Q.

A flight route distance is 500 nm, during climb time 30 minutes and ground speed 160 knots. During cruise ground speed is 265 knots, during descent time 20 minutes and ground speed 210 knots. otal time for the route is! 1. 2. 3. ". 1 hours "0 minutes. 1 hours 50 minutes. 2 hours 30 minutes. 2 hours 10 minutes.

Q.2

he distance flo#n b$ an aircraft in "0 seconds at a ground speed of "%0 kt is sho#n on a chart b$ a straight line 1." inches long. &i'e the scale of the chart in centimeter to kilometers! 1. 2. 3. ". 1 cm to 2.((% km. 1 cm to 3.%) km. 1 cm to 3%.) km. *one of the abo'e.

Q.3.

Aircraft present +dg 1(0 ,-., AD/ 3"5 relati'e. -ake "0 degree intercept of the 355 rack out bound. 0hat shall be the +dg to intercept and AD/ indication at the time of intercept! AD/ on intercept ,1. 1. 2. 3. ". 310 0"0 0"5 130 2ntercept +dg ,-. 1(5 135 130 000

Q.".

1oute details of a flight from station 3 to station Q are, rack 0"( , ., 045 250435. *ormal A6 2(0 kt, 1educed A6 210 kt ,in the e'ent of one engine failure.. he distance to critical point of the abo'e flight is "60 *m in the e'ent of engine failure, 7alculate the distance bet#een 6tation 3 and Q8 1. 2. 3. ". 10%) *m. 10"6 *m. 12"5 *m. ()% *m.

Q.5

An aircraft on heading 0"1 , . is e9periencing a drift of 12 o 3 #hile the A6 and &round 6peed happen to be almost e:ual. 0ind affecting the flight is 1. 2. 3. ". 305430 131430 125430 10)430.

Q.6.

he gimbal ring of a turn co;ordinator is inclined at about 30 o #ith respect to the aircraft<s longitudinal a9is in order to! 1. 2. 3. ". -ake the rate of turn more accurate. -ake the g$ro sensiti'e to banking of the aircraft as #ell as to turning. -ake the g$ro more effecti'e during in'erted flight. +a'e a higher rotor speed #hich #ill prolong the life of the instrument. -a9imum take off #eight 0eight less fuel and pa$load -ean A6 Distance A to = -ean fuel consumption 6pecific &ra'it$ 1eser'e fuel carried ,assume unused. -a9imum landing #eight 0eight. he ma9imum pa$load that can be carried in 25 kts +ead#ind is! 1. 2. 3. ". 15250 lbs. )300 lbs. )000 lbs. )500 lbs. ;1( @1( @1) ;1) d$namic pressure minus pitot e9cess. d$namic pressure plus pitot e9cess. atmospheric pressure. pitot e9cess pressure. pendulousl$ mounted and is free to turn to remain aligned #ith the earth magnetic field. "0500 lbs. -a9imum authori>ed >ero fuel 3%500 lbs 55000 lbs. 2)000 lbs. 260 kt 1550 *m 1%0 &3+ 0.(2 305 gallons

Q.(.

&i'en the follo#ing data relating to a flight from A to =!

Q.%.

7ruising at /? 3)0, - 0.%" is found to gi'e a A6 of ")) kt. he 26A de'iation at this le'el #ill be! 1. 2. 3. ".

Q.).

A static 'ent is used to measure! 1. 2. 3. ".

Q.10.

he flu9 'al'e of a remote indicating compass is 1.

2. 3. ". Q.11.

not subAect to acceleration errors. pendulousl$ mounted and so it is not subAect to or affected b$ the earth<s magnetic field. fi9ed to the aircraft and so turns #ith the aircraft to measure the angle bet#een the aircraft and the earth<s magnetic field.

he rate of turn indicator uses BBBB. 0hich spins BBBB 1. 2. 3. ". space g$roscope ied g$ro rate g$ro earth g$ro up and a#a$ from the pilot. anti;clock#ise #hen 'ie#ed from pilots position. up and a#a$ from the pilot. clock#ise 'ie#ed from pilots position.

Q.12.

2nside an artificial hori>on! 1. 2. 3. ". he inner gimbal ring is pi'oted laterall$ inside the outer gimbal ring and the outer gimbal ring is pi'oted longitudinall$ inside the case. he inner gimbal ring is tied to the 'ertical b$ a control s$stem. he rotor a9is is kept le'el b$ a calibrated spring attached to the outer gimbal ring and the instrument case. here is onl$ one gimbal ring. 7ausing the g$ro to precess in a clock#ise direction ,in the northern hemisphere.. Attaching a bias #eight to the inner gimbal #hich makes the g$ro precess in a>imuth in the same direction as apparent #ander. 3. ". 7orrecting #ander b$ means of air Aets. Attaching a bias #eight to the inner gimbal #hich makes the g$ro precess in a>imuth in the opposite direction to apparent #ander.

Q.13.

Apparent #ander ma$ be corrected in a D&2 b$! 1. 2.

Q.1".

1eal #ander of a g$ro can be caused b$! 1. 2. 3. ". As$mmetrical friction at the spinning a9is. 1otation of the earth. 2ncreasing the 13- of the rotor. -o'ing the g$ro north or south of its present position. Acceleration error, turning error, altitude error, transport #ander, rotor speed error. &imballing error, random #ander, apparent #ander, rotor speed error, transport #ander. &imballing error, looping error, rolling error, rotor speed error, transport #ander. ransport #ander, apparent #ander, latitude error, turning error, acceleration error.

Q.15.

Crrors of the directional g$ro are! 1. 2. 3. ".

Q.16.

An aircraft accelerates on a #esterl$ heading in the *. +emisphere. he compass needle rotates DDDDDDDD indicating a turn to#ards DDDDDDDDDD

1. 2. 3. ". Q.1(. 1. 2. 3. ". Q.1%.

7lock#ise Anti;clock#ise *orth. 7lock#ise Anti;clock#ise 6outh.

*orth. 6outh.

he restricted choke in the 562! 0ill pre'ent the instrument being damaged b$ high rates of climb and descent. 7ompensates for changes in temperature and densit$ onl$. 7reates a differential pressure bet#een the capsule and the case as its main function. 7ompensates for time lag in the instrument.

An uncorrected g$ro is set to read 100o . he g$ro reading after "5 minutes #hen stationar$ on the ground in latitude 25o 6 is! 1. 2. 3. ". 106.3o. 10".%o. 0)3.(o. 0)5.3o.

Q.1).

he sub scale of an altimeter is set to 1030 mb and indicates "500 ft #hen the Q*+ is ))6 mb. he true height of the aircraft A-6? is! 1. 2. 3. ". 31%0 ft. 3))0 ft. 5520 ft. 3"%0 ft. 1ise due to A6 increasing #ith falling densit$. /all due to densit$ decreasing due to the increase in local speed of sound. 1ise due to the decreasing pressure. /all due to the increasing densit$ error. 2A6 corrected for compressibilit$. 2A6 corrected for instrument error onl$. 7A6 corrected for compressibilit$. 7A6 corrected for position error. 3roduced b$ a 30 +> amplitude modulated signal, a ?imacon, #hich rotates at 30 re's.4 sec. 3roduced b$ a 30 +> amplitude modulated signal, a 7ardiod, #hich rotates at 30 re's.4 sec. 3roduced b$ a 30 +> fre:uenc$ modulated signal, rotating at 30 re's.4 sec.

Q.20.

An aircraft is climbing at a constant -ach number. Assuming the temperature is 26A, the 7A6 #ill! 1. 2. 3. ".

Q.21.

C:ui'alent airspeed ,CA6. is! 1. 2. 3. ".

Q.22.

he bearing signal transmitted from a 7on'entional 5E1 beacon is! 1. 2. 3.

". Q.23.

3roduced b$ a 30 +> amplitude modulated signal, a ?imacon, #hich rotates anti clock#ise at 30 re's.4 sec.

he middle marker of an 2?6 s$stem has an audible code #hich is! 1. 2. 3. ". Alternating dots and dashes at "00 +>. Alternating dots and dashes at 1300 +>. Alternating dots and dashes at 3000 +>. +igh pitch dots.

Q.2".

Assuming an accurac$ of @4; 5.5o, the ma9imum spacing of t#o 5E1s. Defining the centre line of an air#a$, that #ould ensure no aircraft could be outside the air#a$ is! 1. 2. 3. ". 5" nm. 51 nm. 10) nm. 132 nm.

Q.25.

0hen tuning, identif$ing and monitoring an *D=, #hich has the emission characteristic *E* A1A, it is necessar$ for the! 1. 2. 3. ". =/E to be on for all three. =/E to be off for tuning onl$. AD/ function to be selected. A* function to be selected.

Q.26.

An aircraft at /? 250 is using an Airborne 0eather 1adar , stabili>ation on. #ith a beam #idth of 5 degrees. An isolated cloud at a range of 25 nm Aust ceases to paint #hen the tilt control is at 1 deg tilt up. he appro9imate altitude of the cloud top is! 1. 2. 3. ". 21000 ft. 25000 ft. 2)000 ft. 33000 ft.

he 5E1 in an aircraft is correctl$ tuned and set to fl$ the centre line of an air#a$ #ithin 2ndian airspace. he indication on the 5E142?6 de'iation indicator is F E< three dots /l$ ?eft and E=6 selected 3"(. At the same time the D-C ga'e a range of 115 nm from the facilit$. Gse this information to ans#er the ne9t t#o :uestions. Q.2(. At the time of the obser'ation, the aircraft #as on the BBB radial and, assuming still air conditions, on regaining the centre line it #ill be necessar$ to turn BBB 1. 2. 3. 15) deg right onto 3"( deg 1(5 deg left onto 16( deg 33) deg right onto 16( deg

". Q.2%. 1. 2. 3. ". Q.2).

355 deg left onto 3"( deg " nm. % nm. 12 nm. 15 nm.

At the time of the obser'ation the aircraft #as displaced from the centre line b$!

he rate of descent of an aircraft #ith an approach speed of 1"0 kt on an 2?6 approach #ith a glide path angle of 3.25o is! 1. 2. 3. ". (00 ft4min. (%0 ft4min. %60 ft4min. 1050 ft4min. ((00 (600 2000 (500

Q.30.

he correct 661 code to indicate radio failure is! 1. 2. 3. ".

Q.31.

A 3rimar$ radar has a 31/ of 500 pulses per seconds. he ma9imum theoretical range, ignoring all other factors, is! 1. 2. 3. ". 300 *m. 162 *m. 600 *m. 32" *m.

Q.32.

0hen a 5E1 is selected, the identification is 365 and the paired D-C channel identification is 36H. his means that! 1. 2. 3. ". he t#o aids are associated and the aerials are less than 2000 feet apart. he t#o aids can together be used for an airfield approach. he t#o transmitter aerials are in totall$ different positions. he t#o transmitter aerials are #ithin 6 nm of each other and the t#o aids can be used together for normal air#a$s na'igation.

Q.33.

An apparent increase in transmitted fre:uenc$, proportional to the 'elocit$ of the transmitter, is caused b$! 1. 2. 3. he recei'er mo'ing to#ards the transmitter. he transmitter mo'ing a#a$ from the recei'er. he transmitter mo'ing to#ards the recei'er.

". Q.3". 1. 2. 3. ". Q.35.

he transmitter and the recei'er mo'ing a#a$ from each other. 3rimar$ radar uses echoes from a reflecting obAect, #hereas secondar$ radar uses responses from a transponder beacon. 3rimar$ radar gi'es range not bearing, of a reflecting obAect. 6econdar$ al#a$s measures the baring of a reflecting obAect more accuratel$ than primar$ radar. Enl$ secondar$ radar can be carried on an aircraft.

0hich of the follo#ing statements is correct8

A Doppler 5E1 ,D5E1. is more accurate because it minimi>es BBB. Crror. he reference signals and 'ariable phase directional signals rotate BB.. are BB.. and BB.. respecti'el$, and an aircraft BB.. to be fitted #ith a special recei'er. 1. 2. 3. ". 6iteI anti;clock#iseI /-I A-I needs. C:uipmentI anti;clock#iseI A-I /-I does not need. 6iteI clock#iseI A-I /- needs. 6iteI anti;clock#iseI A-I /-I does not need. % nm. =et#een % nm and ) nm. %.5 nm. ) nm.

Q.36.

An aircraft at 36,"00< indicate a D-C range of 10.5 nm. he ground distance to the beacon is! 1. 2. 3. ".

Q.3(.

he &lobal *a'igation 6atellite 6$stem ,&*66. is a s$stem #hich consists of BBB acti'e satellites plus BB.. operational spare satellites in BBB orbital planes around the earth. A minimum BBB satellites are needed to pro'ide a BB.dimensional fi9. 1. 2. 3. ". 21I 3I 6I 3I 3I 21I 3I "I 3I 2I 21I 3I 6I "I 3I 2"I 3I 5I 3I 3I

Q.3%.

Aircraft A is homing, #ith 11o port drift, on a track of 060o ,-. to *D= 3, #hilst aircraft = is maintaining an outbound track of 320 o ,-. #ith 13 o starboard drift from the same *D=. 1elati'e =earing 2ndicator of each aircraft #ill indicate! 1elati'e Aircraft A 1. 2. 3. 3") o 011 o 3") o =earing Aircraft = 16( o 16( o 1)3 o

". Q.3).

16) o

1)3 o

An aircraft is inbound, #ith 20o starboard drift, on the 1%0 o radial from 5E1 JKL . he relati'e bearing of *D= J?L is 300 o . 1-2 presentation in the aircraft is! +D& ,-. 1. 2. 3. ". 3"0
o

JKL 3E2* C1 J?L 3E2* C1 000 o 000 o 000 o 1%0 o 300 o 2%0 o 320 o 100 o

3"0 o 020 o 160 o

Q."0.

2n reference to *D=4AD/, *ight Cffect is caused b$ sk$;#a'es from DDDDDD interfering #ith its omni;directional surface #a'e. he effect occurs at DDDDDD and is #orst DDDDDD 1. 2. 3. ". he *D= in useI ranges of (0 nm and abo'eI at do#n and dusk. heir distant *D=s on the same or similar fre:uenciesI outside the *D=<s DE7 and up to (0 nm and abo'eI during hours of darkness. he *D= in useI ranges of 100 nm and abo'eI diurnall$ in the #inter. he *D= in use! an$ rangeI at midnight #hen the D la$er is the #eakest. 0.35o 2.5dots. 1.3dots. 0.(o 2t gi'es the best results for ground mapping. A higher fre:uenc$ gi'es greater attenuation from all t$pes of precipitation. his fre:uenc$ #ill produce narro# beams, for good target resolution, from antennas #hose diameters are constrained b$ the dimensions of the aircraft<s radome. ". his fre:uenc$ reflects from areas of clear air turbulence. %m %0 m %00 m %000 m.

Q."1.

he ma9imum safe fl$;up indication on an 2?6 approach #hen using a meter #ith a 5 dot displa$ is! 1. 2. 3. ".

Q."2.

A fre:uenc$ of around 10 &h> is chosen for an Airborne #eather radar becauseI 1. 2. 3.

Q."3.

0hat is the #a'elength corresponding to a fre:uenc$ of 3(5 K+>8 1. 2. 3. ".

Q."".

&i'en that the compass heading is 2(0o , the de'iation is 2o 0, the 'ariation is 30o C and the relati'e bearing of a beacon is 316o, determine the QD1! 1. 2. 0"" 0"%

3. ". Q."5. 1. 2. 3. ". Q."6. 1. 2. 3. ". Q."(.

0(" 22". 2(5 nm. 200 nm. 2"3 nm. 220 nm. 160 3"( 1)3 16(

he ma9imum range an aircraft at /? 3(0 can recei'e transmissions from a 5E14D-C at %00 ft is!

En #hich radial from a 5E1 at 61*025C , 5A1 13oC. is an aircraft at 5)*025C , 5A1 20o C.8

he aircraft D-C recei'er accepts replies to its o#n transmissions but reAects replies to other aircraft transmissions becauseI 1. 2. 3. ". he 31/ of the interrogations is uni:ue to each aircraft. he pulse pairs from each aircraft ha'e a uni:ue amplitude modulation. he interrogation fre:uencies are 63 -+> different for each aircraft. he interrogation and repl$ fre:uencies are separated b$ 63 -+>.

Q."%.

he principle of operation of the 2?6 locali>er transmitter is that it transmits t#o o'erlapping lobes on! 1. 2. 3. ". Different fre:uencies #ith different phases. he same fre:uenc$ #ith different phases. he same fre:uenc$ #ith different amplitude modulations. Different fre:uencies #ith different amplitude modulations. he surface of the run#a$ ?ess than 50 ft. ?ess than 100 ft. ?ess than 200 ft. @4; 10o to % nm @4; 10o to 25 nm @4; %o to % nm @4; 35o to 1(nm

Q.").

A categor$ 222 2?6 s$stem pro'ides accurate guidance do#n to! 1. 2. 3. ".

Q.50.

he co'erage of the 2?6 glideslope #ith respect to the locali>er centre line is! 1. 2. 3. ".

Q.51.

2n primar$ pulsed radar the abilit$ to discriminate in a>imuth is a factor of!

1. 2. 3. ". Q.52. 1. 2. 3. ". Q.53.

3ulse #idth. =eam #idth. 3ulse recurrence rate. 1ate of rotation. 150 km. 333 km. 666 km. 1326 km.

he 31/ of a radar is "50 pps. 0hat is the ma9imum range of the radar8

At 1.) D-C from the run#a$ threshold the glide slope needle of 5E1 4 2?6 indicator sho# belo# its central position. he radio altimeter at this instant reads! 1. 2. 3. ". 6"" feet. 5(( feet. 510 feet. *one of the abo'e.

Q.5".

A flight taking t#o hours time from station FM< , 30o*, 120o. to station FN< , 30o*, )0o. is to be reached Aust before sunset. he sun set time at the destination is 1)00 ?- . ?- the flight from station FM< should set courses is! 1. 2. 3. ". 2100 ?- . 1)00 ?- . 1500 ?- . 1(00 ?- .

Q.55.

An aircraft is fl$ing a constant heading #ith 5o starboard drift and is making good a track parallel to the centre line 0)0 - of air#a$, but 12 *m off the right of the centre line. he distance to go to the station is "5 *. 2f the *D= is sited at the destination station, #hat aircraft AD/ #ill indicate at this position. 1. 2. 3. ". 016 1 021 1 33) 1 3"" 1

Q.56.

During a compass s#ing the 'alues of coefficients are as, A O @3, =O @2 and 7O ;10. 0hat #ill be the e9pected de'iation on +dg 1"5 P in the 6outhern +emispherI 1. 2. 3. 12o easterl$. 12o 0esterl$. ).3o 0esterl$.

". Q.5(

).3o easterl$.

/or a flight on rack 020 , ., e9pecting #ind 'elocit$ 220430, A6 250 kt and -ean /uel /lo# %200 kg 4 hr the &ross fuel flo# #ill be! 1. 2. 3. ". 32.% kg 4 *m 2)." kg 4 *m 31.1 kg 4 *m 2%.6 kg 4 *m 2onospheric conditions /re:uenc$. he angle at #hich the radio #a'e strikes a la$er in the ionosphere. All the abo'e. At the magnetic e:uator, + is minimum and H is ma9imum. At the poles, H is ma9imum and + is minimum. At the poles, + is ma9imum and H is minimum. At a magnetic e:uator or at the poles, + and H ha'e similar 'alues. 3 Q fore and aftI Q Q 5erticalI 1 Q ath#art ship. 3; fore and aftI Q Q ath#art shipI 1; 5ertical. 3 Q 5erticalI Q Q ath#art shipI 1 Q fore and aft. 3; ath#art shipI Q Q 5erticalI 1 Q fore and aft. +ori>ontal g$ro carried in a single hori>ontal gimbal #ith the g$ro a9is l$ing ath#art ships. +ori>ontal g$ro carried in a single 'ertical gimbal #ith the g$ro a9is l$ing parallel to the aircraft 'ertical a9is. 3. ". 5ertical mounted g$ro #ith t#o freedoms of mo'ement and an ath#art ship spin a9is. 5erticall$ mounted g$ro #ith a 'ertical a9is super imposed on a single gimbal. "5o for#ard in the direction of rotation. 2mmediatel$ in line #ith the plane of rotation. )0o anti;clock#ise to the direction of rotation. )0o for#ard in the direction of rotation. hree degrees of freedom.

Q.5%.

he critical angle, at #hich the 1adio 6ignal refract enough to return to the earth, depends onI 1. 2. 3. ".

Q.5).

2n earth magnetic field, the follo#ing :uantities are gi'en to the + and H factors! 1. 2. 3. ".

Q.60.

he three components of permanent magnetism are! 1. 2. 3. ".

Q.61.

A rate g$ro comprises of A! 1. 2.

Q.62.

0hen a force is applied to a spinning g$ro, the effect is e'ident! 1. 2. 3. ".

Q.63.

A space ,free. g$ro is defined as a g$ro ha'ing! 1.

2. 3. ". Q.6".

#o degrees of freedom. Ene degrees of freedom. /ree in the longitudinal a9is onl$.

he amount of apparent topple sho#n b$ a 'ertical a9is g$ro located in turn at the e:uator, *orth "5o and the poles is! 1. 2. 3. ". *o topple at the e:uator, or at the poles and 15 6in ?at deg 4 hr at "5 o *orth 5o 4 hr topple at the e:uator, no topple at the poles and 15 7os ?A 4 hr at "5 o *orth 15o 4 hr at the poles, 15 an ?at deg 4 hr at "5o * and no topple at the e:uator. *o topple at pole and e:uator and 159 7os ?at deg 4 hr at "5o * C9cessi'e descent rate. +eight loss after take off 4 missed approach. Gnsafe terrain clearance #hen not in the landing configuration. C9cessi'e terrain closure rate. C9cessi'e descent rate. +eight loss after take off 4 missed approach. Gnsafe terrain clearance #hen not in the landing configuration. C9cessi'e terrain closure rate. hreat climb, threat Descent. 7limb left, climb right, descent left, descent right. 7limb, descent, increase climb, increase descent. urn left, turn right, increase turn, decrease turn. -ake a ratio of the details. 1e:uest a flight clearance de'iation from A 7. Do nothing until A is recei'ed. 2nitiate the re:uired manou'er 2mmediatel$. 7autionar$ range and normal operating speed. /lap operating speed range and normal operating range. 7autionar$ range and flap operating speed range. /lap operating speed range and cautionar$ speed.

Q.65.

&306 mode three gi'es #arning of! 1. 2. 3. ".

Q.66.

&306 mode /our gi'es #arning of! 1. 2. 3. ".

Q.6(.

he aural messages pro'ided b$ 7A6 are! 1. 2. 3. ".

Q.6%.

En a receipt of a 7A6 1A, $our action is to! 1. 2. 3. ".

Q.6).

6ome A62 ha'e coloured arcs and lines marked on their dials, A $ello# arc and a #hite are indicate! 1. 2. 3. ".

Q.(0.

0hich of the follo#ing statement is true in respect of an 2?6!

1. 2. 3. ". Q.(1.

2f the glide path is not operating, the 2?6 #ill be s#itched off. An 2?6 cannot be used if either of the outer or middle markers is s#itched off. he glide path fre:uenc$ is paired #ith the markers fre:uenc$. he glide path transmits on G+/ fre:uenc$.

Descending from 15,000 feet to 1000 feet at 7A6 1%0 kts, head #ind composition of 20 kts, temperature at -3A, 26A @ 20 condition, rate of descent 500 feet 4 minutes, distance tra'eled is! 1. 2. 3. ". %% *m. (5 *. 11" *m. )6 *m.

Q.(2.

Aircraft on heading 0)0 , . in D1 position 6)o 6, 6% o 0 obtains relati'e bearing 35) o from station 6) o 6, 6" o 0. =earing to plot on ?ambert<s 7onfarmal chart is! 1. 2. 3. ". 265 o 2(3 o 0%5 o 0)3 o emperature and pressure differences. Densit$ changes. 3ressure, instrument, manoeu're and lag errors. hose of the same t$pe as the altimeter.

Q.(3.

he errors in the 562 are due to! 1. 2. 3. ".

Q.(".

he aircraft is homing on a QD- 060. Nou recei'e A 7 instruction Fhold north of 5E1L on the three si9 >ero radial for non standard hold. he 5E1 E=6 should be selected to , DDDDDDD . on the inbound leg and E4 /1E- #ill , DDDDDDDD . 1. 2. 3. ". 1%0 360 1%0 360 /1E/1EE E

Q.(5.

An aircraft heading to#ards a station of +dg ,-. 060 and AD/ indication 030 R . he pilot is cleared to intercept a radial 250 and enter into a standard hold! he pilot should alter the heading DDDDDDD to intercept the radial. 1. 2. 3. ". 130 250 0(0 030

Q.(6

En a track and distance 0)0 , ., 2000 *m and a +ead 0ind component of 50 kts on the #a$ up and ail #ind component of 50 kts on the #a$ back, the calculated 73 is 1200 *m from the departure. 2n flight it is disco'ered that the #inds are the other #a$ around, the ne# distance to 73 is! 1. 2. 3. ". )00 *m. 1emains unchanged. %00 *m. 1"00 *m.

Q.((.

Assume an aircraft is fl$ing in an area of high barometric pressure #here the regional pressure setting is 1000 h3a. 2t no# transits into an area #here the regional pressure setting is )60 mb but the altimeter subscale is maintained at 1000 mb. he aircraft #ill no# be fl$ing! 1. 2. 3. ". 1200 feet lo#er. 1200 feet higher. 120 feet lo#er. 120 feet higher.

Ans#er ne9t t#o :uestions based upon the follo#ing data! /or a flight from station FA< to station F=< rack 0"( , ., 045, 200430, *ormal A6 2"0 kt. 1educed A6 1)0 kt. , in the case of engine failure., /uel on =oard 2200 lbs. Q.(%. 7onsidering the follo#ing details, if the distance to 3oint of *o 1eturn for the abo'e flight is 550 *m, #hat is the fuel consumption! 1. 2. 3. ". Q.(). "(5 lbs 4 hr. "05 lbs 4 hr. 3(% lbs 4 hr. "23 lbs 4 hr.

/or the abo'e flight in the e'ent of engine failure, critical 3oint is reached 35 minutes before 3oint on *o 1eturn. 7alculated the stage length bet#een station FA< to station F=<I 1. 2. 3. ". %)% *m. )1% *m. )%5 *m. 103) *m.

Q.%0.

C9ecuting a standard rate of turn, it #ould take DDDDDDDDD seconds to turn left from, magnetic heading 050 to magnetic heading 320! 1. 2. 30 seconds. 60 seconds.

3. ".

"5 seconds. )0 seconds.

NAVIGATION TEST (Surrenders

Question Bank)

Q.1

/l$ing from A to 7 'ia =. During return flight ac shall land at =. Dist A;= =;7 325 (%0 Dist 1. 2. 3. ". 605 (05 (52 600 rack 0)0 150 ime 21( 1)) 213 1(0 0inds 0"5420 2304350 210435 2304350 A64//,*. 1%542)0 1%542)0 A64//R

7alculated distance and time to 73 from A, if engine fails #ill be

Q.2

7onsidering fuel on board be 2"00, calculated latest time to return to F=<. Assume failure at 3*1 bet#een = and 7. Dist 1. 2. 3. ". )1% ((1 6%2 (66 ime 260 231 1)3 21(

Q.3

/l$ing from 3 to Q - E0 (1500 lbs, 0t less fuel and pa$ load ")000 lbs, mean A6 1)5 knots, 04' 30 Knots +0, distance 1010 nm, -/7 , 6& 0.(2. 215 2mp &al4+r, 1es fuel 260 2mp &al, -?5 62%00 lbs. -a9 pa$load in flight in still air #ill be 1. 2. 3. ". 12610 122"3 1"5"( 11)2% 230 right of 74? 106 mtrs belo#. 230 left of 74? 2"5 mtrs belo#. 115 right of 74? 2"5 mtrs belo#. 115 left of 74? 310 mtrs belo#.

Q.".

An ac on final approach on 2?6 gets 2 dots left and 2 dots abo'e at 2 D-C. he position of ac is! 1. 2. 3. ".

Q.5

+dg 1(0,-., AD/ 355 , 1. . -ake an intercept of 50o track inbound on 355 radial from the station. 2nitial track, hdg to station #ill be BB. And AD/ on intercepted radial #ill be BB. 1. 335, 205-, 3301

2. 3. ". Q.6. 1. 2. 3. ". Q.(.

315, 0"5-, 1(51 165, 125-, 0501 *one @".06 ;".06 0."6C 0."60

7oeff AO ;1, =O ;2, 7O;3. De'iation from hdg 2)5,7. #ill be

Ac homing on 5E1 #ith 10o stbd drift. 5ariation at 5E1 5o 0 and at D1 position is 3o 0. 2nitial hdg to maintain 2(" radial #ill be 1. 2. 3. ". 0%" 26" 0%( 10" 12o 0 6o 0 30o 0 *one 3" 32.5 30.2 30.5

Q.%.

A and = are on parallel of 30o. &7 bearing of = from A is 0%(. ?ong of A is 3-. ?ong of = #ill be 1. 2. 3. ".

Q.)

An ac is fl$ing a 2",320<, at 30 *- from station indicated reading #ill be 1. 2. 3. ".

Q.10.

Ac hdg 1(0 ,-. AD/ 3"5,1.. -ake "5o intercept of 355 track E=. +dg to intercept and AD/ reading at the time of intercept #ill be AD/4intercept +D& 1. 2. 3. ". 31041(5 0"04135 0"54130 13040)0
o

Q.11.

&- M ,36 50<* 010o1"< C. is 1)!"(!00 2% April. M is 1 hr ahead of &- . ?- and 6 #ill be ?1. 2. 1)!06!0"! 2%4" 20!2(!56! 2%4" 6 20!06!0" 2%4" 21!2(!56 2%4"

3. ". Q.12

20!2(!56! 2%4" 1)!06!0"! 2%4"

20!"(!00 2%4" 1%!"(!00 2%4"

A D& is set to read 0)0 hdg and located at 50o * 60DC 0. Ebser'ed drift is %o 4hr reading decreasing. 1eal drift #ill be 1. 2. 3. ". 3.5 decreasing. 3.5 increasing. " decreasing. 1.6 decreasing. 1!30%0000 1!3000000 1!26%3200 1!2560000 position is 536 1(630 C 536 1(010 C 536 1(010 0 536 1(%30 C

Q.13

En -ercator 7hart scale at 60o * is 1!2000,000 scale at "0o * #ill be 1. 2. 3. ".

Q.1"

Ac take off position 53o 6 1(%o 30< 0 flies 1? track of 0)0 for 300 *-. *e# 1. 2. 3. ".

Q.15

/actor affecting Densit$ Altitude A; reduction in barometric pr =; increase in barometer pr 7;reduction in temp D; increase in temp C; reduction in 1+ /;increase in 1+ 6C?C7 #hich causes DA to increase 1. 2. 3. ". =, 7, D A, D, / =, 7, / A, D, C 6pring C:uator. Aphelion 3erihelion 6ummer solstices.

Q.16.

Carth is at greatest distance from 6un at 1. 2. 3. ".

Q.1(.

AD7 has inputs from 1. 2. 3. ". all pressure instrument, g$ro computer and engine instrument. 3ressure and temp sensor onl$. Autopilot control s$stem and all #inds. All fl$ing control surface. S2" hrs. T 2" hrs. can be T or S 2" hrs. Aircraft communication, addressing and reporting s$stem Airborne collision and resolution s$stem. Aircraft collision a'oidance and reporting s$stem. *one. 31/ 3ulse #idth 313 =eam #idth 5ariable 2ncreasing at kno#n rate. 7onstant. .001 micro second. .01 micro second. .01 micro second. .0001 micro second. 10o S 5 T10o 2.5 o or more less than 2.5 o

Q.1%

Duration of time for apparent solar da$ is 1. 2. 3. ".

Q.1)

A7A1s stands for 1. 2. 3. ".

Q.20.

-a9 pulse range radar is gi'en b$ 1. 2. 3. ".

Q.21.

1adio altimeter transmits a fre:uenc$ #hich is 1. 2. 3.

Q.22.

*ano second is 1. 2. 3. ".

Q.23

?ocaliser needle of 2?6 indication #hen full$ deflected to ? or 1 are 1. 2. 3. ".

Q.2".

0hich of the follo#ing should not trigger E// #arning flag on 5E1

1. 2. 3. ". Q.25. 1. 2. 3. ". Q.26. 1. 2. 3. ". Q.2(. 1. 2. 3. ". Q.2%. 1. 2. 3. ". Q.2). 1. 2. 3. ". Q.30.

site error S 1 o 6tandb$ station on line. ground monitor failure. outside usable range from station. 2ncorrect drift. opple due to earth rate. ransportation of g$ro. ?at nut correction. 1ate g$ro Carth g$ro ied g$ro 6pace g$ro 7ompressibilit$, ?ag blockage. =arometric instrument, compressibilit$, position =lockage and instrument. =arometric, instrument and position At designated check point on airport surface. An$ #here on airport as transmitter is transmitting all 1%0 o readials. An$ #here in the air. All the abo'e. /ail to change E=6 /l$ing reciprocal 6etting E=6 )0 o /l$ing )0 o to station.

1eal #ander is caused b$

A+ emplo$s

?ist errors of -ach -eter.

he 5E1 recei'er check can be made.

/ollo#ing is a situation of re'erse sensing

Ac is homing to station on radial 2(0 #ith 10 port drift. 2t is asked to approach on radial 2)0. he BBB.. turn to 1. 2. 3. ". right b$ 60o ?eft b$ 60o ?eft b$ 50o ?eft b$ )0o

Q.31.

-aintaining a constant heading the AD/ needle increases from 1elati'e bearing of 0"5 to 0)0 in 6 minutes. ime to go to station is 1. 2. 3. ". % minutes. ( minutes. 6 minutes. *one 6econdar$ 3rimar$6+/ 6econdar$ 3rimar$G+/ G+/ 6+/

Q.32

D-C is a BBBB. 1adar and operates in BB.. band 1. 2. 3. ".

Q.33.

-aintaining a magnetic hdg of 2(0, A6 130 kts radial 360 from a 5E1 is crossed at 12!3( and radial 350 is crossed at 12!"3 hrs. Appro9 time and distance to station is 1. 2. 3. ". 36 min4(% "2 min4)1 "" min4)6 "2 min410"

Q.3".

0ing tip bearing changes b$ 15o in % minutes #ith A6 of )0 Kts. /uel consumption is %.6 gal4hr. ime, distance and fuel re:uired to go to station is 1. 2. 3. ". "%, 32, ".5% 32, "% ".5% 2(, "5, 6.5 "%, ", 5.5% CA6 from 1A6 1A6 from 2A6 A6 from CA6 *one 2ncrease. Decrease remain same. Decrease initiall$ and then same.

Q.35.

7ompressibilit$ is corrected for, #hen obtaining 1. 2. 3. ".

Q.36.

An ac descend at constant -ach number through isothermal la$er, 1A6 of ac #ill 1. 2. 3. ".

Q.3(.

0hen accelerating on a #esterl$ hdg in *+ the magnet assembl$ of D17, #hen 'ie#ed from abo'e #ill turn

1. 2. 3. ". Q.3%. 1. 2. 3. ". Q.3). 1. 2. 3. ". Q."0. 1. 2. 3. ". Q."1 1. 2. 3. ". Q."2 1. 2. 3. ". Q."3 1. 2. 3. ". Q."".

clock#ise to#ards *orth. Anti;clock#ise to#ards *orth. 7lock#ise to#ards south. Anti;clock#ise to#ards *orth. 3re'ent g$ro topple. 1eset heading 1eset g$ro and pre'ent topple. 3re'ent apparent #ander. KUto / KUto 7 KUto K *one *o change in attitude 6light climb 6light descent. 6light descent and high air speed. )0o *46 %0o *46 60o *46 "0o *46 2ncrease, decrease. 2ncrease, increase. Decrease, decrease. Decrease, increase. 3itot and static pressure. 6tatic pressure. 3itot pressure. D$namic and static pressure.

3urpose of caging knob is to

?ocal speed of sound is

Cntering a steep turn 2562 is likel$ to sho#

-a9 latitude up to #hich 6A 7E- are effecti'e

Ac climbs at constant 1A6, A6 #ill BBB and -, *o, #ill BB..

Air speed indicator consists of a casing #hich has

Apparent topple of g$ro is gi'en b$

1. 2. 3. ". Q."5. 1. 2. 3. ". Q."6.

15 9 sin lat 15 9 cos lat &6460 9 tan lat *one 3hase comparison -easuring time inter'al 7omparing fre:uenc$ Cmplo$ing pulse modulation pattern.

1adio altimeter determines ac height b$

D-C in an ac fl$ing at /? 3)0 indicates 15 D-C, Appro9imate hori>ontal distance of ac from D-C station is 1. 2. 3. ". 12.5 13.5 1".5 11.5 500< 1000 m 2000< 1000< (600 ((00 2000 (500

Q."(.

En 3A1 distance from approach threshold to DH marker is 1. 2. 3. ".

Q."%.

ransponder code for hiAacking is 1. 2. 3. ".

Q.").

6tead$ decreasing head#ind #ill cause ac &round speed to BB And to sta$ on 2?6 &lide slop 1ED should be 1. 2. 3. ". 2ncrease, decrease 2ncrease, increase Decrease, increase Decrease, decrease 1ace track 1ectangular. Cllipse.

Q.50.

$pical holding pattern is 1. 2. 3.

". Q.51. 1. 2. 3. ". Q.52

7ircle. &6 ?H

ime of 6un rise and 6un set gi'en in Almanac are according to

2nbound radial 1)0, pilot selects 1)5 on E=6 and turn 5o to left and notes time. /l$ing constant heading pilot notes the time for 7D2 to centre in 10 -in. C C to station is 1. 2. 3. ". 5< 10< 20< 60< 2ncrease #ith altitude remain same #ith altitude. 2ncrease #ith decrease in altitude. 7orrect if /? pressure is changed. 7onstant if /? pressure is maintained become unser'iceable and #ould read >ero. *one. 2ncreases #ith speed. 2ncreases #ith speed and increase in /?. 2ncreases #ith speed and decrease in /?. his #ill cause -a9 de'iation on *46 heading. 2ncrease of directi'e force. Decrease of directi'e force. 1eduction in turning error. 7oeff A, = and 7 are automaticall$ computed. Accurate near poles. Dead beat and does not suffer from turn error. 7oeff A, = and 7 does not suffer.

Q.53.

/l$ing at constant 2A6, -, no, #ill 1. 2. 3.

Q.5".

2n le'el flight static tube is blocked, A62 #ould read 1. 2. 3. ".

Q.55.

7ompressibilit$ error effect on A62 1. 2. 3.

Q.56.

2f magnet lies in fore and aft a9is #ith blue polarit$ ahead of compass position. 1. 2. 3. ".

Q.5(.

Ad'antage of flu9 gate ,7?;2. compass o'er the direct reading compass is 1. 2. 3. ".

Q.5%.

At constant A6 if /? temperature decrease #ith progression of flight 1. 2. 3. 1A6 is not affected 1A6 decreases. 1A6 increases. Air has suffered full effect of compressi'e heating. 6tatic air temp;ram air temp. rue EA allo#ing for cooling. Ambient air temp ?ag urning. 3ressure. emperature. 26A at -6? 26A at 360)0< 26A at le'el ac is fl$ing. &reat circle bearings appear as cur'ed line con'e9 to the nearer pole. 1humb lines appear as a straight line to#ards e:uator. &reat circle bearings as straight line and 1humb line as cur'ed line. ,1. and ,2. abo'e. C:uator. 3arallel of latitude. 7hosen meridian. 3rime meridian 6ecant of latitude, a#a$ from e:uator. 6ecant of latitude a#a$ from e:uator. 6in of latitude a#a$ from e:uator. 7os of latitude a#a$ from e:uator. 6traight lines.

Q.5).

otal Air emp is 1. 2. 3. ".

Q.60.

7ompared to 562 #hat error is eliminated b$ 2562 1. 2. 3. ".

Q.61.

Air speed indicator is calibrated to 1. 2. 3.

Q.62.

En a chart #hich proAects meridians as straight lines parallel to each other. 1. 2. 3. ".

Q.63.

2n -ercator proAection, the scale is correct at 1. 2. 3. ".

Q.6".

2n a -ercator chart, the scale 'aries as 1. 2. 3. ".

Q.65.

2n a -ercator charts, the great circles appear as 1.

2. 3. ". Q.66. 1. 2. 3. ". Q.6(. 1. 2. 3. ". Q.6%. 1. 2. 3. ". Q.6). 1. 2. 3. Q.(0. 1. 2. 3. ". Q.(1.

7ur'ed lines, conca'e to the e:uator. 7ur'ed lines, con'e9 to the e:uator. 7ur'ed lines, conca'e to the pole. 7ur'ed line, conca'e to the e:uator. 7ur'ed line, conca'e to the pole. 6traight line. 7ur'ed line, con'e9 to the e:uator. C:uator. ?arge areas in high latitudes. At poles. Along meridian. Enl$ up to (0o 4 (5o4 *46 ?at /or areas close to e:uator. 7an<t be used in polar regions. All abo'e. At mid parallel #o standard parallels selection At poles. proAections. 6cale contracts bet#een standard parallels. 6cale e9pands outside standard parallels. 6cale e9pands bet#een standard parallels. =oth ,1. and ,2. abo'e.

2n a -ercator chart, the rhumb lines appear as

2n -ercator charts, shapes get more distorted as

A -ercator charts are more suitable for use

6cale in ?amberts conical ortho proAections is correct at

+o# the scale 'aries at other than the standard parallels in lamberts conical

&i'e standard time and date of arri'al in 6ingapore of a flight of ( hours duration #hich departed -umbai at 1000h on 12 /eb. , 6 6ingapore @ % hours. 1. 2. 3. ". 1(0 h on 12 feb. 1)30 h on 12 feb. 2130 h on 12 feb. *one of the abo'e. 2ncreasing the speed of the aircraft.

Q.(2.

1igidit$ of the spinning a9is of g$roscope can be increases b$ ; 1.

2. 3. ". Q.(3. 1. 2. 3. ". Q.(". 1. 2. 3. ". Q.(5. 1. 2. 3. ". Q.(6. 1. 2. 3. ". Q.((.

2ncreasing the speed of spin and mass of the rotor. /re:uentl$ resetting the &$ro. /l$ing according to the &$ro. o the direction of the applied force. Epposite to the direction of the applied force. Does not mo'e at all. -o'es in a direction at right angles to the direction of the applied force. 0hen the 1ed end of the 7ompass needle is attracted to the at #arship a9is of the aircraft. 0hen the red end of the 7ompass needle is attracted up#ards of the 'ertical a9is. 0hen the blue end of the compass needle is attracted to the for#ard direction. he none of the abo'e is correct. he lien Aoining all the places of the same angle of dip. he lines Aoining all the places of same angle of 'ariation. he lines Aoining all the places of nil de'iation. 1epresents magnetic e:uators. +ard iron component 3 and co;efficient A 7omponent Q and 'ertical soft iron in fore and aft a9is. 7omponent 3 and 'ertical soft iron in ath#art ship a9is. 7omponent Q and 'ertical soft iron in ath#art ship a9is.

2n a &$roscope if a force is applied to the a9is #ill shift.

7omponent Q 1 is ;'e

2sogonals are ;

7o;efficient 7 is caused b$ ;

he magnetic compass is s#ing at =omba$ and coefficients A, =, 7 are determined. hese coefficient are completel$ compensated. 2f the aircraft if flo#n to ?ondon and the compass is s#ing $ou #ill obser'e 1. 2. 3. 7o;efficient A, =, 7 are nil. 7o;efficient A, =, 7 are present. 7o;efficient = V 7 are present.