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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 900 & THE
CONTROL ADVANCE ANGLE IS 150 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 OUT
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 THERE
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 80 COAXIAL CABLE IS CONNECTED TO AN 80 DIPOLE
ARIEL THEREFORE THE RESISTANCE WOULD BE 80


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 50


HF CABLE IMPEDENCE IS 50


VHF CABLE IMPEDENCE IS 50


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 P3
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 OF
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 /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 IS
CONNECTED TO A DIAPOLE OF 120. 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 IDENT
PULSE APPEARS 4.35 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  SECONDS
AFTER P2

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


IMPEDENCE OF A HF ARIEL IS 50 


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 MUST
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 ASCERTAINED
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 2700. 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 900
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 ALTITUDE
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 IS
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 AT
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 & RADAR


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 THE
FREQUENCY OF THE EXCITATION VOLTAGE


IN AN ARTIFICIAL HORIZON, PENDULOSITY ERROR IS CAUSED
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 BAR

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 MILLIBAR
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, AIRSPEED
WILL BE – EQUAL TO GROUND SPEED


TO PROVIDE A LINEAR SCALE ON A H S I A – RANGING BAR &
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 VENTED
BY – VENTING THE STATIC SYSTEM VIA INTERNAL BLEED IN
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 SYSTEM


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 GYRO

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 THE
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 ELECTRICAL
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

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