Quiz
EASA ATP Qatar Yellow 6
Questions in this quiz (103)
181.1.10.1 (5446)
Spoiler deflection causes :- Aan increase in lift and drag
- Ban increase in lift only
- Can increase in drag and decrease in lift
- Ddecrease in lift and drag
281.1.10.1 (5447)
Upon extension of a spoiler on a wing:- Aonly CL is decreased (CD remains unaffected)
- BCD is increased and CL is decreased.
- CCD is increased, while CL remains unaffected.
- Dboth CL and CD are increased.
381.2.1.0 (5451)
The formula for the Mach Number is:(a= speed of sound)- AM= a / TAS
- BM= TAS / a
- CM= TAS*a
- DM= IAS / a
481.2.1.0 (5452)
The Mach number:- Ais the ratio between the TAS of the aeroplane and the speed of sound at sea level.
- Bis the ratio between the IAS of the aeroplane and the local speed of sound.
- Cis the ratio between the TAS of the aeroplane and the local speed of sound.
- Dincreases at a given TAS, when the temperature rises.
581.2.1.1 (5453)
Climbing at a constant Mach Number up to FL 350 the TAS will:- Adecrease.
- Bincrease.
- Cremain constant.
- Dfirst increase, then decrease.
681.2.1.1 (5455)
Which statement with respect to the speed of sound is correct ?- AIs independent of altitude.
- BVaries with the square root of the absolute temperature.
- CIncreases always if the density of the air decreases.
- DDoubles if the temperature increases from 9° to 36° Centigrade.
781.2.1.2 (5456)
If the altitude is increased and the TAS remains constant in the standard
troposphere the Mach Number will:- Aincrease.
- Bnot change.
- Cdecrease.
- Dincrease or decrease, depends of the type of aeroplane.
881.2.1.2 (5457)
The speed of sound is affected by the:- Adensity of the air.
- Btemperature of the air.
- Chumidity of the air.
- Dpressure of the air.
981.2.1.2 (5458)
An aeroplane is descending at a constant Mach number from FL 350. What is the
effect on true airspeed ?- AIt increases as temperature increases
- BIt decreases as altitude decreases
- CIt decreases as pressure increases
- DIt remains constant
1081.2.2.0 (5460)
A normal shock wave:- Acan occur at different points on the aeroplane in transonic flight.
- Bis a discontinuity plane in an airflow, in which the pressure drops suddenly.
- Cis a discontinuity plane in an airflow, in which the temperature drops suddenly.
- Dis a discontinuity plane in an airflow, which is always normal to the surface.
1181.2.2.0 (5461)
Which statement is correct about a normal shock wave ?- AThe airflow changes from supersonic to subsonic
- BThe airflow changes direction
- CThe airflow expands when passing the aerofoil
- DThe airflow changes from subsonic to supersonic
1281.2.2.1 (5466)
When the Mach number is slowly increased in straight and level flight the first
shockwaves will occur:- Aon the underside of the wing
- Bat the wing root segment, upperside.
- Csomewhere on the fin.
- Dsomewhere on the hoizontal tail.
1381.2.2.1 (5469)
The critical Mach number for an aerofoil equals the free stream airfoil Mach
number at which:- Athe maximum operating temperature is reached.
- Bsonic speed (M=1) is reached at a certain point on the upper side of the aerofoil.
- Ca shock-wave appears on the upper surface.
- Da ""supersonic bell"" appears on the upper surface.
1481.2.2.1 (5474)
Just above the critical Mach number the first evidence of a shock wave will appear
at the- Aupper side of the wing.
- Blower side of the wing.
- Cleading edge of the wing.
- Dtrailing edge of the wing.
1581.2.2.1 (5475)
Critical Mach-number is the :- Aspeed at which there is subsonic airflow over all parts of the aircraaeroplane Mach number
< 1). - Bhighest speed without supersonic flow over any part of the aeroplane.
- Chighest speed at which the aeroplane is certificated for operation (MMO).
- Dspeed at which there is supersonic airflow over all parts of the aeroplane.
- Aspeed at which there is subsonic airflow over all parts of the aircraaeroplane Mach number
1681.2.2.1 (5476)
The loss of total pressure in a shock wave is due to the fact that- Athe speed reduction is too high.
- Bthe static pressure decrease is comparatively high.
- Ckinetic energy in the flow is changed into heat energy.
- Dthe friction in the boundary layer is higher.
1781.2.2.2 (5479)
Which of the following flight phenomena can happen at Mach Numbers below the
critical Mach Number?- ATuck under.
- BDutch roll.
- CShock stall.
- DMach buffet.
1881.2.2.2 (5480)
The critical Mach Number of an aeroplane can be increased by:- Asweep back of the wings.
- Bcontrol deflection
- Cvortex generators.
- Ddihedral of the wings
1981.2.2.2 (5481)
In transonic flight the ailerons will be less effective than in subsonic flight
because:- Abehind the shock wave pressure is lower.
- Baileron down deflection moves the shock wave forward.
- Caileron deflection only partly affects the pressure distribution around the wing.
- Daileron deflection only affects the air in front of the shock wave.
2081.2.2.2 (5485)
The critical Mach number can be increased by- Apositive dihedral of the wings.
- Bsweepback of the wings
- Can increase in wing aspect ratio
- Da T-tail.
2181.2.2.2 (5487)
The application of the area rule on aeroplane design will decrease the- Askin friction drag.
- Bwave drag.
- Cform drag.
- Dinduced drag.
2281.2.2.3 (5491)
How does stalling speed (IAS) vary with altitude?- AIt increases with increasing altitude, because the density decreases.
- BIt remains constant.
- CIt remains constant at lower altitudes but increases at higher altitudes due to
compressibility effects. - DIt remains constant at lower altitudes but decreases at higher altitudes due to
compressibility effects.
2381.2.2.5 (5495)
Which of the following flight phenomena can only happen at Mach Numbers above
the critical Mach Number?- AMach buffet.
- BSpeed instability.
- CDutch roll.
- DElevator stall.
2481.2.2.5 (5496)
Shock induced separation results in- Aconstant lift.
- Bincreasing lift.
- Cdecreasing lift.
- Ddecreasing drag.
2581.2.2.5 (5498)
The high speed buffet is induced by- Aboundary layer control.
- Bboundary layer separation due to shock waves.
- Ca shift of the centre of gravity.
- Dexpansion waves on the wing upper side.
2681.2.2.6 (5501)
The Mach trim system will:- Apump the fuel from tank to tank, depending on the Mach Number.
- Bkeep the Mach Number automatically constant.
- Cadjust the stabilizer, depending on the Mach Number.
- Dadjust the elevator trim tab, depending on the Mach Number
2781.2.2.6 (5502)
The Mach trim system will prevent:- Atuck under.
- Bbuffeting.
- Cdutch roll.
- Dshock stall.
2881.2.2.6 (5503)
When an aeroplane is flying through the transonic range with increasing Mach
Number the centre of the pressure of the wing will move aft. This requires:- Amuch more thrust from the engine.
- Ba pitch up input of the stabilizer.
- Ca stability augmentation system.
- Da higher IAS to compensate the nose down effect
2981.2.2.6 (5504)
Tuck under will happen- Aonly below the critical Mach number.
- Bonly above the critical Mach number
- Cabove or below the critical Mach number depending on the angle of attack.
- Donly at the critical Mach number.
3081.2.2.7 (5508)
The maximum acceptable cruising altitude is limited by a minimum acceptable
loadfactor because exceeding that altitude:- Aturbulence may exceed the limit load factor.
- Bturbulence may induce Mach buffet.
- CMach buffet will occur immediately.
- Da sudden necessary bankangle may exceed the limit load factor.
3181.2.2.7 (5511)
The buffet margin :- Ais always greatest after a stepclimb has been executed.
- Bdecreases during a descent with a constant Mach number.
- Cincreases during a descent with a constant IAS.
- Dis always positive at Mach numbers below MMO.
3281.2.3.1 (5512)
Vortex generators on the upper side of the wing surface will:- Aincrease the critical Mach Number.
- Bdecrease the span wise flow at high Mach Numbers
- Cdecrease the intensity of shock wave induced air separation
- Dincrease the magnitude of the shock wave.
3381.2.3.1 (5513)
Vortex generators on the upper side of the wing:- Aincrease wave drag.
- Bincrease critical Mach Number.
- Cdecrease wave drag.
- Ddecrease critical Mach Number.
3481.2.3.1 (5514)
Vortex generators mounted on the upper wing surface will- Adecrease the stalling speed by increase of the tangential velocity of the swept wing.
- Bincrease the effectiveness of the spoiler due to increase in parasite drag.
- Cdecrease the interference drag of the trailing edge flaps.
- Ddecrease the shock wave induced separation.
3581.3.1.3 (5526)
Which statement is correct about an expansion wave in supersonic flow ?1. The
temperature in front of an expansion wave is higher than the temperature behind
it.2. The speed in front of an expansion wave is higher than the speed behind it.- A1 is correct and 2 is incorrect.
- B1 and 2 are correct.
- C1 is incorrect and 2 is correct.
- D1 and 2 are incorrect.
3681.3.1.4 (5529)
The aft movement of the centre of pressure during the acceleration through the
transonic flight regime will:- Adecrease the longitudinal stability.
- Bincrease the static lateral stability.
- Cincrease the static longitudinal stability.
- Ddecrease the static lateral stability.
3781.3.1.5 (5532)
The additional increase of drag at Mach Numbers above the critical Mach Number
is due to:- Aincreased interference drag.
- Bincreased angle of attack.
- Cwave drag.
- Dincreased skin friction.
3881.4.1.2 (5534)
In which situation would the wing lift of an aeroplane in straight and level flight
have the highest value ?- AForward centre of gravity and idle thrust.
- BAft centre of gravity and idle thrust.
- CForward centre of gravity and take-off thrust.
- DAft centre of gravity and take-off thrust.
3981.4.2.2 (5538)
In a twin-engined jet powered aeroplane (engines mounted below the low wings)
the thrust is suddenly increased. Which elevator deflection will be required to
maintain the pitching moment zero ?- AUp
- BDown.
- CNo elevator movement will required because the thrust line of the engines remains
unchanged. - DIt depends on the position of the centre of gravity.
4081.4.3.1 (5539)
Which of the following statements is correct?- AStatic stability means that the aeroplane is also dynamically satble about the relevant axis.
- BDynamic stability means that after being displaced from original equilibrium condition, the
aeroplane will return to that condition without oscillation. - CDynamic stability is possible only when the aeroplane is statically stable about
the relevant axis. - DA dynamically stable aeroplane would be almost impossible to fly manually.
4181.4.3.2 (5547)
The manoeuvrability of an aeroplane is best when the:- AC.G. position is on the forward C.G. limit.
- BC.G. is on the aft C.G. limit.
- Cspeed is low
- Dflaps are down
4281.4.3.5 (5551)
The max aft position of the centre of gravity is amongst others limited by the:- Amaximum longitudinal stability of the aeroplane.
- Bminimum value of the stick force per g.
- Cmaximum elevator deflection.
- Dtoo small effect of the controls on the aeroplane.
4381.4.3.7 (5554)
Which part of an aeroplane provides the greatest positive contribution to the static
longitudinal stability ?
- AThe engine.
- BThe fuselage.
- CThe horizontal tailplane.
- DThe wing.
4481.4.3.11 (5557)
""Tuck under"" is:- Athe tendency to nose up when speed is increased into the transonic flight regime.
- Bshaking of the control column at high Mach Number.
- Cthe tendency to nose down when speed is increased into the transonic flight
regime - Dthe tendency to nose down when the control column is pulled back.
4581.4.3.11 (5558)
""Tuck under"" may happen at:- Alow Mach numbers.
- Bhigh Mach numbers.
- Call Mach numbers.
- Donly at low altitudes.
4681.4.3.11 (5559)
Which of the following statements about a Mach trimmer is correct?- AA Mach trimmer corrects the change in stick force stability of a swept wing
aeroplane above a certain Mach number. - BA Mach trimmer reduces the stick force stability of a straight wing aeroplane to zero at high
Mach numbers. - CA straight wing aeroplane always needs a Mach trimmer for flying at Mach numbers close to
MMO. - DThe Mach trimmer corrects the natural tendency of a swept wing aeroplane to pitch-up
- AA Mach trimmer corrects the change in stick force stability of a swept wing
4781.4.6.3 (5576)
Which one of the following systems suppresses the tendency to ""Dutch roll""?- AYaw damper
- BRoll spoilers.
- CSpoiler mixer.
- DRudder limiter
4881.4.6.3 (5577)
Which aeroplane behaviour will be corrected by a yaw damper ?- ATuck under.
- BSpiral dive.
- CDutch roll.
- DBuffeting.
4981.5.1.1 (5581)
Rolling is the rotation of the aeroplane about the:- Avertical axis.
- Blongitudinal axis.
- Clateral axis.
- Dwing axis.
5081.5.3.2 (5586)
An advantage of locating the engines at the rear of the fuselage, in comparison to
a location beneath the wing, is :- Aeasier maintenance of the engines.
- Bless influence on longitudinal control of thrust changes.
- Ca wing which is less sensitive to flutter.
- Dlighter wing construction.
5181.5.4.3 (5591)
During initiation of a turn with speedbrakes extended, the roll spoiler function
induces a spoiler deflection:- Aupward on the upgoing wing and downward on the downgoing wing.
- Bon the upgoing wing only.
- Cdownward on the upgoing wing and upward on the downgoing wing.
- Don the downgoing wing only.
5281.5.4.5 (5592)
Differential aileron deflection:- Aincreases the CLmax.
- Bis required to keep the total lift constant when ailerons are deflected.
- Cequals the drag of the right and left aileron
- Dis required to achieve the required roll-rate.
5381.5.6.1 (5605)
Examples of aerodynamic balancing of control surfaces are:- Aupper and lower rudder, seal between wing's trailing edge and leading edge of a control
surface - Bseal between wing's trailing edge and leading edge of a control surface, horn
balance - CFowler flaps, upper and lower rudder
- Dweight in the nose of the control surface, horn balance
- Aupper and lower rudder, seal between wing's trailing edge and leading edge of a control
5481.5.6.1 (5606)
Examples of aerodynamic balancing of control surfaces are:- Aspring tab, servo tab, and power assisted control.
- Bmass in the nose of the control surface, horn balance and mass balance.
- Cservo tab, spring tab, seal between the wing trailing edge and the leading edge
of control surface. - Dbalance tab, horn balance, and mass balance.
5581.5.8.2 (5612)
In general transport aeroplanes with power assisted flight controls are fitted with
an adjustable stabilizer instead of trim tabs on the elevator. This is because :- Athe pilot does not feel the stick forces at all
- Beffectiveness of trim tabs is insufficient for those aeroplanes
- Cmechanical adjustment of trim tabs creates too many problems
- Dtrim tab deflection increases Mcrit
5681.6.1.0 (5619)
""Flutter"" may be caused by:- Alow airspeed aerodynamic wing stall.
- Bdistorsion by bending and torsion of the structure causing increasing vibration
in the resonance frequency. - Chigh airspeed aerodynamic wing stall.
- Droll control reversal.
5781.6.1.1 (5620)
A commercial jet aeroplane is performing a straight descent at a constant Mach
Number with constant weight. The operational limit that may be exceeded is:- AVMO.
- BVNE.
- CVD.
- DMMO
5881.6.1.2 (5622)
A jet transport aeroplane is in a straight climb at a constant IAS and constant
weight. The operational limit that may be exceeded is:- AVMO.
- BMMO.
- CVA.
- DMD.
5981.6.1.2 (5623)
Which statement with respect to the climb is correct ?- AAt constant IAS the Mach number increases
- BAt constant Mach number the IAS increases
- CAt constant IAS the TAS decreases
- DAt constant TAS the Mach number decreases
6081.6.2.1 (5630)
Load factor is :- ALift/Weight
- B1/Bank angle
- CWeight/Lift
- DWing loading
6181.6.3.1 (5639)
Which combination of speeds is applicable for structural strength in gust (clean
configuration) ?- A66 ft/sec and VD.
- B65 ft/sec at all speeds.
- C50 ft/sec and VC.
- D55 ft/sec and VB.
6281.6.3.2 (5644)
Which statement is correct about the gust load on an aeroplane (IAS and all other
factors of importance remaining constant) ?1. the gust load increases, when the
weight decreases.2. the gust load increases, when the altitude increases.- A1 and 2 are correct.
- B1 is correct and 2 is incorrect.
- C1 is incorrect and 2 is correct.
- D1 and 2 are incorrect.
6381.8.1.4 (5671)
Which of the following factors will lead to an increase of ground distance during a
glide ?- Aheadwind
- Btailwind
- Cincrease of aeroplane weigh
- Ddecrease of aeroplane weight
6481.8.1.5 (5675)
A light twin is in a turn at 20 degrees bank and 150 kt TAS. A more heavy
aeroplane at the same bank and the same speed will:- Aturn at the same turn radius.
- Bturn at a smaller turn radius.
- Cturn at a bigger turn radius.
- Dturn at a higher turn rate
6581.8.2.9 (5680)
Which of the following statements is correct ?I When the critical engine fails
during take-off the speed VMCL can be limiting.II The speed VMCL is always
limited by maximum rudder deflection.- AI is correct, II is correct
- BI is incorrect, II is incorrect
- CI is correct, II is incorrect
- DI is incorrect, II is correct
6691.1.1.0 (5690)
What does the term ""blind transmission"" mean?- AA transmission from one station to another station in circumstances where twoway
communication cannot be established but it is believed that the called station
is able to receive the transmission. - BA transmission of messages relating to en-route weather information which may affect the
safety of aircraft operations that is not addressed to a specific station or stations. - CA transmission of information relating to air navigation that is not addressed to a specific
station or stations. - DA transmission where no reply is required from the receiving station.±jLœZתe
- AA transmission from one station to another station in circumstances where twoway
6791.1.2.0 (5694)
What does the abbreviation ""HJ"" mean?- ASunrise to sunset.
- BNo specific working hours.
- CSunset to sunrise.
- DContinuous day and night service.
6891.1.3.0 (5697)
What does QTE mean?- ATrue bearing from the station.
- BTrue heading to the station (no wind).
- CMagnetic bearing from the station.
- DMagnetic heading to the station.
6991.1.3.0 (5698)
What is the Q-code for ""true bearing from the station""?- AQTE
- BQDR
- CQDM
- DQFE
7091.1.3.0 (5699)
What does QDR mean?- ATrue bearing from the station
- BMagnetic bearing from the station
- CMagnetic heading to the station (no wind)
- DTrue heading to the station
7191.1.3.0 (5700)
What is the Q-code for ""magnetic bearing from the station""?- AQTE
- BQDR
- CQDM
- DQFE
7291.1.3.0 (5701)
If you are requested to report your height, to which Q-code-setting would you
refer ?- AQNH
- BQDM
- CQBI
- DQFE
7391.1.3.0 (5702)
Which Q-code is used to report altitude ?- AQFE
- BQNH
- CQFF
- DQNJ
7491.1.3.0 (5703)
What does QDM mean?- AMagnetic bearing from the station
- BMagnetic heading to the station (no wind)
- CTrue bearing from the station
- DTrue heading to the station (no wind)
7591.1.3.0 (5704)
What is the Q-code for ""magnetic heading to the station (no wind)?- AQDR
- BQDM.
- CQTE
- DQNE
7691.1.4.0 (5714)
The order of priority of the following messages in the aeronautical mobile service
is:- ADistress message, flight safety message, urgency message.
- BDistress message, urgency message, direction finding message.
- CMeteorological message, direction finding message, flight regularity message
- DDirection finding message, distress message, urgency message.
7791.2.5.0 (5730)
What does the instruction ""Orbit right"" mean ?- ATurn right to avoid other traffic
- BMake 360° turns to the right
- CLeave the runway to the right
- DRight-hand circuits are in use
7891.2.5.0 (5731)
What does the instruction ""Vacate left"" mean ?- ATurn left to leave the runway
- BClear the runway immediately
- CGive way to aircraft from the left
- DHold position on the left side of the runway
7991.2.9.0 (5755)
On the readability scale what does ""Readability 3"" mean:- AReadable but with difficulty
- BLoud and clear
- CNo problem to understand
- DUnreadable
8091.3.1.0 (5769)
When the term ""Broken"" is used in an aviation routine weather report (METAR),
the amount of clouds covering the sky is:- A1 to 4 octas
- B5 to 7 octas
- C8 octas below 10000 feet
- DNo clouds below 5000 feet
8191.3.1.0 (5771)
When the term ""CAVOK"" is used in an aviation routine weather report (METAR),
the values of visibility and clouds are:- AVisibility 10 km or more, no clouds below 1500 feet/GND
- BVisibility 10 km or more, no clouds below 5000 feet/GND
- CVisibility more than 5000 m, no clouds below 1500 m/GND
- DVisibility more than 8 km, no clouds below 3000 feet/GND
8291.3.1.0 (5772)
How is the visibility in an aviation routine weather report (METAR) expressed in
plain language:
- AIn feet and nautical miles
- BUp to 5000 m in metres, above in kilometres
- CUp to 1500 m in metres, above in kilometres
- DIn nautical miles only
8391.4.0.0 (5778)
What is the transponder code for radio communication failure:- A7500
- B7600
- C7700
- D6700
8491.4.0.0 (5779)
An aircraft is squawking 7600. This indicates:- AIt is diverting to the alternate aerodrome
- BIt is requesting immediate level change
- CIt is unable to establish communication due to radio equipment failure
- DIt is about to make a forced landing
8591.4.0.0 (5786)
Under which of the following circumstances shall an aircraft station squawk 7600 ?- AWhen entering bad weather areas
c) When approaching a prohibited area - BIn case of radio communication failure
- CWhen flying over desert areas
- DWhen approaching a prohibited area
- AWhen entering bad weather areas
8691.5.1.0 (5788)
An aircraft in state of emergency shall squawk:- A6700
- B7500
- C7600
- D7700
8791.5.1.0 (5789)
Under which of the following circumstances shall an aircraft squawk 7700 ?- AIn distress
- BWhen following a SID
- CWhen flying within controlled airspace
- DWhen passing the transition level
8891.5.1.0 (5790)
Distress is defined as:- AA condition concerning the attitude of an aircraft when intercepting the localizer during an
ILS approach - BA condition of being threatened by serious and/or imminent danger and
requiring immediate assistance - CA condition concerning the safety of an aircraft or of a person on board, but which does not
require immediate assistance - DA condition concerning the safety of a person on board or within sight and requiring
immediate assistance
- AA condition concerning the attitude of an aircraft when intercepting the localizer during an
8991.5.1.0 (5791)
An aircraft in distress shall send the following signal by radiotelephony:- ADETRESFA, DETRESFA, DETRESFA
- BMAYDAY, MAYDAY, MAYDAY
- CPAN PAN, PAN PAN, PAN PAN
- DURGENCY, URGENCY, URGENCY
9091.5.2.0 (5795)
Urgency is defined as:- AA condition concerning the safety of a person on board or within sight and requiring
immediate assistance - BA condition concerning the attitude of an aircraft when intercepting the localizer during an
ILS approach - CA condition concerning the safety of an aircraft other vehicles or of a person on
board, but which does not require immediate assistance - DA condition of being threatened by serious and/or imminent danger and of requiring
immediate assistance
- AA condition concerning the safety of a person on board or within sight and requiring
9191.5.2.0 (5796)
An urgency message shall be preceded by the radiotelephony urgency signal:- AURGENCY,spoken three times
- BPAN PAN, spoken three times
- CMAYDAY, spoken three times
- DALERFA, spoken three times"
9292.1.2.0 (5823)
What does the abbreviation ""RVR"" mean:- ARunway visual range
- BRadar vectors requested
- CRecleared via route...
- DRunway visibility report
9392.1.3.0 (5824)
QFE is the RTF Q-code to indicate:- AThe altimeter sub-scale setting to obtain the flight level reference datum.
- BThe atmospheric pressure at aerodrome elevation (or at runway threshold).
- CThe atmospheric pressure corrected to the aircraft cockpit height.
- DThe atmospheric pressure referred to the highest fixed obstacle located on the surface of
an aerodrome.
9492.3.0.0 (5887)
An aircraft encountering radio communication failure on an IFR flight in VMC is
assumed to:- ALeave controlled airspace and continue the flight within uncontrolled airspace
- BContinue to fly in VMC, land at the nearest suitable aerodrome, report its arrival
- CContinue the flight to destination aerodrome in any caset
- DSquawk IDENT and proceed to the alternate aerodrome
9592.3.0.0 (5889)
An aircraft experiencing radio communication failure on an IFR flight in IMC is
assumed to:- AProceed to an area from where the flight can be continued according to the visual flight
rules - BProceed in accordance with the current flight plan to the designated navigation
aid serving the destination aerodrome - CExecute a VMC approach at the nearest suitable aerodrome
- DDivert to the most suitable aerodrome according to the route of flight
- AProceed to an area from where the flight can be continued according to the visual flight
9692.3.0.0 (5890)
An aircraft encountering radio communication failure on an IFR flight in IMC has to
hold over the designated navigation aid serving the destination aerodrome:
a) c)d) 3 minutes, if an expected approach time is not acknowledged,"siteI- A5 minutes in any case
- B3 minutes, if an expected approach time is not acknowledged
- CUntil the expected approach time last received and acknowledged
- DUnder no circumstances
9792.3.0.0 (5891)
An aircraft encountering radio communication failure on an IFR flight in IMC has to
commence descent over the designated navigation aid serving the destination
aerodrome (no EAT received):- A5 minutes after the last expected approach time acknowledged
- BAfter 3 minutes, if an expected approach time is not acknowledgeds
- CAt, or as close to, the ETA resulting from the current flight plan
- DImmediately after reaching in any case
9892.3.0.0 (5892)
An aircraft encountering radio communication failure on an IFR flight in IMC has to
land, if possible, within:- A30 minutes after waiting for the EAT
- B30 minutes after ETA or the last EAT, whichever is later
- C15 minutes after vacating the transition layer
- D30 minutes after noticing the radio failure
9992.3.0.0 (5894)
A departing aircraft experiencing radio communication failure on an IFR flight
under radar vectors has to:- ASquawk 7600 and thereafter return to the route indicated in the current flight
plan in the most direct manner - BSquawk 7600 and thereafter, regardless of any limitation instructed by ATC, return to the
route indicated in the current flight plan on the shortest way - CSquawk 7600 and maintain the heading last assigned by ATC for a period of 3 minutes and
then return to the flight path in accordance with the current flight plan - DSquawk 7600, maintain present heading for 1 minute and thereafter return to the route
indicated in the current flight plan on the shortest way
- ASquawk 7600 and thereafter return to the route indicated in the current flight
10092.4.2.0 (5901)
An aircraft squawking 7700 indicates to the ground station that:- AThe aircraft is being hijacked
- BThe aircraft is in distress
- CThe aircraft's transceiver is unserviceable
- DThere is a sick passenger on board
10192.4.3.0 (5910)
A signal sent by radiotelephony consisting of the spoken words PAN PAN, PAN
PAN, PAN PAN means:- AImminent danger threatens the aircraft and immediate assistance is required
- BThe aircraft has a very urgent message to transmit concerning the safety of a
ship, aircraft or other vehicle, but immediate assistance is not required - CAn aircraft on final approach is starting the missed approach procedure
- DThe aircraft is diverting from the route cleared because of a thunderstorm and asks for
immediate reclearance
10292.5.1.0 (5915)
What does ""Friction coefficient 45"" in a runway report mean:- ABraking action medium
- BBraking action good
- CBraking action not measurable
- DBraking action poor
10392.5.1.0 (5916)
What does ""Friction coefficient 20"" in a runway report mean:- ABraking action poor
- BBraking action medium
- CBraking action good
- DBraking action unreliable
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- Description
- Aviacion (Examen ) Quiz on EASA ATP Qatar Yellow 6, created by Alejandro Castillo on 24/05/2018.
- Author
- Alejandro Castillo
- Language
- Español
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