00
The generation and utilisation of energy by the body's cells and tissues
Information exchange
444 40.2.3 Health and hygiene Typ: MC 491 AviaExam6986 9/6/1996 Pkt.: 1.00
One of the waste products of the metabolic process in the cell is:
carbon dioxide
protein
sugar
fat
445 40.2.3 Health and hygiene Typ: MC 492 AviaExam6988 9/6/1996 Pkt.: 1.00
446 40.2.1.2 Respiratory and circulatory systems Typ: MC 493 AviaExam6997 9/6/1996 Pkt.: 1.00
Under normal circumstances, which gas will diffuse from the blood to the
alveoli:
carbon dioxide
carbon monoxide
nitrogen
oxygen
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447 40.2.1.2 Respiratory and circulatory systems Typ: MC 494 AviaExam7001 9/9/1996 Pkt.: 1.00
448 40.2.1.2 Respiratory and circulatory systems Typ: MC 495 AviaExam7004 9/9/1996 Pkt.: 1.00
gases
platelets
protein
449 40.2.1.2 Respiratory and circulatory systems Typ: MC 496 AviaExam7005 9/9/1996 Pkt.: 1.00
450 40.2.1.1 The atmosphere Typ: MC 497 AviaExam7009 9/9/1996 Pkt.: 1.00
platelets
blood plasma
451 40.2.1.2 Respiratory and circulatory systems Typ: MC 498 AviaExam7011 9/9/1996 Pkt.: 1.00
Haemoglobin is:
in the platelets
452 40.2.1.2 Respiratory and circulatory systems Typ: MC 499 AviaExam8186 11/4/2003 Pkt.: 1.00
453 40.2.1.2 Respiratory and circulatory systems Typ: MC 500 AviaExam8188 11/4/2003 Pkt.: 1.00
60 to 80 beats/min
30 to 50 beats/min
90 to 100 beats/min
454 40.2.1.2 Respiratory and circulatory systems Typ: MC 501 AviaExam8191 11/4/2003 Pkt.: 1.00
With a heart rate of 72 beats per minute and a stroke volume of 70 ml the
cardiac output is about:
5 litres/min
6 litres/min
7 litres/min
8 litres/min
455 40.2.1.2 Respiratory and circulatory systems Typ: MC 502 AviaExam8192 11/4/2003 Pkt.: 1.00
At rest the cardiac output (the quantity of blood the heart pumps in one
minute) of an adult is approximately:
5 litres/min
450 ml/min
45 litres/min
75 litres/min
456 40.2.1.2 Respiratory and circulatory systems Typ: MC 503 AviaExam8193 11/4/2003 Pkt.: 1.00
the auricles
ventricles
457 40.2.1.2 Respiratory and circulatory systems Typ: MC 504 AviaExam8195 11/4/2003 Pkt.: 1.00
120/80 mm Hg
80/20 mm Hg
180/120 mm Hg
220/180 mm Hg
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458 40.2.1.2 Respiratory and circulatory systems Typ: MC 505 AviaExam8196 11/4/2003 Pkt.: 1.00
in the artery of the upper arm (representing the pressure at heart level)
459 40.2.1.2 Respiratory and circulatory systems Typ: MC 506 AviaExam8198 11/4/2003 Pkt.: 1.00
1 is correct 2 is false
1 is false 2 is correct
460 40.2.1.2 Respiratory and circulatory systems Typ: MC 507 AviaExam8199 11/4/2003 Pkt.: 1.00
461 40.2.1.2 Respiratory and circulatory systems Typ: MC 508 AviaExam8200 11/4/2003 Pkt.: 1.00
pressoreceptors
arteriols
adrenal glands
pacemakers
462 40.2.1.2 Respiratory and circulatory systems Typ: MC 509 AviaExam8201 11/4/2003 Pkt.: 1.00
the intestines
the heart
the lungs
463 40.2.1.2 Respiratory and circulatory systems Typ: MC 510 AviaExam8203 11/4/2003 Pkt.: 1.00
464 40.2.1.2 Respiratory and circulatory systems Typ: MC 511 AviaExam8204 11/4/2003 Pkt.: 1.00
465 40.2.1.2 Respiratory and circulatory systems Typ: MC 512 AviaExam8205 11/4/2003 Pkt.: 1.00
decrease
remain constant
increase
466 40.2.1.2 Respiratory and circulatory systems Typ: MC 513 AviaExam8207 11/4/2003 Pkt.: 1.00
During sustained positive G-forces the order of symptoms you can expect is:
467 40.2.1.2 Respiratory and circulatory systems Typ: MC 514 AviaExam8210 11/4/2003 Pkt.: 1.00
468 40.2.1.2 Respiratory and circulatory systems Typ: MC 515 AviaExam8211 11/4/2003 Pkt.: 1.00
The volume of air exchanged during a normal breathing cycle (tidal volume) is
about:
500 ml of air
350 ml of air
150 ml of air
75 ml of air
469 40.2.1.2 Respiratory and circulatory systems Typ: MC 516 AviaExam8213 11/4/2003 Pkt.: 1.00
The primary factor in controlling the rate and depth of breathing is the:
470 40.2.1.2 Respiratory and circulatory systems Typ: MC 517 AviaExam8214 11/4/2003 Pkt.: 1.00
The transfer of oxygen from the alveoli to the blood can be described by:
Boyle's Law
Dalton's Law
Henry's Law
471 40.2.1.2 Respiratory and circulatory systems Typ: MC 518 AviaExam8215 11/4/2003 Pkt.: 1.00
The transfer of carbon dioxide from the blood to the alveoli can be described
by:
Boyles Law
Dalton's Law
Henry's Law
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472 40.2.1.2 Respiratory and circulatory systems Typ: MC 519 AviaExam8217 11/4/2003 Pkt.: 1.00
473 40.2.2.1 Central and peripheral nervous system Typ: MC 520 AviaExam8218 11/4/2003 Pkt.: 1.00
The rate and depth of breathing is primarily regulated by the concentration of:
474 40.2.1.2 Respiratory and circulatory systems Typ: MC 521 AviaExam8224 11/4/2003 Pkt.: 1.00
475 40.2.1.2 Respiratory and circulatory systems Typ: MC 522 AviaExam8225 11/4/2003 Pkt.: 1.00
10.000 - 12.000feet
15.000 feet
20.000 feet
25.000 feet
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476 40.2.1.2 Respiratory and circulatory systems Typ: MC 523 AviaExam8226 11/4/2003 Pkt.: 1.00
477 40.2.1.2 Respiratory and circulatory systems Typ: MC 524 AviaExam8227 11/4/2003 Pkt.: 1.00
478 40.2.1.2 Respiratory and circulatory systems Typ: MC 525 AviaExam8229 11/4/2003 Pkt.: 1.00
479 40.2.1.2 Respiratory and circulatory systems Typ: MC 526 AviaExam8230 11/4/2003 Pkt.: 1.00
480 40.2.1.2 Respiratory and circulatory systems Typ: MC 527 AviaExam8231 11/4/2003 Pkt.: 1.00
It has little effect on the body, because the body can always compensate
for it.
481 40.2.1.2 Respiratory and circulatory systems Typ: MC 528 AviaExam8232 11/4/2003 Pkt.: 1.00
482 40.2.1.2 Respiratory and circulatory systems Typ: MC 529 AviaExam8233 11/4/2003 Pkt.: 1.00
One of the most dangerous symptoms of hypoxia concerning flight safety is:
impaired judgement
483 40.2.1.2 Respiratory and circulatory systems Typ: MC 530 AviaExam8234 11/4/2003 Pkt.: 1.00
484 40.2.1.2 Respiratory and circulatory systems Typ: MC 531 AviaExam8235 11/4/2003 Pkt.: 1.00
Night vision.
Motor coordination.
Hearing.
Speech.
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485 40.2.1.2 Respiratory and circulatory systems Typ: MC 532 AviaExam8236 11/4/2003 Pkt.: 1.00
486 40.2.1.2 Respiratory and circulatory systems Typ: MC 533 AviaExam8237 11/4/2003 Pkt.: 1.00
During a night flight at 10,000 feet you notice that your visual acuity has
decreased. In this case you can increase your acuity by:
487 40.2.1.2 Respiratory and circulatory systems Typ: MC 534 AviaExam8238 11/4/2003 Pkt.: 1.00
During flight all crewmembers have one or more of the following symptoms:
1. blue lips
2. mental disturbances
3. tingling sensations in arms and/or legs
4. reduction of peripheral vision
Which is the possible cause?
Hypoxia.
Glaucoma.
Hypothermia.
Hypoglycaemia.
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488 40.2.1.2 Respiratory and circulatory systems Typ: MC 535 AviaExam8239 11/4/2003 Pkt.: 1.00
only 1 is correct
489 40.2.1.2 Respiratory and circulatory systems Typ: MC 536 AviaExam8240 11/4/2003 Pkt.: 1.00
490 40.2.1.2 Respiratory and circulatory systems Typ: MC 537 AviaExam8244 11/4/2003 Pkt.: 1.00
491 40.2.1.2 Respiratory and circulatory systems Typ: MC 538 AviaExam8245 11/4/2003 Pkt.: 1.00
Hyperventilation is:
492 40.2.1.2 Respiratory and circulatory systems Typ: MC 539 AviaExam8246 11/4/2003 Pkt.: 1.00
Hyperventilation is:
493 40.2.1.2 Respiratory and circulatory systems Typ: MC 540 AviaExam8248 11/4/2003 Pkt.: 1.00
494 40.2.1.2 Respiratory and circulatory systems Typ: MC 541 AviaExam8255 11/4/2003 Pkt.: 1.00
descend
495 40.2.1.2 Respiratory and circulatory systems Typ: MC 542 AviaExam8257 11/4/2003 Pkt.: 1.00
controlling the rate and depth of breathing and/or breathing into a bag
depending on instruments
496 40.2.1.2 Respiratory and circulatory systems Typ: MC 543 AviaExam8259 11/4/2003 Pkt.: 1.00
497 40.2.2.1 Central and peripheral nervous system Typ: MC 544 AviaExam8263 11/4/2003 Pkt.: 1.00
a lesser sensitivity
a greater sensitivity
a greater selectivity
a lesser selectivity
498 40.2.2.1 Central and peripheral nervous system Typ: MC 545 AviaExam8267 11/4/2003 Pkt.: 1.00
environmental stressors
499 40.2.2.1 Central and peripheral nervous system Typ: MC 546 AviaExam8268 11/4/2003 Pkt.: 1.00
our surroundings
500 40.2.2.1 Central and peripheral nervous system Typ: MC 547 AviaExam8269 11/4/2003 Pkt.: 1.00
reflex
data processing
control system
the pupil
the cornea
the lens
accommodation
binocular vision
depth perception
adaptation
Presbyopia is:
short sightedness
myopia
506 40.2.3.3 Problem areas for pilots Typ: MC 553 AviaExam8295 11/4/2003 Pkt.: 1.00
Glaucoma
1. can lead to total blindness
2. can lead to undetected reduction of the visual field
3. reduces visual acuity in its final stage
Glaucoma is:
disturbed adaptation
visual acuity
binocular vision
colour vision
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only in the foveal area resolution is good enough to see an object clearly
only in the peripheral area of the retina resolution is good enough to see
an object clearly
25 - 30 minutes
5 minutes
10 minutes
10 seconds
The photosensitive cells being responsible for night vision are called:
the rods
the fovea
the cones
When flying through a thunderstorm with lightning you can protect yourself
from flashblindness by:
a) turning up the intensity of cockpit lights
b) looking inside the cockpit
c) wearing sunglasses
d) using blinds or curtains when installed
516 40.2.3.3 Problem areas for pilots Typ: MC 563 AviaExam8317 11/4/2003 Pkt.: 1.00
517 40.2.3.3 Problem areas for pilots Typ: MC 564 AviaExam8318 11/4/2003 Pkt.: 1.00
the ossicles
the eardrum
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the cochlea
the otholiths
angular acceleration
angular speed
522 40.2.2.5 Integration of sensory inputs Typ: MC 569 AviaExam8332 11/4/2003 Pkt.: 1.00
523 40.2.2.5 Integration of sensory inputs Typ: MC 570 AviaExam8333 11/4/2003 Pkt.: 1.00
524 40.2.2.5 Integration of sensory inputs Typ: MC 571 AviaExam8336 11/4/2003 Pkt.: 1.00
Positive linear acceleration when flying in IMC may cause a false sensation of:
pitching up
pitching down
vertigo
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525 40.2.2.5 Integration of sensory inputs Typ: MC 572 AviaExam8337 11/4/2003 Pkt.: 1.00
Linear acceleration when flying straight and level in IMC may give the illusion
of:
climbing
descending
yawing
spinning
526 40.2.2.5 Integration of sensory inputs Typ: MC 573 AviaExam8343 11/4/2003 Pkt.: 1.00
undergoing positive G
527 40.2.2.5 Integration of sensory inputs Typ: MC 574 AviaExam8344 11/4/2003 Pkt.: 1.00
coriolis illusion
autokinesis
oculogyral illusion
pressure vertigo
528 40.2.2.5 Integration of sensory inputs Typ: MC 575 AviaExam8345 11/4/2003 Pkt.: 1.00
A pilot, trying to pick up a fallen object from the cockpit floor during a tight
turn, experiences:
coriolis illusion
autokinetic illusion
barotrauma
pressure vertigo
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atmospheric perspective
ozone at altitude
530 40.2.2.5 Integration of sensory inputs Typ: MC 577 AviaExam8347 11/4/2003 Pkt.: 1.00
531 40.2.2.5 Integration of sensory inputs Typ: MC 578 AviaExam8348 11/4/2003 Pkt.: 1.00
When you stare at a single light against the dark (i.e.. an isolated star) you will
find the light appears to move after some time. This phenomenon is called:
autokinetic phenomenon
coriolis illusion
leans
532 40.2.2.5 Integration of sensory inputs Typ: MC 579 AviaExam8349 11/4/2003 Pkt.: 1.00
533 40.2.2.5 Integration of sensory inputs Typ: MC 580 AviaExam8350 11/4/2003 Pkt.: 1.00
The 'Black hole' phenomenon occurs during approaches at night and over
water, jungle or desert. When the pilot is lacking visual cues other than those
of the aerodrome there is an illusion of
being too high and too far away, dropping low and landing short
climbing
534 40.2.2.5 Integration of sensory inputs Typ: MC 581 AviaExam8351 11/4/2003 Pkt.: 1.00
You fly VFR from your home base (runway width 27 m), to an international
airport (runway width 45 m). On reaching your destination there is a risk of
performing a:
535 40.2.2.5 Integration of sensory inputs Typ: MC 582 AviaExam8352 11/4/2003 Pkt.: 1.00
You fly VFR from your home base (runway width 45 m) to a small airfield
(runway width 27 m). On reaching your destination there is a risk of
performing a:
536 40.2.2.5 Integration of sensory inputs Typ: MC 583 AviaExam8353 11/4/2003 Pkt.: 1.00
1 is false, 2 is correct
1 is correct, 2 is false
537 40.2.2.5 Integration of sensory inputs Typ: MC 585 AviaExam8356 11/4/2003 Pkt.: 1.00
Tilt your head to the side to get better information from the semicircular
canals.
Get adapted to low levels of illumination before flying and use off-center
vision all the time.
538 40.2.2.5 Integration of sensory inputs Typ: MC 586 AviaExam8357 11/4/2003 Pkt.: 1.00
539 40.2.2.5 Integration of sensory inputs Typ: MC 587 AviaExam8358 11/4/2003 Pkt.: 1.00
continue on instruments
540 40.2.2.5 Integration of sensory inputs Typ: MC 588 AviaExam8359 11/4/2003 Pkt.: 1.00
look outside
descend
541 40.2.1.2 Respiratory and circulatory systems Typ: MC 407 AviaExam8363 11/4/2003 Pkt.: 1.00
A passenger complains about a painful inflated belly at 8.000 feet. You advise
him to:
1. unbuckle and massage the belly
2. stand up and let go the gases out of the intestines
3. eat less gas forming food and avoid carbonhydrated beverages before flight
in the future
4. drink a lot of water throughout the flight
only 4 is correct
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542 40.2.1.2 Respiratory and circulatory systems Typ: MC 408 AviaExam8364 11/4/2003 Pkt.: 1.00
expand
shrink
543 40.2.3.2 Common minor ailments Typ: MC 409 AviaExam8365 11/4/2003 Pkt.: 1.00
Having a serious cold it is better not to fly, due to the extra risk of:
1. flatulence
2. pain in the ear during descent
3. vertigo
4. pain in the nasal sinuses
544 40.2.3.2 Common minor ailments Typ: MC 410 AviaExam8366 11/4/2003 Pkt.: 1.00
Having a serious cold, you are going to fly. What can you expect?
bends
chokes
hypoxia
545 40.2.1.2 Respiratory and circulatory systems Typ: MC 411 AviaExam8368 11/4/2003 Pkt.: 1.00
546 40.2.1.2 Respiratory and circulatory systems Typ: MC 412 AviaExam8373 11/4/2003 Pkt.: 1.00
leans
bends
chokes
creeps
547 40.2.1.2 Respiratory and circulatory systems Typ: MC 413 AviaExam8374 11/4/2003 Pkt.: 1.00
creeps
bends
chokes
leans
548 40.2.1.2 Respiratory and circulatory systems Typ: MC 414 AviaExam8375 11/4/2003 Pkt.: 1.00
chokes
bends
creeps
leans
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549 40.2.1.2 Respiratory and circulatory systems Typ: MC 415 AviaExam8376 11/4/2003 Pkt.: 1.00
Some hours after a rapid decompression at FL 300 you experience pain in the
joints. Which of following answers is correct?
You should ask for medical advice (flight surgeon) since this is a
symptom of decompression sickness.
550 40.2.1.2 Respiratory and circulatory systems Typ: MC 416 AviaExam8377 11/4/2003 Pkt.: 1.00
only 4 is correct
551 40.2.1.2 Respiratory and circulatory systems Typ: MC 417 AviaExam8378 11/4/2003 Pkt.: 1.00
552 40.2.1.2 Respiratory and circulatory systems Typ: MC 418 AviaExam8386 11/4/2003 Pkt.: 1.00
In the event of rapid decompression the first action for the flight deck crew is:
553 40.2.1.2 Respiratory and circulatory systems Typ: MC 419 AviaExam8390 11/4/2003 Pkt.: 1.00
554 40.2.1.2 Respiratory and circulatory systems Typ: MC 420 AviaExam8393 11/4/2003 Pkt.: 1.00
only 3 is correct
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555 40.2.1.2 Respiratory and circulatory systems Typ: MC 421 AviaExam8396 11/4/2003 Pkt.: 1.00
3 to 5 minutes
5 to 10 minutes
10 to 12 minutes
556 40.2.1.2 Respiratory and circulatory systems Typ: MC 422 AviaExam8397 11/4/2003 Pkt.: 1.00
30 to 60 seconds
15 seconds or less
5 minutes.
10 minutes.
557 40.2.1.2 Respiratory and circulatory systems Typ: MC 589 AviaExam8399 11/4/2003 Pkt.: 1.00
After SCUBA diving (more than 30 feet of depth) you have to wait a period of
time before flying again. This period is at least:
24 hours
6 hours
12 hours
48 hours
558 40.2.1.2 Respiratory and circulatory systems Typ: MC 590 AviaExam8400 11/4/2003 Pkt.: 1.00
hyperventilation
hypoxia
stress
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Smoking cigarettes reduces the capability of the blood to carry oxygen. This
is because:
haemoglobin has a greater affinity for carbon monoxide than it has for
oxygen
1 is correct, 2 is false
1 is false, 2 is correct
1, 2, 3, 4 are correct
altitude increases
altitude decreases
565 40.3.6.4 Body rhythm and sleep Typ: MC 597 AviaExam8412 11/4/2003 Pkt.: 1.00
25 hours
1.5 hours
12 hours
48 hours
566 40.3.6.4 Body rhythm and sleep Typ: MC 598 AviaExam8413 11/4/2003 Pkt.: 1.00
567 40.3.2.4 Error generation Typ: MC 599 AviaExam8415 11/4/2003 Pkt.: 1.00
568 40.3.6.4 Body rhythm and sleep Typ: MC 600 AviaExam8416 11/4/2003 Pkt.: 1.00
569 40.3.6.4 Body rhythm and sleep Typ: MC 601 AviaExam8418 11/4/2003 Pkt.: 1.00
1 is correct, 2 is false
1 is false, 2 is correct
570 40.3.6.4 Body rhythm and sleep Typ: MC 602 AviaExam8419 11/4/2003 Pkt.: 1.00
1 is correct, 2 is false
1 isfalse, 2 is correct
571 40.3.6.4 Body rhythm and sleep Typ: MC 603 AviaExam8421 11/4/2003 Pkt.: 1.00
1 is false, 2 is correct
1 is correct, 2 is false
distress
coping stress
eustress
stressors
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only 1 is correct
577 40.3.6.5 Fatigue and stress management Typ: MC 609 AviaExam8427 11/4/2003 Pkt.: 1.00
If coping with a stress situation is impossible, one will remain in the state of:
distress
adaptation
hypoxia
eustress
1 is true, 2 is false
1 is false, 2 is true
the pilot feeling threatened, will be much more relaxed, than the pilot
looking forward to what may happen
1 is correct, 2 is false
1 is false, 2 is correct
582 40.3.1.4 Response selection Typ: MC 616 AviaExam8437 11/4/2003 Pkt.: 1.00
coping behaviour
583 40.3.1.4 Response selection Typ: MC 617 AviaExam8440 11/4/2003 Pkt.: 1.00
The choice of the moment you select flaps depending on situation and
conditions of the landing is:
automated behaviour
584 40.3.1.4 Response selection Typ: MC 618 AviaExam8442 11/4/2003 Pkt.: 1.00
585 40.3.1.1 Attention and vigilance Typ: MC 619 AviaExam8443 11/4/2003 Pkt.: 1.00
586 40.3.1 Human information processing Typ: MC 620 AviaExam8444 11/4/2003 Pkt.: 1.00
not usual
very rare
not possible since correct training should have eliminated this problem
587 40.3.1.4 Response selection Typ: MC 621 AviaExam8446 11/4/2003 Pkt.: 1.00
588 40.2.1.2 Respiratory and circulatory systems Typ: MC 623 AviaExam8454 11/4/2003 Pkt.: 1.00
more alkaline
more acid
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589 40.2.1.2 Respiratory and circulatory systems Typ: MC 624 AviaExam8460 11/4/2003 Pkt.: 1.00
590 40.2.1.2 Respiratory and circulatory systems Typ: MC 626 AviaExam10266 9/5/1997 Pkt.: 1.00
591 40.2.1.3 High altitude environment Typ: MC 627 AviaExam10273 9/5/1997 Pkt.: 1.00
ozone-converters
spraying detergents
592 40.2.1.2 Respiratory and circulatory systems Typ: MC 628 AviaExam10276 9/5/1997 Pkt.: 1.00
The exchange of gases between the alveoli and the blood is due to:
diffusion
inspiration
physical exercise
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593 40.2.1.2 Respiratory and circulatory systems Typ: MC 629 AviaExam10281 9/5/1997 Pkt.: 1.00
1, 2 and 3
2 and 3
1 and 3
1 and 2
594 40.2.1.2 Respiratory and circulatory systems Typ: MC 630 AviaExam10287 9/8/1997 Pkt.: 1.00
1. tidal volume
2. inspiratory reserve volume
3. expiratory reserve volume
4. residual volume
1, 2, 3 and 4
1 and 2
2 and 3
1, 2 and 3
595 40.2.1.2 Respiratory and circulatory systems Typ: MC 631 AviaExam10292 9/8/1997 Pkt.: 1.00
During hyperventilation:
596 40.2.1.2 Respiratory and circulatory systems Typ: MC 632 AviaExam10295 9/8/1997 Pkt.: 1.00
1, 2 and 3
1 and 3
2 and 3
1 and 2
597 40.2.1.2 Respiratory and circulatory systems Typ: MC 633 AviaExam10299 9/8/1997 Pkt.: 1.00
Nitrogen.
Oxygen.
Carbon dioxide.
Sodium.
598 40.2.2.1 Central and peripheral nervous system Typ: MC 634 AviaExam10305 9/9/1997 Pkt.: 1.00
Synapse.
By-pass.
Interconnnection.
Occlusion.
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600 40.2.2.5 Integration of sensory inputs Typ: MC 636 AviaExam10335 9/9/1997 Pkt.: 1.00
Total loss of hearing in one ear due to use of a headset in the cockpit.
602 40.2.2.5 Integration of sensory inputs Typ: MC 638 AviaExam10340 9/9/1997 Pkt.: 1.00
603 40.3.5.1 Personality and attitudes Typ: MC 639 AviaExam10360 9/10/1997 Pkt.: 1.00
personality
development
heredity
learning
604 40.3.2.4 Error generation Typ: MC 640 AviaExam10371 9/10/1997 Pkt.: 1.00
The causes of human error can be abundant and complex. Which of the
following factors could contribute to human error?
1. Personality.
2. Motivation and attitudes.
3. Emotional state.
4. External environmental factors.
1, 2, 3 and 4
1, 2 and 3
2 and 3
2, 3 and 4
605 40.3.2.4 Error generation Typ: MC 641 AviaExam10374 9/10/1997 Pkt.: 1.00
Among the external factors that may contribute to an error, cockpit noise and
the restriction of the field of view due to windscreen design correspond to:
ergonomic factors.
organisational factors.
psychobiological factors.
social factors.
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606 40.3.2.4 Error generation Typ: MC 642 AviaExam10375 9/10/1997 Pkt.: 1.00
2 and 3
1 and 4
1 and 2
3 and 4
an authoritarian style
a democratic style
an anarchic style
a "laissez-faire" style
608 40.2.1.2 Respiratory and circulatory systems Typ: MC 644 AviaExam10399 9/11/1997 Pkt.: 1.00
Night vision.
Motor co-ordination.
Hearing.
Touch.
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609 40.2.3.3 Problem areas for pilots Typ: MC 645 AviaExam10402 9/11/1997 Pkt.: 1.00
non-carbonated water
wine or beer
carbonated water.
610 40.2.1.3 High altitude environment Typ: MC 646 AviaExam10405 9/11/1997 Pkt.: 1.00
The dry atmosphere of the flight deck may cause dehydration, which may lead
to a reduction in the ability to pay attention. To prevent this, it is appropriate
to:
drink tea
250 mg/day
3 mg/day
40-65 mg/day
150 mg/day
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612 40.3.6.4 Body rhythm and sleep Typ: MC 648 AviaExam10415 9/12/1997 Pkt.: 1.00
cause dysentery
616 40. HUMAN PERFORMANCE AND LIMITATIONS Typ: MC 652 AviaExam10440 9/15/1997 Pkt.: 1.00
obesity
anorexia nervosa
cholera
hypoxia
617 40.3.6.4 Body rhythm and sleep Typ: MC 653 AviaExam10459 9/17/1997 Pkt.: 1.00
eastbound flights
westbound flights
north-south flights
south-north flights
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1, 2, 3 and 4
1, 2 and 3
2 and 3
1 and 4
619 40.2.3.3 Problem areas for pilots Typ: MC 655 AviaExam10480 9/18/1997 Pkt.: 1.00
1, 2, 3 and 4
1 and 2
1, 2 and 3
2 and 4
620 40.2.1.2 Respiratory and circulatory systems Typ: MC 656 AviaExam10509 9/11/1997 Pkt.: 1.00
1 second
20 seconds
1 minute
5 minutes
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Night vision is significantly reduced (i.e. a loss of more than 25%) at 15,000 FT
in which stage of hypoxia?
Compensatory
Indifferent
Anaemic phase
622 40.2.1.2 Respiratory and circulatory systems Typ: MC 658 AviaExam10526 9/11/1997 Pkt.: 1.00
When faced with sustained cold temperature, how does the body resist this
physical stress?
By intense vasoconstriction.
623 40.2.1.2 Respiratory and circulatory systems Typ: MC 659 AviaExam10527 9/11/1997 Pkt.: 1.00
10,000 FT
20,000 FT
25,000 FT
30,000 FT
By what action could the pressure gradient between the middle and the outer
ear be balanced?
By swallowing.
By breathing in.
By breathing out.
By coughing.
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625 40.2.3.2 Common minor ailments Typ: MC 661 AviaExam10548 9/12/1997 Pkt.: 1.00
626 40.2.2.1 Central and peripheral nervous system Typ: MC 662 AviaExam10551 9/12/1997 Pkt.: 1.00
The system which controls breathing, digestion, heart rate, etc., over which
there is no voluntary control, is:
627 40. HUMAN PERFORMANCE AND LIMITATIONS Typ: MC 663 AviaExam10558 9/12/1997 Pkt.: 1.00
presbyopia
myopia
hypermetropia
astigmatism
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1. Hypoxia
2. Smoking
3. Poor diet, lacking Vitamin A
4. Exposure to bright lights
1, 2, 3 and 4
1 and 3
2 and 4
1, 3 and 4
1, 2, 3 and 4
2, 3 and 4
1 and 4
3 only
630 40. HUMAN PERFORMANCE AND LIMITATIONS Typ: MC 666 AviaExam10582 9/16/1997 Pkt.: 1.00
By avoiding blinking
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632 40.3.4.1 Safety awareness Typ: MC 669 AviaExam11776 4/28/1998 Pkt.: 1.00
Waiting for takeoff on the runway, a pilot is informed by the tower that the tail
wind component is 12 kt. According to the manual, the limitation is 10 kt max.
The pilot makes a decision to take-off anyway, as the runway is long.
This is a violation.
633 40.2.2.5 Integration of sensory inputs Typ: MC 670 AviaExam11777 4/28/1998 Pkt.: 1.00
634 40.2.3.3 Problem areas for pilots Typ: MC 671 AviaExam11778 4/28/1998 Pkt.: 1.00
a pilot should eat regularly and ensure he/she has a balanced diet
Night vision:
636 40.3.1.1 Attention and vigilance Typ: MC 674 AviaExam11782 4/28/1998 Pkt.: 1.00
a lack of alertness
637 40.2.3.3 Problem areas for pilots Typ: MC 675 AviaExam11784 4/28/1998 Pkt.: 1.00
638 40.3.3.1 Decision-making concepts Typ: MC 676 AviaExam11791 4/28/1998 Pkt.: 1.00
A pilot meets the ground engineer in charge on the apron. Although the pilot
has not been through flight preparation yet, he nevertheless instructs the
engineer as to the amount of fuel to be loaded, since he is used to flying this
route. This behaviour results from:
a confirmation bias
639 40.3.1.4 Response selection Typ: MC 677 AviaExam11794 4/28/1998 Pkt.: 1.00
is not necessary when departing from home base because this is routine
cardio-vascular disorders
behavioural disorders
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641 40.2.3.3 Problem areas for pilots Typ: MC 679 AviaExam11796 4/28/1998 Pkt.: 1.00
642 40.2.2.5 Integration of sensory inputs Typ: MC 680 AviaExam11798 4/28/1998 Pkt.: 1.00
you tilt your head to the side opposite to the turn to nullify the stimulus
causing the illusion
you close your eyes for a moment so that the oculo-vestibular conflict
disappears
you rely on your sensations only, as humans are much more reliable
than flight instruments
643 40.3.5.1 Personality and attitudes Typ: MC 681 AviaExam11799 4/28/1998 Pkt.: 1.00
644 40.2.1.3 High altitude environment Typ: MC 682 AviaExam11800 4/28/1998 Pkt.: 1.00
requires a regular supply of water only for those who are in poor health.
Healthy people compensate for this naturally.
645 40.3.1.4 Response selection Typ: MC 683 AviaExam11803 4/28/1998 Pkt.: 1.00
Planning:
in the cockpit typically results in plans that are always easy to modify
when things are not as anticipated
allow for the regulation of the amount of light admitted into the eye
648 40.3.6.4 Body rhythm and sleep Typ: MC 686 AviaExam11811 4/28/1998 Pkt.: 1.00
25 hours
6 hours
8 hours
36 hours
649 40.2.2.5 Integration of sensory inputs Typ: MC 687 AviaExam11812 4/28/1998 Pkt.: 1.00
When the weather is foggy, on approach, a pilot may get a feeling of:
650 40.3.3.1 Decision-making concepts Typ: MC 688 AviaExam11814 4/28/1998 Pkt.: 1.00
choosing familiar solutions, even if they are not the best ones
651 40.3.1.4 Response selection Typ: MC 689 AviaExam11815 4/28/1998 Pkt.: 1.00
An experienced pilot:
653 40.2.2.5 Integration of sensory inputs Typ: MC 691 AviaExam11817 4/28/1998 Pkt.: 1.00
A pilot may get the illusion of low altitude on approach although the aircraft is
on the correct glidepath:
654 40.1.2 Accident statistics Typ: MC 692 AviaExam11823 4/28/1998 Pkt.: 1.00
During the cruise, at night, when the workload is low, it is recommended that:
only those instruments that are vital to flying the aircraft be lit in order to
avoid dividing one's attention
657 40.3.3.1 Decision-making concepts Typ: MC 695 AviaExam11827 4/28/1998 Pkt.: 1.00
658 40.2.1.2 Respiratory and circulatory systems Typ: MC 696 AviaExam14214 10/29/2002 Pkt.: 1.00
12,000 ft
10,000 ft
18,000 ft
25,000 ft
659 40.2.1.2 Respiratory and circulatory systems Typ: MC 697 AviaExam14215 10/29/2002 Pkt.: 1.00
210 - 250
50 - 75
5 - 10
500 - 1,000
660 40.2.2.1 Central and peripheral nervous system Typ: MC 698 AviaExam14216 10/29/2002 Pkt.: 1.00
brain to all parts of the body through sensory and autonomic nerves
662 40.2.2.5 Integration of sensory inputs Typ: MC 700 AviaExam14219 10/29/2002 Pkt.: 1.00
A carrier take-off
664 40.2.3.3 Problem areas for pilots Typ: MC 702 AviaExam14222 10/29/2002 Pkt.: 1.00
a decrease of accommodation
a lack of vitamin A
a mis-shapened cornea
665 40.2.3.3 Problem areas for pilots Typ: MC 703 AviaExam14223 10/29/2002 Pkt.: 1.00
A mis-shapened cornea
A lack of vitamin A
A lack of accommodation
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666 40.2.3.3 Problem areas for pilots Typ: MC 704 AviaExam14224 10/29/2002 Pkt.: 1.00
A mis-shapened cornea
667 40.1.1.2 Becoming a competent pilot Typ: MC 705 AviaExam14226 3/26/2009 Pkt.: 1.00
668 40.1.1.2 Becoming a competent pilot Typ: MC 706 AviaExam14227 3/26/2009 Pkt.: 1.00
669 40.3.1.1 Attention and vigilance Typ: MC 707 AviaExam14228 10/29/2002 Pkt.: 1.00
670 40.2.3.3 Problem areas for pilots Typ: MC 708 AviaExam14229 10/29/2002 Pkt.: 1.00
A balanced diet
Vitamin pills
671 40.2.3.3 Problem areas for pilots Typ: MC 709 AviaExam14230 10/29/2002 Pkt.: 1.00
4 hours
20 hours
12 hours
1 hour
674 40.2.3.3 Problem areas for pilots Typ: MC 713 AviaExam14235 10/29/2002 Pkt.: 1.00
Insect bites
675 40.2.3.3 Problem areas for pilots Typ: MC 714 AviaExam14236 10/29/2002 Pkt.: 1.00
Insect bites
676 40.2.3.3 Problem areas for pilots Typ: MC 715 AviaExam14237 10/29/2002 Pkt.: 1.00
insect bites.
677 40.2.1.3 High altitude environment Typ: MC 716 AviaExam14238 10/29/2002 Pkt.: 1.00
49,000 ft
45,000 ft
40,000 ft
55,000 ft
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678 40.2.1.3 High altitude environment Typ: MC 717 AviaExam14239 10/29/2002 Pkt.: 1.00
679 40.2.1.3 High altitude environment Typ: MC 718 AviaExam14240 10/29/2002 Pkt.: 1.00
Is unaffected by altitude
Gastric bleeding
Sensory loss
Fits
Memory impairment
681 40.2.2.5 Integration of sensory inputs Typ: MC 720 AviaExam14242 10/29/2002 Pkt.: 1.00
Among the factors which can cause illusions while taxiing are:
682 40.2.2.5 Integration of sensory inputs Typ: MC 721 AviaExam14243 10/29/2002 Pkt.: 1.00
climbing or descending.
683 40.2.2.5 Integration of sensory inputs Typ: MC 722 AviaExam14244 10/29/2002 Pkt.: 1.00
684 40.2.2.5 Integration of sensory inputs Typ: MC 723 AviaExam14246 10/29/2002 Pkt.: 1.00
685 40.3.6.4 Body rhythm and sleep Typ: MC 724 AviaExam14248 10/29/2002 Pkt.: 1.00
Body temperature
Glucose level
Blood pressure
Heart rate
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686 40.3.6.4 Body rhythm and sleep Typ: MC 725 AviaExam14249 10/29/2002 Pkt.: 1.00
90
60
120
180
687 40.3.6.4 Body rhythm and sleep Typ: MC 726 AviaExam14250 10/29/2002 Pkt.: 1.00
No adjustment is necessary
Alcohol degrades:
Paradoxical sleep
Stage 2 sleep
689 40.3.7.1 Advantages and disadv.(criticalities) Typ: MC 729 AviaExam14253 10/29/2002 Pkt.: 1.00
Automation
Hardware
Check lists
Vertigo
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691 40.3.6.5 Fatigue and stress management Typ: MC 731 AviaExam14256 10/29/2002 Pkt.: 1.00
allow the most comfortable position for the spine and shoulder bones
allow the most comfortable position for the spine and higher neck bones
692 40.3.5.1 Personality and attitudes Typ: MC 732 AviaExam14257 10/29/2002 Pkt.: 1.00
negative
positive
Difficulty
Achievement
Personal advancement
Success
Helpful
Confrontational
Stressful
696 40.3.4.2 Co-ordination (multi-crew concepts) Typ: MC 736 AviaExam14261 10/29/2002 Pkt.: 1.00
Individual achievement
697 40.3.4.2 Co-ordination (multi-crew concepts) Typ: MC 737 AviaExam14262 10/29/2002 Pkt.: 1.00
Always try to make time to explain the reasons for the decision even if it
is after landing
Explain the reasons for the decision only if time permits in the air
As the leader of the crew, never need explain the reasons behind the
decision
Over-loaded
Under-worked
Efficient
A good leader
Synergistic
Cohesive
Communicative
Co-operative
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701 40.1.3 Flight safety concepts Typ: MC 741 AviaExam14267 3/26/2009 Pkt.: 1.00
L and S
L and L
L and H
L and E
The choice of words and their packaging become more important in the
cockpit of an aircraft because:
Loss of hypertext
Loss of perception
Packaging of words
Packaging of phrases
Packaging of sentences
Intra-personal conflict
Intro-personal conflict
Inter-personal conflict
Intermediate-personal conflict
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better communication even if professionals are not from the same field
80%
30%
50%
10%
1+1= > 2
1+1= < 2
1 +/- 1 = < 2
1-1= > 2
708 40.1.3 Flight safety concepts Typ: MC 748 AviaExam14274 3/26/2009 Pkt.: 1.00
709 40.2.1.1 The atmosphere Typ: MC 749 AviaExam14275 10/29/2002 Pkt.: 1.00
Below 70,000 ft., what gas makes up the major part of the atmosphere ?
Nitrogen
Oxygen
Carbon dioxide
Ozone
the pilot should only attempt a landing at the same aerodrome if the
conditions are improved
711 40.3.4.1 Safety awareness Typ: MC 752 AviaExam14278 10/29/2002 Pkt.: 1.00
When the pilot perceives the situation both inside and outside the
aircraft
When the pilot perceives the instant and immediate situation both inside
and outside the cockpit
When a pilot is sure that the situation both inside and outside the
aircraft is correct
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Having interrupted the Captain for a sound reason, the co-pilot should:
713 40.3.2.3 Theory and model of human error Typ: MC 754 AviaExam14282 10/29/2002 Pkt.: 1.00
Latent failure/error
Pro-active failure/error
Re-active failure/error
Active failure/error
714 40.3.2.3 Theory and model of human error Typ: MC 755 AviaExam14283 10/29/2002 Pkt.: 1.00
If one error is allowed to effect a whole system, the system is described as:
Vulnerable
Error-prone
Error tolerant
Corrupted
715 40.3.2.3 Theory and model of human error Typ: MC 756 AviaExam14284 10/29/2002 Pkt.: 1.00
716 40.3.2.4 Error generation Typ: MC 757 AviaExam14285 10/29/2002 Pkt.: 1.00
cognition
communications
information processing
Cockpit communications
Cockpit synergy
Cockpit cohesion
Cockpit entity
718 40.3.2.4 Error generation Typ: MC 759 AviaExam14287 10/29/2002 Pkt.: 1.00
Double-check that you have not fitted the ground over which you are
passing to your map
719 40.3.1.4 Response selection Typ: MC 760 AviaExam14288 10/29/2002 Pkt.: 1.00
720 40.3.4 Avoiding and manag. errors Typ: MC 761 AviaExam14289 10/29/2002 Pkt.: 1.00
Stimuli must be of a certain strength for the receptors to pick them up. This is
called:
Sensory threshold
Sensory filter
Sensory strength
Sensory volume
Stereopsis
Imagination
3-D vision
722 40.3.1.4 Response selection Typ: MC 763 AviaExam14294 10/29/2002 Pkt.: 1.00
723 40.1.3 Flight safety concepts Typ: MC 764 AviaExam14316 3/26/2009 Pkt.: 1.00
724 40.1.1.1 Competence and limitations Typ: MC 765 AviaExam14331 3/26/2009 Pkt.: 1.00
Everyone involved
Aircrew