Results
Q1. As an airplane climbs higher, the true airspeed for a given indicated airspeed will:
Increase.
Q2. When climbing at a constant Mach number below the tropopause, in ISA conditions, the Calibrated Airspeed (CAS) will:
decrease
Q3. The airspeed indicator of an aircraft is provided with a moving red and white hatched pointer. This pointer indicates the:
maximum speed in VMO operation versus altitude
Q4. During a climb after take-off from a contaminated runway, if the total pressure probe of the airspeed indicator is blocked, the pilot finds that indicated airspeed:
increases steadily
Q5. The limits of the green scale of an airspeed indicator are:
VS1 for the lower limit and VNO for the upper limit
Q6. If indicated airspeed is corrected for a positive error, the resulting calibrated airspeed will be:
Lower.
Q7. A leak in the pitot total pressure line of a non-pressurized aircraft to an airspeed indicator would cause it to:
under-read.
Q8. The Airspeed Indicator measures:
Differential pressure.
Q9. VLO is the maximum:
speed at which the landing gear can be operated with full safety.
Q10. Match groundspeed (GS) with the associated definition:
Actual speed of an aircraft over ground.
Q11. Indicated airspeed (as read on the airspeed indicator) will:
Remain unchanged in headwind and tailwind.
Q12. The airspeed indicator of a twin-engined aircraft comprises different sectors and color marks. The blue line corresponds to the:
optimum climbing speed with one engine inoperative, or Vy
Q13. Today’s airspeed indicators (calibrated to the Saint-Venant formula), indicate, in the absence of static (and instrumental) error:
The calibrated airspeed (CAS) in all cases
Q14. With a constant weight, irrespective of the airfield altitude, an aircraft always takes off at the same:
calibrated airspeed.
Q15. The airspeed indicator circuit consists of pressure sensors. The pitot tube directly supplies:
the total pressure
Q16. VNE is the maximum speed:
which must never be exceeded
Q17. VFE is the maximum speed:
with the flaps extended in a given position.
Q18. The upper airspeed limit of the green arc on the airspeed indicator represents:
Maximum structural cruising speed (VNO)
Q19. When descending through an isothermal layer at a constant Calibrated Airspeed (CAS), the True Airspeed (TAS) will:
decrease
Q20. The limits of the white scale of an airspeed indicator are:
VSO for the lower limit and VFE for the upper limit
Q21. If, when correcting an EAS value of 150 Kt, a TAS value of 146 Kt is obtained:
the density of the atmosphere must be greater than the ISA mean sea level air density.
Q22. The limits of the yellow scale of an airspeed indicator are:
VNO for the lower limit and VNE for the upper limit
Q23. If the static source to an airspeed indicator (ASI) becomes blocked during a descent the instrument will:
over-read
Q24. For a constant Calibrated Airspeed (CAS) and a level flight, a fall in ambient temperature will result in a:
lower True Airspeed (TAS) due to an increase in air density
Q25. Considering the maximum operational Mach number (MMO) and the maximum operational speed (VMO), the captain of a pressurized aircraft begins his descent from a high flight level. In order to meet his scheduled time of arrival, he decides to use the maximum ground speed at any time of the descent. He will be limited:
initially by the MMO, then by the VMO below a certain flight level
Q26. The reason for having a square-law compensation in the airspeed-indicator mechanism is:
The differential pressure increases with the square of the airspeed.
Q27. Indicated airspeed corrected for position error is:
Calibrated airspeed.
Q28. With a pitot probe blocked due to ice build up, the aircraft airspeed indicator will indicate in descent a:
decreasing speed.
Q29. If the static source to an airspeed indicator (ASI) becomes blocked during a descent the instrument will:
over-read
Q30. Match true airspeed (TAS) with the associated definition:
Calibrated airspeed corrected for altitude and non-standard temperature.
Q31. TAS is:
the aircraft’s true airspeed which is EAS corrected for altitude and temperature
Q32. After an aircraft has passed through a volcanic cloud which has blocked the total pressure probe inlet of the airspeed indicator, the pilot begins a stabilized descent and finds that the indicated airspeed:
decreases steadily
Q33. When side-slipping, one of the instruments below will give an incorrect indication:
Airspeed Indicator.
Q34. What is the significance of the yellow arc in an airspeed indicator?
Structural warning range.
Q35. VNO is the maximum speed:
not to be exceeded except in still air and with caution.
Q36. All the anemometers are calibrated according to:
St-Venant’s formula which takes into account the air compressibility.
Q37. Match indicated airspeed (IAS) with the associated definition:
The airspeed you read directly from the airspeed indicator.
Q38. In the air-tight instrument case of the airspeed indicator we will find:
Static pressure.
Q39. The velocity maximum operating (V.M.O.) is a speed expressed in:
calibrated airspeed (CAS).
Q40. VLE is the maximum:
flight speed with landing gear down
Q41. The calibrated airspeed (CAS) is obtained by applying to the indicated airspeed (IAS):
an instrument and position/pressure error correction.
Q42. Match calibrated airspeed (CAS) with the associated definition:
Indicated airspeed corrected for installation and instrument errors.
