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Aircraft General Knowledge - Instrumentation


1. The low-altitude radio altimeters used in precision approaches:; 1 operate in the 1540-1660 MHz range.; 2 are of the pulsed type.; 3 are of the frequency modulation type.; 4 have an operating range of 0 to 5000 ft.; 5 have a precision of +/- 2 feet between 0 and 500 ft and +/- 1.5% whichever is the greatest.; ; The combination of the correct statements is :
A. B. C. D. 2, 3, 4 3, 4 3, 5 1, 2, 5

2. The data supplied by a radio altimeter:


A. B. C. D. concerns only the decision height. is used by the automatic pilot in the altitude hold mode. is used only by the radio altimeter indicator. indicates the distance between the ground and the aircraft.

3. For an aircraft EFIS equipped:; 1- the ND displays flight director command bars; 2- the PFD displays the altimeter setting; 3- the ND displays the attitude of the aircraft; 4- the flight mode annunciator is part of the ND; The combination regrouping all the correct statements is:
A. B. C. D. 2 1, 3. 1, 4. 2, 4.

4. Flight Director Information supplied by an FD computer is presented in the form of command bars on the following instrument:
A. B. C. D. ADI Attitude Director Indicator. BDHI Bearing Distance Heading Indicator. HSI Horizontal Situation Indicator. RMI Radio Magnetic Indicator.

5. If the outside temperature at 35 000 feet is -40C, the local speed of sound is:
A. B. C. D. 686 kt. 247 kt. 595 kt. 307 kt.

6. The error in altimeter readings caused by the variation of the static pressure near the source is known as:
A. B. C. D. instrument error. barometric error. hysteresis effect. position error.

7. If the static source of an altimeter becomes blocked during a descent the instrument will:
A. B. C. D. under-read continue to display the reading at which the blockage occurred indicate a height equivalent to the setting on the millibar subscale gradually indicate zero

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8. If the static source to an altimeter becomes blocked during a climb, the instrument will:
A. B. C. D. over-read gradually return to zero continue to indicate the reading at which the blockage occurred under-read by an amount equivalent to the reading at the time that the instrument became blocked

9. If the static source to an airspeed indicator (ASI) becomes blocked during a descent the instrument will:
A. B. C. D. over-read continue to indicate the speed applicable to that at the time of the blockage under-read read zero

10. When climbing at a constant Mach number through an isothermal layer, the CAS:
A. B. C. D. remains constant. decreases. increases. decreases if OAT is lower than the standard temperature, increases if higher.

11. A leak in the pitot total pressure line of a non-pressurized aircraft to an airspeed indicator would cause it to:
A. B. C. D. under-read in a climb and over-read in a descent. under-read. over-read. over-read in a climb and under-read in a descent.

12. Machmeter readings are subject to:


A. B. C. D. temperature error. setting error. density error. position pressure error

13. The indications on a directional gyroscope are subject to errors. The most significant are:; 1apparent wander due to earth rotation.; 2- apparent wander due to change of aircraft position.; 3gimballing errors.; 4- north change.; 5- mechanical defects.; The combination regrouping the correct statement is:
A. B. C. D. 2,3,5. 1,2,3,5. 1,2,4,5. 3,4,5.

14. Graphic at reference shows three gyro assemblies: A, B and C. Among these gyros,; -one is a roll gyro (noted 1); -one is a pitch gyro (noted 2); -one is a yaw gyro (noted 3); The correct matching of gyros and assemblies is:
A. B. C. D. 1A, 2B, 3C 1B, 2A, 3C 1C, 2B, 3A 1B, 2C, 3A

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15. While inertial platform system is operating on board an aircraft, it is necessary to use a device with the following characteristics, in order to keep the vertical line with a pendulous system:
A. B. C. D. with damping and a period of 84 seconds without damping and a period of about 84 minutes with damping and a period of about 84 minutes. without damping and a period of about 84 seconds

16. In order to align an IRS, it is required to insert the local geographical coordinates. This enables the IRS to:; 1 - compare the computed latitude with the one entered by the pilot; 2 - compare the computed longitude with the one entered by the pilot; 3 - know the longitude; The combination that regoups all of the correct statements is:
A. B. C. D. 1, 3. 2, 3. 1, 2, 3. 1, 2.

17. The EPR is computed by:


A. B. C. D. dividing compressor discharge pressure by turbine discharge pressure. multiplying compressor discharge pressure by turbine inlet pressure. multiplying compressor inlet pressure by turbine discharge pressure. dividing turbine discharge pressure by compressor inlet pressure.

18. In a gyromagnetic compass, the direction of the earth's magnetic field is given by the:
A. B. C. D. direct indicating compass. directional gyro. flux valve. ADC.

19. The most significant advantages of an air data computer (ADC) are:; 1. Position error correction; 2. Hysteresis error correction; 3. Remote data transmission capability; 4. Gimballing errors correction;

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The combination regrouping all the correct statements is:
A. B. C. D. 1,3; ; ; 1,2,4; ; ; 2,3,4; ; ; 1,2,3; ; ;

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20. VNO is the maximum speed:


A. B. C. D. with flaps extended in landing position. which must never be exceeded. not to be exceeded except in still air and with caution. at which the flight controls can be fully deflected.

21. VNE is the maximum speed:


A. B. C. D. not to be exceeded except in still air and with caution which must never be exceeded at which the flight controls can be fully deflected with flaps extended in landing position

22. VLO is the maximum :


A. B. C. D. cruising speed not to be exceeded except in still air with caution. flight speed with landing gear down. speed with flaps extended in a given position. speed at which the landing gear can be operated with full safety.

23. At a given altitude, the hysteresis error of an altimeter varies substantially with the:
A. B. C. D. aircraft altitude. static temperature. mach number of the aircraft. time passed at a given altitude.

24. The purpose of the vibrating device of an altimeter is to:


A. B. C. D. reduce the effect of friction in the linkages. reduce the pressure error. inform the crew of a failure of the instrument. allow damping of the measurement in the unit.

25. The position error of the static vent on which the altimeter is connected varies substantially with the:
A. B. C. D. Mach number of the aircraft deformation of the aneroid capsule flight time at high altitude. static temperature

26. The density altitude is :


A. B. C. D. the altitude of the standard atmosphere on which the density is equal to the actual density of the atmosphere the temperature altitude corrected for the difference between the real temperature and the standard temperature the pressure altitude corrected for the density of air at this point the pressure altitude corrected for the relative density prevailing at this point

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27. The response time of a vertical speed detector may be increased by adding a:
A. B. C. D. bimettalic strip correction based on an accelerometer sensor. second calibrated port return spring

28. The pressure altitude is the altitude corresponding :


A. B. C. D. in standard atmosphere, to the pressure Ps prevailing at this point in ambiant atmosphere, to the pressure Ps prevailing at this point in standard atmosphere, to the reference pressure Ps in ambiant atmosphere, to the reference pressure Ps

29. When an aircraft has turned 360 degrees with a constant attitude and bank, the pilot observes the following on a classic artificial horizon:
A. B. C. D. too much nose-up and bank too low too much nose-up and bank too high attitude and bank correct too much nose-up and bank correct

30. When an aircraft has turned 90 degrees with a constant attitude and bank, the pilot observes the following on a classic artificial horizon :
A. B. C. D. too much nose-up and bank too high too much nose-up and bank correct attitude and bank correct too much nose-up and bank too low

31. A gravity type erector is used in a vertical gyro device to correct errors on:
A. B. C. D. a gyromagnetic indicator an artificial horizon a turn indicator a directional gyro unit

32. Under normal operating conditions, when an aircraft is in a banked turn, the rate-of-turn indicator is a valuable gyroscopic flight control instrument ; when it is associated with an attitude indicator it indicates :; 1. the angular velocity of the aircraft about the yaw axis; 2. The bank of the aircraft; 3. The direction of the aircraft turn; 4. The angular velocity of the aircraft about the real vertical; The combination of correct statements is :
A. B. C. D. 1,2. 3,4. 1,3. 2,4.

33. The aircraft radio equipment which emits on a frequency of 4400 MHz is the:
A. B. C. D. weather radar. high altitude radio altimeter. primary radar. radio altimeter.

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34. The atmospheric pressure at FL 70 in a "standard + 10" atmosphere is:
A. B. C. D. 644.41 hPa. 781.85 hPa. 1 013.25 hPa. 942.13 hPa.

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35. The QNH is by definition the value of the:


A. B. C. D. altimeter setting so that the altimeter, on the apron of the aerodrome for which it is given, reads zero. atmospheric pressure at the level of the ground overflown by the aircraft. altimeter setting so that the altimeter, on the apron of the aerodrome for which it is given, reads the elevation. atmospheric pressure at the sea level of the location for which it is given.

36. Sound propagates through the air at a speed which only depends on:
A. B. C. D. temperature and the pressure. temperature. density. pressure.

37. The velocity of sound at the sea level in a standard atmosphere is:
A. B. C. D. 332 kt. 644 kt. 1059 kt. 661 kt.

38. In a standard atmosphere and at the sea level, the equivalent airspeed (EAS) is:
A. B. C. D. independent of the true airspeed (TAS). lower than the true airspeed (TAS). equal to the true airspeed (TAS). higher than the true airspeed (TAS).

39. The GPWS computer receives the following signals:; 1 - vertical speed; 2 - radio altimeter height; 3 pressure altitude; 4 - glidepath deviation ; 5 - gear and flaps position; 6 - flight path angle; The combination that regroups all of the correct statements is:
A. B. C. D. 1,3,4,5,6 2,3,4,6 1,2,5,6 1,2,4,5

40. The GPWS is able to detect:; 1 - excessive descent rate ; 2 - excessive terrain closing rate; 3 excessive angle of attack; 4 - excessive descent pitch attitude; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 4. 2, 4. 1, 2, 3. 1, 2.

41. The compass heading can be derived from the magnetic heading by reference to a:
A. compass deviation card

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B. map showing the isogonic lines C. magnetic variation correction card D. map showing the isoclinic lines

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42. The magnetic heading can be derived from the true heading by means of a:
A. B. C. D. compass swinging curve map showing the isoclinic lines map showing the isogonal lines deviation correction curve

43. Compared with a conventional gyro, a laser gyro :


A. B. C. D. has a fairly long starting cycle has a longer life cycle consumes a lot of power is influenced by temperature

44. A thermocouple type thermometer consists of:


A. B. C. D. a single wire coil. a Wheatstone bridge connected to a voltage indicator. two metal conductors of the same type connected at two points. two metal conductors of different type connected at two points.

45. One of the disadvantages of an electronic tachometer is the:


A. B. C. D. high influence of line resistance on the indication. generation of spurious signals at the commutator. necessity of a power supply. influence of temperature on the indication.

46. The principle of capacity gauges is based on the capacitance variation of:
A. B. C. D. two dissimilar metals joined together at their ends. liquids with the variations in temperature. two dissimilar metals joined together at one end only. a capacitor with the type of dielectric.

47. A synchroscope is used on aircraft to:


A. B. C. D. reduce the rpm of each engine. reduce the vibration of each engine. achieve optimum control of on-board voltages. set several engines to the same speed.

48. The Low Altitude Radio Altimeter uses the following wavelengths:
A. B. C. D. myriametric. metric. centimetric. decimetric.

49. The gyroscope of a turn indicator has:; (NB: the degree(s) of freedom of a gyro does not take into account its rotor spin axis.)

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A. B. C. D. 1 degree of freedom.; 0 degree of freedom.; 2 degrees of freedom.; 3 degrees of freedom.;

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50. The fields affecting a magnetic compass originate from: 1. magnetic masses 2. ferrous metal masses 3. non ferrous metal masses 4. electrical currents The combination regrouping all the correct statements is:
A. B. C. D. 1, 3, 4 1, 2, 3, 4 1, 2, 4 1, 2, 3

51. Modern low altitude radio altimeters emit waves in the following frequency band:
A. B. C. D. SHF (Super High Frequency). HF (High Frequency). UHF (Ultra High Frequency). VLF (Very Low Frequency).

52. The Primary Flight Display (PFD) displays information dedicated to:
A. B. C. D. weather situation. engines and alarms. systems. piloting.

53. The block diagram of an auto-pilot is shown in the annex.; For each control channel (pitch, roll and yaw) the piloting law is the relationship between the deflection of the control surface commanded by the computer (BETA c) and the:
A. B. C. D. offset EPSILON at the computer input.; real deflection of the control surface (BETA control surface feedback).; pilot command E.; aircraft response S.;

54. The operating frequency range of a low altitude radio altimeter is:
A. B. C. D. 5400 MHz or 9400 MHz. 5 GHz. 4200 MHz to 4400 MHz. 2700 MHz to 2900 MHz.

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55. In a radio altimeter, the height measurement is based upon:

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A. a wave transmission, for which the frequency shift by DOPPLER effect after ground reflection is measured. B. a triangular amplitude modulation wave, for which modulation phase shift between transmitted and received waves after ground reflection is measured. C. a pulse transmission, for which time between transmission and reception is measured on a circular scanning screen. D. a frequency modulation wave, for which the frequency variation between the transmitted wave and the received wave after ground reflection is measured.

56. The Decision Height (DH) warning light comes on when an aircraft:
A. B. C. D. descends below a pre-set barometric altitude. passes over the outer marker. descends below a pre-set radio altitude. passes over the ILS inner marker.

57. During a climb at a constant CAS below the tropopause in standard atmosphere:
A. B. C. D. TAS decreases and Mach number increases. TAS and Mach number decrease. TAS increases and Mach number decreases. TAS and Mach number increase.

58. The limits of the yellow scale of an airspeed indicator are:


A. B. C. D. VLO for the lower limit and VNE for the upper limit VFE for the lower limit and VNE for the upper limit VNO for the lower limit and VNE for the upper limit VLE for the lower limit and VNE for the upper limit

59. The limits of the green scale of an airspeed indicator are:


A. B. C. D. VS1 for the lower limit and VLO for the upper limit VS1 for the lower limit and VNO for the upper limit VS0 for the lower limit and VNO for the upper limit VS1 for the lower limit and VNE for the upper limit

60. The limits of the white scale of an airspeed indicator are:


A. B. C. D. VSI for the lower limit and VLE for the upper limit VSO for the lower limit and VFE for the upper limit VSO for the lower limit and VLE for the upper limit VSI for the lower limit and VFE for the upper limit

61. The maximum operating speed VMO is expressed in:


A. B. C. D. CAS or EAS. TAS only. TAS or EAS. CAS or TAS.

62. A VMO-MMO warning device consists of an alarm connected to:


A. B. C. D. a barometric aneroid capsule and an airspeed sensor subjected to a static pressure. a barometric aneroid capsule subjected to a static pressure and an airspeed sensor subjected to a dynamic pressure. a barometric aneroid capsule subjected to a dynamic pressure and an airspeed sensor subjected to a static pressure. a barometric aneroid capsule and an airspeed sensor subjected to dynamic pressure.

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63. The reading of a Mach indicator is independent of:


A. B. C. D. the outside temperature the total pressure the static pressure the differential pressure measurement

64. 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:
A. B. C. D. decreases steadily decreases abruptly towards zero increases steadily increases abruptly towards VNE

65. The principle of the Mach indicator is based on the computation of the ratio :
A. B. C. D. (Pt + Ps)/Ps (Pt - Ps)/Pt (Pt - Ps)/Ps Pt/Ps

66. The mach number is the:


A. B. C. D. corrected airspeed (CAS) divided by the local speed of sound equivalent airspeed (EAS) divided by the local speed of sound indicated airspeed (IAS) divided by the local speed of sound true airspeed (TAS) divided by the local speed of sound

67. The indication of the directional gyro is valid only for a limited period of time. The causes of this inaccuracy are:; 1 - rotation of the earth; 2 - longitudinal accelerations; 3 - aircraft's moving over the surface of the earth; 4 - vertical components of of the earth's magnetic field; The combination regrouping all the correct statements is:
A. B. C. D. 1, 2, 4. 1, 3. 1, 2, 3. 1, 3, 4.

68. The characteristics of the directional gyro used in a gyro stabilised compass system are: NB: the degree(s) of freedom of a gyro does not take into account its rotor spin axis.
A. one degree of freedom, whose horizontal axis is maintained in the horizontal plane by an automatic erecting system. B. two degrees of freedom, whose horizontal axis corresponding to the reference direction is maintained in the horizontal plane by an automatic erecting system. C. two degrees of freedom, whose axis aligned with the vertical to the location is maintained in this direction by an erecting system. D. one degree of freedom, whose vertical axis, aligned with the real vertical to the location is maintained in this direction by an automatic erecting system.

69. Given: - Ts the static temperature (SAT) - Tt the total temperature (TAT) - Kr the recovery coefficient - M the Mach number The total temperature can be expressed approximately by the formula:
A. Tt = Ts(1+0.2 Kr.M) B. Tt = Ts(1-0.2 M)

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C. Tt = Ts/(1+0.2 Kr.M) D. Tt = Ts(1+0.2 M)

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70. When the intruding aircraft is equipped with a transponder without altitude reporting capability, the TCAS (Traffic Collision Avoidance System) issues a:
A. B. C. D. "traffic advisory" only. "traffic advisory" and horizontal "resolution advisory". "traffic advisory", vertical and horizontal "resolution advisory". "traffic advisory" and vertical "resolution advisory".

71. When the intruding aircraft is equipped with a serviceable mode C transponder, the TCAS 2 (Traffic Collision Avoidance System) generates a:
A. B. C. D. "traffic advisory" and horizontal "resolution advisory". "traffic advisory", vertical and horizontal "resolution advisory". "traffic advisory" and vertical "resolution advisory". vertical "traffic advisory" and an horizontal "resolution advisory".

72. The GPWS generates a warning in the following cases:; 1 - excessive descent rate; 2 - excessive terrain closure rate; 3 - altitude loss after take-off or go-around; 4 - unsafe terrain clearance with abnormal gear/flaps configuration; 5- excessive deviation under the glidepath; 6- abnormal airbrakes configuration; The combination regrouping all the correct statements is:
A. B. C. D. 1, 2, 3, 4, 5 1, 3, 4. 1, 2, 5 2, 4.

73. A blocked pitot head with a clear static source causes the airspeed indicator to:
A. B. C. D. freeze at zero. react like an altimeter. read like a vertical speed indicator. operate normally.

74. A pitot tube covered by ice which blocks the ram air inlet will affect the following instrument (s):
A. B. C. D. airspeed indicator only. altimeter only. airspeed indicator, altimeter and vertical speed indicator. vertical speed indicator only.

75. The input signal of the amplifier of the gyromagnetic compass resetting device originates from the:
A. B. C. D. directional gyro unit. directional gyro erection device. error detector. flux valve.

76. In the gyromagnetic compass, the heading information from the flux valve is sent to the:
A. B. C. D. heading indicator. erector system. amplifier. error detector.

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77. The gyromagnetic compass torque motor:


A. B. C. D. is fed by the flux valve causes the directional gyro unit to precess feeds the error detector system causes the heading indicator to precess

78. VFE is the maximum speed:


A. B. C. D. with the flaps extended in a given position. with the flaps extended in the take-off position. with the flaps extended in the landing position. at which the flaps can be operated in turbulence.

79. The "Bourdon tube" is used to measure:


A. B. C. D. a flow rate. temperature. quantity. pressure.

80. Given: M is the Mach number Ts is the static temperature Tt is the total temperature
A. B. C. D. Ts = Tt.(1+0.2. M) Ts = Tt.(0.2. M) Ts = Tt/( 0.2 M) Ts = Tt /(1+0.2. M)

81. A pilot wishes to turn right on to a southerly heading with 20 bank at a latitude of 20 North. Using a direct reading compass, in order to achieve this he must stop the turn on an approximate heading of :
A. B. C. D. 150 170 190 200

82. A pilot wishes to turn left on to a southerly heading with 20 bank at a latitude of 20 North. Using a direct reading compass, in order to achieve this he must stop the turn on an approximate heading of:
A. B. C. D. 170 190 200 160

83. A pilot wishes to turn left on to a northerly heading with 10 bank at a latitude of 50 North. Using a direct reading compass, in order to achieve this he must stop the turn on an approximate heading of:
A. B. C. D. 015 355 030 330

84. Which one of the following statements is true with regard to the operation of a Mach trim system:
A. It operates to counteract the larger than normal forward movements of the wing centre of pressure at high subsonic

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airspeeds. B. It only operates above a pre-determined Mach number. C. It only operates when the autopilot is engaged. D. It operates over the full aircraft speed range.

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85. Mode "Localizer ARM" active on Flight Director means:


A. B. C. D. Localizer is armed and coupling will occur when flag warning disappears Localizer ALARM, making localizer approach not authorized System is armed for localizer approach and coupling will occur upon capturing centre line Coupling has occurred and system provides control data to capture the centreline

86. The purpose of Auto Throttle is:


A. B. C. D. to maintain constant engine power or aeroplane speed. to synchronize engines to avoid "yawing". to automatically shut down an engine if it is at too high temperature. to deactivate manual throttles and transfer engine control to Auto Pilot.

87. The purpose of Auto Trim function in autopilot is to:


A. B. C. D. control elevator trim tab in order to relieve elevator load trim throttles to obtain smooth engine power variation tell the pilot when elevator trimming is required help Auto Pilot compensate for crosswind influence

88. If a manifold pressure gauge consistently registers atmospheric pressure, the cause is probably;
A. B. C. D. ice in induction system. leak in pressure gauge line. too high float level. fuel of too low volatility.

89. A manifold pressure gauge of a piston engine measures :


A. B. C. D. absolute pressure in intake system near the inlet valve. fuel pressure leaving the carburettor. absolute airpressure entering the carburettor. vacuum in the carburettor.

90. The operation of the radio altimeter of a modern aircraft is based on:
A. B. C. D. pulse modulation of the carrier wave. frequency modulation of the carrier wave. a combination of frequency modulation and pulse modulation. amplitude modulation of the carrier wave.

91. An airborne instrument, equipped with a gyro with 2 degrees of freedom and a horizontal spin axis is: NB: the degree(s) of freedom of a gyro does not take into account its rotor spin axis.
A. B. C. D. a turn indicator a directional gyro an artificial horizon a fluxgate compass

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92. An airborne instrument, equipped with a gyro with 1 degree of freedom and a horizontal spin axis is a: NB: the degree(s) of freedom of a gyro does not take into account its rotor spin axis.
A. B. C. D. turn indicator fluxgate compass directional gyro gyromagnetic compass

93. In a turn at a constant angle of bank, the turn indicator reading is:
A. B. C. D. independent to the aircraft true airspeed proportional to the aircraft weight inversely proportional to the aircraft true airspeed proportional to the aircraft true airspeed

94. At a low bank angle, the measurement of rate-of-turn actually consists in measuring the:
A. B. C. D. bank of the aircraft. pitch rate of the aircraft. roll rate of the aircraft. yaw rate of the aircraft.

95. The rate-of-turn is the:


A. B. C. D. pitch rate in a turn change-of-heading rate of the aircraft aircraft speed in a turn yaw rate in a turn

96. On the ground, during a right turn, the turn indicator indicates:
A. B. C. D. needle to the right, ball to right needle in the middle, ball to right needle in the middle, ball to left needle to the right, ball to left

97. On the ground, during a left turn, the turn indicator indicates:
A. B. C. D. needle in the middle, ball to the right needle to the left, ball to the right needle to the left, ball to the left needle in the middle, ball to the left

98. When, in flight, the needle and ball of a needle-and-ball indicator are on the left, the aircraft is:
A. B. C. D. turning right with not enough bank turning left with not enough bank turning left with too much bank turning right with too much bank

99. When, in flight, the needle and ball of a needle-and-ball indicator are on the right, the aircraft is:
A. B. C. D. turning left with not enough bank turning right with too much bank turning right with not enough bank turning left with too much bank

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100. When, in flight, the needle of a needle-and-ball indicator is on the right and the ball on the left, the aircraft is:
A. B. C. D. turning right with not enough bank turning right with too much bank turning left with too much bank turning left with not enough bank

101. When, in flight, the needle of a needle-and-ball indicator is on the left and the ball on the right, the aircraft is:
A. B. C. D. turning left with too much bank turning left with not enough bank turning right with not enough bank turning right with too much bank

102. In an engine vibration monitoring system for a turbojet any vibration produced by the engine is:
A. B. C. D. directly proportional to engine speed. inversely proportional to engine speed. fed directly to the cockpit indicator without amplification or filtering. amplified and filtered before being fed to the cockpit indicator.

103. A closed loop control system in which a small power input controls a much larger power output in a strictly proportionate manner is known as:
A. B. C. D. a feedback control circuit. a servomechanism. an amplifier. an autopilot.

104. In order to measure temperature the cylinder head temperature (CHT) gauge utilises a:
A. B. C. D. wheatstone bridge circuit. thermocouple consisting of two dissimilar metals. ratiometer circuit. bourdon tube.

105. The airspeed indicator of a twin-engine aircraft comprises different sectors and colour marks. The blue line corresponds to the:
A. B. C. D. maximum speed in operations, or VMO speed not to be exceeded, or VNE optimum climbing speed with one engine inoperative, or Vy minimum control speed, or VMC

106. The RPM indicator (or tachometer) of a piston engine can include a small red arc within the arc normally used (green arc) In the RPM range corresponding to this small red arc the:
A. B. C. D. rating is the maximum possible in continuous mode propeller efficiency is minimum at this rating propeller generates vibration, continuous rating is forbidden rating is the minimum usable in cruise

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107. According to the range of pressure to be measured (low, medium, high), different types of pressure sensors are used.; Classify the following sensors by order of increasing pressure for which they are suitable:; 1- bellows type; 2- Bourdon tube type; 3- aneroid capsule:
A. B. C. D. 3,2,1 1,2,3 2,1,3 3,1,2

108. TCAS II uses for its operation:


A. B. C. D. both the replies from the transponders of other aircraft and the ground-based radar echoes. the echoes of collision avoidance radar system especially installed on board. the echoes from the ground air traffic control radar system. the replies from the transponders of other aircraft.

109. The Mach number is:


A. B. C. D. the ratio of the aircraft conventional airspeed to the sonic velocity at the altitude considered a direct function of temperature ; it varies in proportion to the square root of the absolute temperature the ratio of the aircraft true airspeed to the sonic velocity at the altitude considered the ratio of the indicated airspeed to the sonic velocity at the altitude considered

110. Mach Trim is a device to compensate for:


A. B. C. D. the effects of temperature variation during a climb or descent at constant Mach the effects of fuel transfer between the main tanks and the tank located in the horizontal tail backing of the aerodynamic centre at high Mach numbers by moving the elevator to nose-up weight reduction resulting from fuel consumption during the cruise

111. The yaw damper affects:


A. B. C. D. all control surfaces in a coordinated way. rudder only. ailerons only. ailerons and rudder.

112. In An Air Data Computer (ADC), aeroplane altitude is calculated from:


A. B. C. D. The difference between absolute and dynamic pressure at the fuselage Measurement of outside air temperature (OAT) Measurement of elapsed time for a radio signal transmitted to the ground surface and back Measurement of barometric pressure from a static source on the fuselage

113. Indication of Mach number is obtained from:


A. B. C. D. Indicated speed and altitude using a speed indicator equipped with an altimeter type aneroid An ordinary airspeed indicator scaled for Mach numbers instead of knots A kind of echo sound comparing velocity of sound with indicated speed Indicated speed (IAS) compared with true air speed (TAS) from the air data computer

114. A Stand-by-horizon or emergency attitude indicator:


A. B. C. D. Only works of there is a complete electrical failure Is automatically connected to the primary vertical gyro if the alternator fails Is fully independent of external energy resources in an emergency situation Contains its own separate gyro

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115. The signal supplied by a transmitter fitted with a 3-phase AC generator, connected to RPM indicator, is:
A. a three-phase voltage, the frequency of which varies with the RPM; the indicator is provided with a motor which drives a magnetic tachometer B. an AC voltage, the frequency of which varies with the RPM; the indicator converts the signal into square pulses which are then counted C. an AC voltage varying with the RPM; the indicator rectifies the signal via a diode bridge and is provided with a voltmeter D. a DC voltage varying with the RPM; the indicator is a plain voltmeter with a rev/min. scale

116. The signal supplied by a transmitter fitted with a magnetic sensor, connected to an RPM indicator is:
A. a DC voltage varying with the RPM ; the indicator is a simple voltmeter with a rev/min. scale B. a three-phase voltage, the frequency of which varies with the RPM; the indicator is provided with a motor which drives a magnetic tachometer C. an AC voltage varying with the RPM ; the indicator rectifies the signal via a diode bridge and is provided with a voltmeter D. an AC voltage, the frequency of which varies with the RPM; the indicator converts the signal into square pulses which are then counted

117. A vibration indicator receives a signal from different sensors (accelerometers). It indicates the:
A. B. C. D. vibration period expressed in seconds vibration frequency expressed in Hz vibration amplitude at a given frequency acceleration measured by the sensors, expressed in g

118. The altimeter consists of one or several aneroid capsules located in a sealed casing. The pressures in the aneroid capsule (i) and casing (ii) are respectively:
A. B. C. D. (i) vacuum (or a very low pressure) (ii) static pressure (i) total pressure (ii) static pressure (i) static pressure at time t (ii) static pressure at time t - dt (i) static pressure (ii) total pressure

119. The transmitter of RPM indicator may consist of :; 1- a magnetic sensor supplying an induced AC voltage; 2- a DC generator supplying a DC voltage; 3- a single-phase AC generator supplying an AC voltage; 4- a three-phase AC generator supplying a three-phase voltage; The combination of correct statements is :
A. B. C. D. 1,2,3,4 2,3,4 1,2,3 1,4

120. The indication of a fuel float gauge varies with:; 1 - pitch attitude; 2 - accelerations; 3 - fuel temperature; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 3. 1, 2, 3. 2, 3. 1, 2.

121. The operation of the GPWS (Ground Proximity Warning System) is governed by laws taking the

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aircraft height into account as well as :; 1- the descent rate; 2- the climb rate; 3- the aircraft configuration; 4- the selected engine rpm; The combination of correct statements is :
A. B. C. D. 2,4 1,2,4 1,3 2,3

122. Concerning the TCAS II:


A. B. C. D. No protection is available against aircraft not equipped with a serviceable FMS No protection is available against aircraft not equipped with a serviceable SSR transponder In one of the system modes, the warning: "PULL UP" is generated In one of the system modes, the warning: "TOO LOW TERRAIN" is generated

123. The TCAS II gives avoidance resolutions:


A. B. C. D. only in the horizontal plane only in the vertical plane in horizontal and vertical planes based on speed control

124. In the event of a conflict, the TCAS 2 (Traffic Collision alert and Avoidance System) presents warnings to the crew such as:
A. B. C. D. "Climb" or "Descent" "Turn left" or "Turn right" "Too low terrain" "Glide Slope"

125. The principle of the TCAS makes use of:


A. B. C. D. FMS air traffic control radar systems transponders fitted in the aircraft airborne weather radar system

126. A gyromagnetic compass is a system which always consists of:; 1 - a horizontal axis gyro; 2 - a vertical axis gyro; 3 - an earth's magnetic field detector; 4 - an erection mechanism to maintain the gyro axis horizontal; 5 - a torque motor to make the gyro precess in azimuth; The combination regrouping all the correct statements is:
A. B. C. D. 2,3,5 2, 3. 1, 3, 4, 5. 1, 4.

127. A radio altimeter can be defined as a:


A. B. C. D. ground radio aid used to measure the true height of the aircraft self-contained on-board aid used to measure the true height of the aircraft ground radio aid used to measure the true altitude of the aircraft self-contained on-board aid used to measure the true altitude of the aircraft

128. The Ground Proximity Warning System (GPWS) generates the following sound signal or signals when the aircraft is sinking after a take-off or a go-around:

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A. B. C. D. DON'T SINK always followed by WHOOP WHOOP PULL UP DON'T SINK repetitive only DON'T SINK followed by WHOOP WHOOP PULL UP if the sink rate overshoots a second level WHOOP WHOOP PULL UP repetitive only

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129. A ground proximity warning system (GPWS), when mandatory installed on board an aircraft, must in all cases generate :
A. B. C. D. a visual alarm to which a sound alarm can be at least one sound alarm to which a visual alarm can be added a sound and visual alarm a sound alarm or a visual alarm

130. The essential components of a flight director are: 1- a computer 2- an automatic pilot 3- an autothrottle 4- command bars The combination regrouping all the correct statements is:
A. B. C. D. 1,2 2,3 2,4 1,4

131. The requirement to carry a GPWS (Ground Proximity Warning System) concerns aeroplanes which are, depending on their age, weight and passenger capacity :; 1- turboprop-powered; 2- pistonpowered; 3- jet-powered; The combination regrouping all the correct statements is :
A. B. C. D. 1, 2, 3 1 3 1, 3

132. The control law of a transport airplane autopilot control channel may be defined as the relationship between the :
A. B. C. D. computer input deviation data and the output control deflection signals. crew inputs to the computer and the detector responses (returned to the airplane). input and output signals at the amplifier level respectively control deviation data and control deflection signals. computer input deviation data and the signals received by the servo actuators.

133. In a transport airplane, an autopilot comprises, in addition to the mode display devices, the following fundamental elements :; 1- Airflow valve; 2- Sensors; 3- Comparators; 4- Computers; 5Amplifiers; 6- Servo-actuators; The combination regrouping all the correct statements is:
A. B. C. D. 1, 2, 6 2, 3, 4, 5, 6 2, 3, 4, 5 1, 3, 4, 6

134. Except for airplanes under 5,7 t airworthiness certificate of which is subsequent to 31 march 1998, a flight data recording system must be able to store the recorded data for a minimum of the last :
A. B. C. D. 25 hours. 10 hours. 60 minutes. 30 minutes.

135. The purpose of an aeroplane automatic trim system is to trim out the hinge moment of the:

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A. B. C. D. elevator(s) and rudder(s) elevator(s) elevator(s), rudder(s) and ailerons. rudder(s)

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136. If the tanks of your aircraft only contain water, the capacitor gauges indicate:
A. B. C. D. the exact mass of water contained in the tanks. a mass of water different from zero, but inaccurate. a mass equal to zero. a mass equal to the mass of a same volume of fuel.

137. A pilot engages the control wheel steering (CWS) of a conventional autopilot and carries out a manoeuvre in roll. When the control wheel is released, the autopilot will:
A. B. C. D. maintain the flight attitude obtained at that moment. roll wings level and maintain the heading obtained at that moment. restore the flight attitude and the rate of turn selected on the autopilot control display unit. maintain the track and the flight attitude obtained at that moment.

138. The basic modes of an autopilot consist in:


A. B. C. D. controlling the movement of the centre of gravity of the aircraft. controlling the path of the aircraft vertically only. stabilizing the aircraft around its centre of gravity. controlling the path of the aircraft horizontally or vertically.

139. The GPWS automatically provides distinctive warning to the flight crew in case of:; 1 - impeding stall; 2 - excessive descent rate; 3 - altitude loss after take-off or go-around; 4 - unsafe terrain clearance with flaps not in landing configuration; 5 - dangerous ground proximity; 6 - downward glide-slope deviation; The combination that regroups all of the correct statements is:
A. B. C. D. 2, 3, 4, 5, 6. 1, 2, 6. 1, 3, 4, 5. 2, 3, 4, 5.

140. On a large aeroplane, the computer of a stall warning system receives information about the: ; 1 angle of attack; 2 - engine R.P.M.; 3 - configuration; 4 - pitch and bank attitude; 5 - sideslip; The combination that regroups all of the correct statements is
A. B. C. D. 1, 3. 1, 5. 1, 2, 3, 4. 1, 2, 3, 4, 5.

141. During the approach, the radio altimeter indicates 950 ft. This is:
A. B. C. D. the height of the lowest wheels with regard to the ground. the relative height of the aircraft with regard to the runway. the height of the pilot eyes with regard to the ground. the relative height of the aircrfat above airport level (AAL).

142. In case of accidental closing of an aircraft's left static pressure port (rain, birds), the altimeter:
A. keeps on providing reliable reading in all situations

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B. underreads the altitude. C. overreads the altitude in case of a side-slip to the right and displays the correct information during symmetric flight. D. overreads the altitude in case of a sideslip to the left and displays the correct information during symmetric flight.

143. In the building principle of a gyroscope, the best efficiency is obtained through the concentration of the mass:
A. B. C. D. close to the axis and with a high rotational speed. on the periphery and with a low rotational speed. on the periphery and with a high rotational speed. close to the axis and with a low rotational speed.

144. The Ground Proximity Warning System (GPWS) is a system working according to a height span ranging from:
A. B. C. D. 30 ft to 5 000 ft the ground to 500 ft the ground to 1 000 ft 50 ft to 2 500 ft

145. On a modern aircraft, the flight director modes are displayed on the:
A. B. C. D. upper strip of the PFD (Primary Flight Display). control panel of the flight director only. upper strip of the ECAM (Electronic Centralized A/C Management). upper strip of the ND (Navigation Display).

146. In order to know in which mode the auto-throttles are engaged, the crew will check the:
A. B. C. D. TCC (Thrust Control Computer). PFD (Primary Flight Display) throttles position. ND (Navigation Display).

147. The main input data to the Stall Warning Annunciator System are: 1- Mach Meter indication 2Angle of Attack 3- Indicate Airspeed (IAS) 4- Aircraft configuration (Flaps/Slats) The combination regrouping all the correct statements is:
A. B. C. D. 2,3 1,4 2,4 1,2

148. The TCAS 2 (Traffic Collision Avoidance System) provides :; 1- traffic information (TA: Traffic Advisory); 2- horizontal resolution (RA: Resolution Advisory); 3- vertical resolution (RA: Resolution Advisory); 4- ground proximity warning; The combination regrouping all the correct statements is:
A. B. C. D. 1, 2, 3 1, 2, 3, 4 1, 2 1, 3

149. The TCAS (Traffic Collision Avoidance System) computer receives information: ; 1 - about the aircraft true airspeed; 2 - about the airplane configuration; 3 - about the pressure altitude through the mode C transponder; 4 - from the radio altimeter; The combination regrouping all the correct statements is:

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A. B. C. D. 2, 3, 4; 1, 3, 4. 1, 2, 3; 1, 2, 4;

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150. The stall warning system receives information about the :; 1- airplane angle of attack; 2- airplane speed; 3- airplane bank angle; 4- airplane configuration; 5- load factor on the airplane; The combination regrouping all the correct statements is:
A. B. C. D. 2, 3, 4, 5 1, 2, 3, 4, 5 1, 3, 5 1, 4

151. On a TCAS2 (Traffic Collision Avoidance System), a corrective "resolution advisory" (RA) is a "resolution advisory":
A. B. C. D. asking the pilot to modify the heading of his aircraft. asking the pilot to modify effectively the vertical speed of his aircraft. asking the pilot to modify the speed of his aircraft. which does not require any action from the pilot but on the contrary asks him not to modify his current vertical speed rate.

152. On a TCAS 2 (Traffic Collision Avoidance System), a preventative resolution advisory:


A. B. C. D. asks the pilot to modify effectively the vertical speed of his aircraft. asks the pilot to modify the speed of his aircraft. asks the pilot to modify the heading of his aircraft. advises the pilot to keep the vertical speed within given limits.

153. On the display of a TCAS II, a traffic advisory is represented by:


A. B. C. D. a white or cyan empty lozenge. a red full square. a white or cyan solid lozenge. an amber solid circle.

154. The float type fuel gauges provide information on:


A. B. C. D. mass whose indication varies with the temperature of the fuel. mass whose indication is independent of the temperature of the fuel. volume whose indication varies with the temperature of the fuel. volume whose indication is independent of the temperature of the fuel.

155. The sensors used to measure the exhaust gas temperature on an aircraft equipped with gas turbine engine are:
A. B. C. D. capacitors whose capacity varies proportionally with temperature. thermocouples. based on metallic parts whose expansion/contraction is measured. based on metallic conductors whose resistance increases linearly with temperature.

156. The measurement of the turbine temperature or of the EGT (Exhaust Gas Temperature) is carried out at the:
A. combustion chamber intake.

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B. combustion chamber outlet. C. high pressure chamber intake. D. high pressure turbine outlet.

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157. The flight director indicates the:


A. B. C. D. optimum instantaneous path to reach selected radial. path permitting reaching a selected radial over a minimum distance. path permitting reaching a selected radial in minimum time. optimum path at the moment it is entered to reach a selected radial.

158. The stall warning computer uses the following data:; 1- mass of the aeroplane; 2- angle of attack; 3- wing flap deflection; 4- position of the landing gear; 5- TAT; 6- pressure altitude; The combination that regroups all of the correct statements is:
A. B. C. D. 2, 3 1, 2, 3, 4, 5, 6 2, 3, 5 1, 2, 3, 4

159. The automatic trim is a component of the autopilot pitch channel. Its function is to:
A. B. C. D. reset the attitude, after engaging (the autopilot). automatically disengage the autopilot in the case of an excessive pitch up. set the attitude to an instantaneous value before engaging the autopilot. transfer a stabilized aeroplane to the pilot during autopilot disengagement.

160. The autothrottle :; 1- enable to catch and to maintain the N1 RPM; 2- enable to catch and to maintain the N2 RPM; 3- enable to catch and to maintain an airplane indicated airspeed (IAS); 4- is always engaged automatically at the same time as the autopilot; The combination regrouping all the correct statements is:
A. B. C. D. 1 and 4 1, 3 and 4 2 and 3 1 and 3

161. The CVR (Cockpit Voice Recorder) includes:; 1. a microphone; 2. a recorder in compliance with the shock and fire resistance standards; 3. an independent battery; 4. a flight data recorder; The combination regrouping all the correct statements is:
A. B. C. D. 1, 2, 3, 4 2, 4 1, 4 1, 2

162. A Full Authority Digital Engine Control (FADEC) has the following functions :; 1- flow regulation (fuel, decelerations and accelerations monitoring); 2- automatic starting sequence ; 3- transmissions of engine data to the pilot's instruments; 4- thrust management and protection of operation limits ; 5monitoring of the thrust reversers; The combination regrouping all the correct statements is:
A. B. C. D. 1, 3, 4, 5 1, 2, 3, 4, 5 2, 4, 5 1, 3, 5

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163. In a 3-phase synchronous motor type tachometer indicator :; 1- the transmitter is a direct current generator; 2- the voltage is proportional to the transmitter drive speed ; 3- the frequency is proportional to the transmitter drive speed; 4- the speed indicating element is a galvanometer; 5. the speed indicating element is an asynchronous motor driving a magnetic tachometer; The combination regrouping all the correct statements is:
A. B. C. D. 2, 5 1, 2 3, 5 1, 4

164. The two main sources of information used to calculate turbojet thrust are the:
A. B. C. D. fan rotation speed (or N1) or the total pressure at the high pressure compressor outlet. fan rotation speed (or N1) or the EPR (Engine Pressure Ratio). high pressure turbine rotation speed or the EPR (Engine Pressure Ratio). fan rotation speed (or N1) or the total pressure at the low pressure turbine outlet.

165. The advantages of an "electric" fuel (float) gauge are :; 1- easy construction; 2- independence of indications with regard to airplane attitude; 3- independence of indications with regard to the accelerations ; 4- independence of indications with regard to temperature variations; 5- independence of indications with regard to vibrations; The combination regrouping all the correct statements is:
A. B. C. D. 2, 3, 4, 5 2, 3, 4 1 1, 2, 3, 4, 5

166. The disavantages of an "electric" fuel (float) gauge are :; 1- the design is complex; 2- the indications are influenced by the airplane attitude variations; 3- the indications are influenced by the accelerations ; 4- the indications are influenced by temperature variations; 5- that an alternative current supply is necessary; The combination regrouping all the correct statements is :
A. B. C. D. 2, 3, 4, 5 2, 3, 4 1 1, 2, 3, 4

167. The operating principle of an "electronic" tachometer is to measure the:


A. B. C. D. rotation speed of an asynchronous motor energized by an alternator. frequency of the electric impulse created by a notched wheel rotating in a magnetic field. magnetic field produced by a dynamo or an alternator. electromotive force (EMF) produced by a dynamo or an alternator.

168. The operating principle of the "induction" type of tachometer is to measure the:
A. B. C. D. rotation speed of an asynchronous motor energized by an alternator. magnetic field produced by a dynamo or an alternator. electromotive force (EMF) produced by a dynamo or an alternator. frequency of the electric impulse created by a notched wheel rotating in a magnetic field.

169. An automatic landing system necessitating that the landing be continued manually in the case of a system failure during an automatic approach is called "FAIL...."
A. "OPERATIONAL" B. "REDUNDANT" C. "SAFE"

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D. "PASSIVE"

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170. The aircraft outside air temperature "probe" measures the:


A. B. C. D. "total" air temperature minus compressibility effects in order to obtain the static temperature. "static" air temperature minus compressibility effects in order to obtain the total temperature. "static" air temperature minus kinetic heating effects in order to obtain the total temperature. "total" air temperature minus kinetic heating effects in order to obtain the static temperature.

171. When an aircraft, operating in the VOR coupled mode, approaches the "cone of confusion" over a VOR station, the roll channel of the autopilot:
A. B. C. D. is temporarily disconnected. remains always coupled to the selected VOR radial. temporarily maintains a heading. is damped by a trim input signal from the lateral trim system.

172. An "altitude warning system" must at least warn the crew :; 1- when approaching the pre-selected altitude; 2- when the airplane is approaching the ground too fast; 3- in case of a given deviation above or below the pre-selected altitude (at least by an aural warning); 4- in case of excessive vertical speed; 5when approaching the ground with the gear retracted; The combination regrouping all the correct statements is :
A. B. C. D. 2, 4, 5 1, 3 1, 3, 4 1, 2, 3, 4, 5

173. The automatic power control system (autothrottle) of a transport airplane has the following mode (s) :; 1- capture and holding of speeds; 2- capture and holding of Mach number; 3- capture and holding of flight angle of attack; 4- capture and holding of N1 or EPR (Engine Power Ratio); 5- capture and holding of flight paths; The combination regrouping all the correct statements is :
A. B. C. D. 2, 4 1, 2, 4 1, 2, 3, 5 1, 4, 5

174. The command bars of a flight director are generally represented on an:
A. B. C. D. ADI (Attitude Director Indicator) ILS (Instrument Landing System) HSI (Horizontal Situation Indicator) RMI (Radio Magnetic Indicator)

175. After having programmed your flight director, you see that the indications of your ADI (Attitude Director Indicator) are as represented in diagram N1 of the appended annex. On this instrument, the command bars indicate that you must bank your airplane to the left and :
A. B. C. D. decrease the flight attitude until the command bars recentre on the horizon.; decrease the flight attitude until the command bars recentre on the symbolic airplane.; increase the flight attitude until the command bars recentre on the symbolic airplane.; increase the flight attitude until the command bars recentre on the horizon.;

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176. An autopilot capable of holding at least altitude and heading mode is compulsory:
A. B. C. D. for IFR or night flights with only one pilot. on airplanes over 5.7 t. for VFR and IFR flights with only one pilot. on multipilot airplanes.

177. Among the following functions of an autopilot, those related to the aeroplane stabilization are:; 1 pitch attitude holding; 2 - IAS or Mach number holding; 3 - horizontal wing holding; 4 - VOR radial holding; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2, 3, 4. 1, 2, 3. 1, 3. 2, 4.

178. Among the following functions of an autopilot, those related to the airplane guidance are:; 1- pitch attitude holding; 2- horizontal wing holding; 3- indicated airspeed or Mach number holding; 4- altitude holding; 5- VOR axis holding; 6- yaw damping; The combination regrouping all the correct statements is:
A. B. C. D. 1, 3, 4 and 5. 1, 2, and 6. 1, 2, 3 and 6. 3, 4 and 5.

179. Among the following functions of an autopilot, those related to the aeroplane stabilization are:; 1 pitch attitude holding; 2 - IAS or Mach number holding; 3 - horizontal wing holding; 4 - VOR radial holding; The combination that regroups all of the correct statements is:
A. B. C. D. 1 1, 3. 1, 2. 2, 3.

180. An airplane is cruising at FL 220. The auto-throttle maintains a constant CAS. If the OAT

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decreases, the Mach number:
A. B. C. D. remains constant. decreases. decreases if OAT is lower than standard temperature, increases in the opposite case. increases.

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181. An airplane is cruising at FL 190. The auto-throttle maintains a constant CAS. If the OAT decreases, the Mach number:
A. B. C. D. remains constant. increases. decreases if OAT is lower than standard temperature, increases in the opposite case. decreases.

182. An aeroplane is in steady descent. The auto-throttle maintains a constant calibrated airspeed. If the total temperature remains constant, the Mach number:
A. B. C. D. decreases. increases if the static temperature is lower than the standard temperature, decreases if higher. remains constant. increases.

183. The calibrated airspeed (CAS) or Mach holding mode is carried out by:; 1- the autopilot pitch channel in the climb mode at a constant calibrated airspeed (CAS) or Mach number; 2- the autothrottles in the climb mode at a constant calibrated airspeed (CAS) or Mach number; 3- the autopilot pitch channel in the altitude or glide path holding mode; 4- the autothrottles in the altitude or glide path holding mode; The combination regrouping all the correct statements is:
A. B. C. D. 1 and 3.; 1 and 4.; 2 and 4.; 2 and 3.;

184. A TCAS 2 (Traffic Collision Avoidance System) provides:


A. a simple intruding aeroplane proximity warning. B. the intruder relative position and possibly an indication of a collision avoidance manoeuvre within the vertical plane only. C. the intruder relative position and possibly an indication of a collision avoidance manoeuvre within both the vertical and horizontal planes. D. the intruder relative position and possibly an indication of a collision avoidance manoeuvre within the horizontal plane only.

185. The probe used to measure the air intake pressure of a gas turbine engined powerplant is:
A. B. C. D. an aneroid capsule. a differential capsule. a Bourdon tube. a bellows sensor.

186. A millivoltmeter measuring the electromotive force between the "hot junction" and the "cold junction" of a thermocouple can be directly graduated in temperature values provided that the temperature of the:
A. cold junction is maintained constant. B. hot junction is maintained at 15 C. C. cold junction is maintained at 15 C.

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D. hot junction is maintained constant.

Page 28 of 136

187. The gauge indicating the quantity of fuel measured by a capacity gauging system can be graduated directly in weight units because the dielectric constant of fuel is:
A. B. C. D. twice that of air and varies inversely with density. twice that of air and varies directly with density. the same as that of air and varies inversely with density. the same as that of air and varies directly with density.

188. When compared with the volumetric fuel flowmeter, the mass fuel flowmeter takes into account the fuel:
A. B. C. D. density. temperature. pressure. turbulent flow in the line.

189. The advantages of an electrical induction tachometer are:; 1- the display is not sensitive to line resistance; 2- the measurement is independent of aircraft power supply; 3- the measurement is independent of temperature variations; 4- the option to use without restriction several indicators connected in parallel to a single transmitter; The combination regrouping all the correct statements is:
A. B. C. D. 2, 3, 4. 1, 3, 4. 1, 2, 3, 4. 1, 2, 4.

190. The electronic tachometer sensor is composed of:


A. B. C. D. the rotor of a three-phase A.C. generator. a circular magnet with four poles. the rotor of a single phase A.C. generator. a notched wheel rotating in front of an electro-magnet.

191. The purpose of the altitude alert system is to generate a visual and aural warning to the pilot when the:
A. B. C. D. proximity to the ground becomes dangerous. aeroplane altitude is equal to the decision altitude. aeroplane altitude differs from a selected altitude. altimeter setting differs from the standard setting above the transition altitude.

192. The advantages of a D.C. generator tachometer are:; 1- easy transmission of the information.; 2independence of the information relative to the airborne electrical power supply.; 3- freedom from any spurious current due to the commutator.; The combination regrouping all the correct statements is:
A. B. C. D. 2, 3. 1, 3. 1, 2. 1, 2, 3.

193. The advantages of single-phase A.C. generator tachometer are:; 1- the suppression of spurious signals due to a D.C. generator commutator; 2- the importance of line resistance on the information value; 3- the independence of the information in relation to the airborne electrical power supply; 4- the ease of transmission of the information; The combination regrouping all the correct statements is:

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A. B. C. D. 1, 3. 2, 3, 4. 2, 4. 1, 2, 3, 4.

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194. The disadvantages of a single-phase A.C. generator tachometer are:; 1- the presence of spurious signals due to a D.C. generator commutator; 2- the importance of line resistance on the information value; 3- the influence of temperature on the tachometer information; The combination regrouping all the correct statements is:
A. B. C. D. 1, 2. 2. 1, 2, 3. 1, 3.

195. The FMS provides the following functions: 1- vertical flight plan management 2- fuel management 3- lateral flight plan management 4- terrain awareness and warning The combination which regroups all of the correct statements is:
A. B. C. D. 1, 2, 3. 1, 2, 4. 2, 3, 4. 1, 3, 4.

196. The stall warning system of a large transport airplane includes:; 1- an angle of attack sensor ; 2- a computer; 3- a transmitter originating from the anemometer; 4- an independent pitot probe; 5- a transmitter of the flap/slat position indicating system; The combination regrouping all the correct statements is:
A. B. C. D. 1, 2, 5. 1, 2, 4, 5. 1, 4. 1, 2, 4.

197. The inputs to the GPWS (Ground Proximity Warning System), are:; 1- Air Data Computer (Mach number and Vertical Speed) ; 2- Radio Altimeter; 3- NAV/ILS (Glide Slope); 4- NAV/VOR; 5Flap (position); 6- Angle of Attack; 7- Landing Gear (position); The combination of correct statement is:
A. B. C. D. 2,3,4,5,7; 1,2,3,6,7; 1,2,3,5,7; 1,2,5,6,7;

198. In case of excesive descent rate, the GPWS generates the following aural warnings:
A. B. C. D. "DON'T SINK, DON'T SINK" "TERRAIN, TERRAIN" followed by "WHOOP WHOOP PULL UP" (twice) "TOO LOW, TERRAIN" (twice) followed by "TOO LOW GEAR" (twice) "SINK RATE, SINK RATE" followed by "WHOOP WHOOP PULL UP" (twice)

199. If the GPWS (Ground Proximity Warning System) activates, and alerts the pilot with an aural warning "DON'T SINK" (twice times), it is because :
A. B. C. D. at too low altitude, the aircraft has an excessive rate of descent. the aircraft experiences an unexpected proximity to the terrain, with landing gear retracted. during take-off or missed approach manoeuvre, the aircraft has started to lose altitude. the aircraft experiences an unexpected proximity to terrain, without landing-flap selected.

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200. After having programmed your flight director, you see that the indications of your ADI (Attitude Director indicator) are as represented in diagram N1 of the appended annex. On this instrument, the command bars indicate that you must :
A. increase the flight attitude and bank your aeroplane to the right until the command bars recentre on the symbolic aeroplane. B. decrease the flight attitude and bank your airplane to the left until the command bars recentre on the symbolic aeroplane. C. increase the flight attitude and bank your airplane to the left until the command bars recentre on the symbolic aeroplane. D. decrease the flight attitude and bank your airplane to the right until the command bars recentre on the symbolic aeroplane.

201. An aeroplane is in steady cruise at flight level 270. The auto-throttle maintains a constant calibrated airspeed. If the static air temperature increases, the Mach number:
A. B. C. D. increases. decreases if the outside temperature is higher than the standard temperature, increases if lower. decreases. remains constant.

202. An aeroplane is in steady cruise at flight level 270. The auto-throttle maintains a constant calibrated airspeed. If the static air temperature decreases, the Mach number:
A. B. C. D. increases. increases if the outside temperature is higher than the standard temperature, decreases if lower. remains constant. decreases.

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203. An aeroplane is in steady climb. The auto-throttle maintains a constant calibrated airspeed. If the total temperature remains constant, the Mach number:
A. B. C. D. decreases.; ; increases.; ; decreases if the static temperature is lower than the standard temperature.; ; remains constant.; ;

204. When descending at a constant CAS throught an isothermal layer, the Mach number:
A. B. C. D. remains constant. increases if OAT is lower than the standard temperature, decreases if higher. decreases. increases.

205. When climbing at a constant CAS throught an isothermal layer, the Mach number:
A. B. C. D. decreases. decreases if OAT is lower than the standard temperature. increases. remains constant.

206. The vertical speed indicator (VSI) is fed by:


A. B. C. D. static pressure dynamic pressure differential pressure total pressure

207. The altimeter is supplied with:


A. B. C. D. dynamic pressure. differential pressure. total pressure. static pressure.

208. When being engaged, and without selecting a particular mode, an automatic pilot enables:
A. B. C. D. all aeroplane piloting and guidance functions except maintaining radio-navigation course lines. a constant speed on track, wings horizontal. aeroplane stabilisation with attitude hold or maintaining vertical speed and possibly automatic trim. aeroplane piloting and guidance functions.

209. Alarms are standardised and follow a code of colours. Those requiring action but not immediately, are signalled by the colour:
A. B. C. D. red amber flashing red green

210. A stall warning system is based on measuring the:


A. B. C. D. groundspeed. TAS. attitude. angle of attack.

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211. When the autopilot is engaged, the role of the automatic trim is to:
A. B. C. D. relieve the A.P. servo motor and return the aircraft in-trim at A.P. disconnect synchronize the longitudinal loop block the elevator and pilot the aircraft only via the trim tab actuator or the horizontal stabiliser. react to altitude changes in Altitude Hold mode

212. Torque can be determined by measuring the:


A. B. C. D. oil pressure at the fixed crown of an epicycloidal reducer of the main engine gearbox. quantity of light passing through a rack-wheel attached to a transmission shaft. frequency of an impulse tachometer attached to a transmission shaft. phase difference between 2 impulse tachometers attached to a transmission shaft.

213. For an aircraft flying a true track of 360 between the 5S and 5N parallels, the precession error of the directional gyro due to apparent drift is equal to:
A. B. C. D. approximately 0/hour -5/hour +5/hour 15/hour

214. The engine instrument utilising an aneroid pressure diaphragm is the:


A. B. C. D. oil pressure gauge. oil temperature gauge. fuel pressure gauge. manifold pressure gauge.

215. In a gyromagnetic compass, the flux valve feeds the:


A. B. C. D. amplifier. error detector. erecting system. heading indicator.

216. The position of a Flight Director command bars:;


A. B. C. D. repeats the ADI and HSI information enables the measurement of deviation from a given position. only displays information relating to radio-electric deviation. indicates the manoeuvres to execute, to achieve or maintain a flight situation.

217. The diagram representing a left turn with insufficient rudder is:
A. B. C. D. 3 1 4 2

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218. A directional gyro is:; 1- a gyroscope free around two axis; 2- a gyroscope free around one axis; 3capable of self- orientation around an earth-tied direction; 4- incapable of self-orientation around an earth-tied direction; The combination which regroups all of the correct statements is:
A. B. C. D. 1-4 2-3 2-4 1-3

219. The maximum directional gyro error due to the earth rotation is:
A. B. C. D. 180/hour 90/hour 5/hour 15/hour

220. In an auto-pilot slaved powered control circuit, the system which ensures synchronisation:
A. B. C. D. is inhibited when the automatic pilot is engaged. intervenes only when the automatic pilot has been engaged. can itself, when it fails, prevent the automatic pilot from being engaged. prevents uncommanded surface deflection when the automatic pilot is disengaged.

221. Heading information given by a gyro platform, is given by a gyro at :


A. B. C. D. 1 degree-of-freedom in the horizontal axis 2 degrees-of-freedom in the horizontal axis l degree-of-freedom in the vertical axis 2 degrees-of-freedom in the vertical axis

222. A thermocouple type temperature sensing is composed of:


A. two identical metals joined together at one end (called hot junction or measure junction). B. two identical metals joined together at both ends (called hot and cold junctions).

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C. two dissimilar metals joined together at one end (called hot junction or measure junction). D. a single-wire metal winding.

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223. During an acceleration phase at constant attitude, the control system of the artificial horizon results in the horizon bar indicating a:
A. B. C. D. constant attitude nose-down followed by a nose-up attitude nose-up attitude nose-down attitude

224. To permit turbine exit temperatures to be measured, gas turbines are equipped with thermometers which work on the following principle:
A. B. C. D. liquid expansion gas pressure bi-metallic strip thermocouple

225. Among the systematic errors of the "directional gyro", the error due to the earth rotation make the north reference turn in the horizontal plane. At a mean latitude of 45N, this reference turns by...
A. B. C. D. 7.5/hour to the right. 15/hour to the right. 7.5/hour to the left. 10.5/hour to the right.

226. A turn indicator is an instrument which indicates rate of turn. Rate of turn depends upon: 1: bank angle 2: aeroplane speed 3: aeroplane weight The combination regrouping the correct statements is:
A. B. C. D. 1 and 3. 2 and 3. 1, 2, and 3. 1 and 2.

227. The operating principle of the vertical speed indicator (VSI) is based on the measurement of the rate of change of:
A. B. C. D. Dynamic pressure Kinetic pressure Total pressure static pressure

228. The diagram which shows a 40 left bank and 15 nose down attitude is n
A. B. C. D. 4 2 3 1

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229. The heading read on the dial of a directional gyro is subject to errors, one of which is due to the movement of the aircraft. This error...
A. shows itself by an apparent rotation of the horizontal axis of the gyroscope which seems to turn at 15 per hour to the right in the northern hemisphere B. is, in spite of this, insignificant and may be neglected C. is at its greatest value when the aircraft follows a meridional track D. is dependent on the ground speed of the aircraft, its true track and the latitude of the flight

230. A "Bourdon Tube" is used in:


A. B. C. D. vibration detectors smoke detectors turbine temperature probes pressure sensors

231. A gravity erector system is used to correct the errors on:


A. B. C. D. a turn indicator. an artificial horizon. a directional gyro. a gyromagnetic compass.

232. Concerning the direct reading magnetic compass, the turning error:
A. B. C. D. decreases with the magnetic latitude. does not depend on the magnetic latitude. decreases with the magnetic longitude. increases with the magnetic latitude.

233. During deceleration following a landing in a southerly direction, a magnetic compass made for the northern hemisphere indicates:

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A. B. C. D. no apparent turn. an apparent turn to the west. no apparent turn only on northern latitudes. an apparent turn to the east.

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234. An autopilot system:


A. B. C. D. must provide at least aircraft guidance functions. must provide at least aircraft stabilisation functions. must provide automatic take off functions. may provide automatic take off functions.

235. During an automatic landing, between 50 FT AGL and touch down, the autopilot maintains:
A. B. C. D. a constant vertical speed; a vertical speed according to the GPS height; a vertical speed according to the radio altimeter height; a constant flight path with reference to the ground;

236. On the display of a TCAS 2 (Traffic alert and Collision Avoidance System), the traffic being the cause of a resolution advisory (RA) is represented by:
A. B. C. D. a white or cyan empty lozenge. a white or cyan solid lozenge. an amber solid circle. a red full square.

237. Total Air Temperature (TAT) is:


A. B. C. D. higher or equal to Static Air Temperature (SAT) depending on Mach number and SAT; lower than Static Air Temperature (SAT) depending on Mach number and SAT; lower than Static Air Temperature (SAT) depending on altitude and SAT; higher or equal to Static Air Temperature (SAT) depending on altitude and SAT;

238. The automatic pitch trim:; 1 - ensures the aeroplane is properly trimmed when the autopilot is engaged; 2 - permits the elevator to always be in neutral position with respect to horizontal stabiliser; 3ensures the aeroplane is properly trimmed when the autopilot is disengaged.; The combination regrouping all the correct statements is:
A. B. C. D. 1, 2, 3; 2, 3; 1, 2; 1, 3;

239. A flight control system which can, in the event of a failure, complete automatically the approach, flare and landing is called fail ...
A. B. C. D. hard. passive. soft. operational.

240. A pilot wishes to turn right through 90 on to North at rate 2 at latitude of 40 North using a direct reading compass. In order to achieve this the turn should be stopped on an indicated heading of approximately:

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A. B. C. D. 360 010 030 330

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241. An air data computer 1. supplies the ground speed and the drift (angle) 2. determines the total temperature and the true altitude 3. receives the static pressure and the total pressure 4. supplies the true airspeed to the inertial unit 5. determines the Mach number, the outside (static) air temperature The combination regrouping all the correct statements is:
A. B. C. D. 2, 3 and 4 1 and 2 2 and 5 3, 4 and 5

242. An aircraft is descending from FL 390 to ground level at maximum speed. The limits in speed will be:
A. B. C. D. initially the MMO, then the VMO below a certain flight level. the VMO only. the MMO only. initially the VMO, then the MMO below a certain flight level.

243. An aircraft is equipped with an autopilot and an auto-throttle. When the altitude hold mode (ALT HOLD) is active:
A. B. C. D. the true airspeed (TAS) is maintained constant by the auto-throttle system. the true airspeed (TAS) is maintained constant by the autopilot by means of elevator. the indicated airspeed (IAS) is maintained constant by the auto-throttle system. the indicated airspeed (IAS) is maintained constant by the autopilot by means of elevator.

244. An aircraft is flying at flight level FL180 and Mach number 0.36. Its onboard thermometer reads TAT = - 5C. Considering that the probe recovery coefficient is 0.84, the present weather conditions compared with the standard atmosphere are:
A. B. C. D. Standard + 20C Standard + 30C Standard + 10C Standard

245. An aircraft takes-off on a runway with an alignment of 045; the compass is made for the northern hemisphere. During rolling take-off, the compass indicates:
A. B. C. D. a value above 045 in the southern hemisphere. a value below 045. 045. a value above 045 in the northern hemisphere.

246. An airspeed indicator displays:


A. B. C. D. TAS. CAS. EAS. IAS.

247. The angle of attack transmitter placed laterally on the forward part of the fuselage supplies an

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electrical signal which can indicate the angular position of:; 1 - a specific slaved pitot probe ;; 2 - a vane detector ;; 3 - a conical slotted probe .; The combination regrouping all the correct statements is
A. B. C. D. 1, 3. 2, 3. 1, 2, 3. 1, 2.

248. At a given altitude, the hysteresis error of an altimeter varies substantially with the:
A. B. C. D. aircraft attitude. mach number of the aircraft. time passed at this altitude. static temperature.

249. Below the tropopause in standard conditions, when climbing at a constant Mach number:
A. B. C. D. TAS remains constant. TAS increases. TAS decreases. the difference between surrounding conditions and ISA must be known to deduce the TAS variation.

250. Below the tropopause, when descending at a constant CAS:


A. B. C. D. Mach number increases and the velocity of sound decreases. Mach number and the velocity of sound increase. Mach number decreases and the velocity of sound increases. Mach number and the velocity of sound decrease.

251. Below the tropopause in standard conditions, when descending at a constant Mach number:
A. B. C. D. TAS remains constant. TAS increases. TAS decreases. the difference between surrounding conditions and ISA must be known to deduce the TAS variation.

252. Calibrated Air Speed (CAS) is obtained from Indicated Air Speed (IAS) by correcting for the following errors: 1 - position 2 - compressibility 3 - instrument 4 - density The combination regrouping all the correct statements is:
A. B. C. D. 3. 1, 3. 2, 3, 4. 1, 3, 4.

253. Calibrated Air Speed (CAS) is obtained from Indicated Air Speed (IAS) by correcting for the:
A. B. C. D. position and instrument errors. density error. position and density errors. instrument error.

254. Calibrated Air Speed (CAS) is:


A. Equivalent Air Speed (EAS) corrected for density error. B. Indicated Air Speed (IAS) corrected for compressibility error. C. Equivalent Air Speed (EAS) corrected for compressibility and density errors.

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D. Indicated Air Speed (IAS) corrected for position and instrument errors.

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255. Command bars of the flight director may be present on the:; 1 - HSI; 2 - CDU; 3 - ADI; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 3. 1. 3. 1, 2, 3.

256. Concerning the airspeed indicator, IAS is:


A. B. C. D. the indicated reading on an instrument presumed to be perfect. the indicated airspeed corrected for instrument and position errors. the indicated reading on the instrument. the indicated airspeed corrected for instrument error only.

257. Considering a flight director of the "command bars" type:


A. B. C. D. the horizontal bar is associated with the roll channel. the vertical bar is associated with the roll channel. the horizontal bar may be associated with the roll channel. the vertical bar is associated with the pitch channel.

258. Considering a flight director of the "command bars" type:


A. B. C. D. the horizontal bar may be associated with the roll channel. the vertical bar is associated with the roll channel. the vertical bar is associated with the pitch channel. the horizontal bar is associated with the roll channel.

259. Considering a flight director of the "command bars" type: 1 - the vertical bar is always associated with the roll channel 2 - the vertical bar may be associated with the pitch channel 3 - the horizontal bar may be associated with the roll channel 4 - the horizontal bar is always associated with the pitch channel The combination regrouping all the correct statements is:
A. B. C. D. 1, 3, 4. 1, 4. 1, 2, 3, 4. 1,2, 4.

260. Considering an airspeed indicator, a second stripped needle, if installed, indicates:


A. B. C. D. never-exceed speed (VNE) or maximum operating speed (VMO), depending on which is the lowest. never-exceed speed (VNE). never-exceed speed (VNE) or maximum operating speed (VMO), depending on which is the higher. maximum operating speed (VMO).

261. Considering the relationship between CAS and EAS:


A. B. C. D. EAS is always greater than or equal to CAS. EAS may be lower or greater than CAS, depending on density altitude. EAS is always lower than or equal to CAS. EAS may be lower or greater than CAS, depending on pressure altitude.

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262. Due to its conception, the altimeter measures a:
A. B. C. D. pressure altitude temperature altitude density altitude true altitude

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263. During a category III automatic approach, the position signals in the vertical plane under 200 ft are based on:
A. B. C. D. an altimeter set to the QFE. an altimeter set to the QNH. an altimeter set to 1013 hPa. a radio altimeter.

264. During a deceleration phase at constant attitude, the control system of an air driven artificial horizon results in the horizon bar indicating a:
A. B. C. D. nose up followed by a nose down attitude. nose up attitude. nose down attitude. constant attitude.

265. During a final approach, if the flight director system is engaged in the G/S mode (holding of ILS Glide Slope), the position of the horizontal command bar indicates:
A. B. C. D. the pitch attitude of the aircraft. the instantaneous deviation between the aircraft position and the ILS Glide Slope. the position of the aircraft relative to the ILS Glide Slope. the correction on the pitch to be applied to join and follow the ILS Glide Slope.

266. During a final approach, the flight director system is engaged in the LOC mode (holding of Localizer axis). The position of the vertical command bar indicates:
A. B. C. D. the roll attitude of the aircraft. the instantaneous deviation between the aircraft position and the Localizer axis. the position of the aircraft relative to the Localizer axis. the correction on the bank to be applied to join and follow the Localizer axis.

267. In the northern hemisphere, during deceleration following a landing in a northerly direction, a direct reading magnetic compass indicates:
A. B. C. D. an apparent turn to the east. no apparent turn. an apparent turn to the south. an apparent turn to the west.

268. In the northern hemisphere, during deceleration following a landing in a southerly direction, a direct reading magnetic compass indicates:
A. B. C. D. no apparent turn. an apparent turn to the west. an apparent turn to the east. an apparent turn to the north.

269. During deceleration following a landing in a westerly direction, a magnetic compass made for the

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northern hemisphere indicates:
A. B. C. D. an apparent turn to the north. no apparent turn only on northern latitudes. no apparent turn. an apparent turn to the south.

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270. During deceleration following a landing in a westerly direction, a magnetic compass made for the southern hemisphere indicates:
A. B. C. D. an apparent turn to the North. no apparent turn only on southern latitudes. no apparent turn. an apparent turn to the south.

271. During deceleration following a landing in an easterly direction, a magnetic compass made for the northern hemisphere indicates:
A. B. C. D. an apparent turn to the south. no apparent turn. an apparent turn to the north. no apparent turn only on northern latitudes.

272. During deceleration following a landing in an easterly direction, a magnetic compass made for the southern hemisphere indicates:
A. B. C. D. an apparent turn to the south. no apparent turn. an apparent turn to the north. no apparent turn only on southern latitudes.

273. During descent, the total pressure probe of the airspeed indicator becomes blocked. In this case: 1 IAS becomes greater than CAS 2 - IAS becomes lower than CAS 3 - maintaining IAS constant, VMO may be exceeded 4 - maintaining IAS constant, aircraft may stall The combination regrouping all the correct statements is:
A. B. C. D. 2, 4. 1, 3. 2, 3. 1,4.

274. During large control inputs from an automatic flight control system (AFCS), the control stick in the cockpit is moved to inform the pilot of the action. This is:
A. B. C. D. a false statement; the information is displayed to the pilot via the ADI, HSI and AFCS controller. achieved by a series actuator. achieved by the flight director. achieved by a parallel actuator.

275. During the ground run take-off phase, the auto-throttles allow to:
A. B. C. D. hold IAS. hold N1. maintain V2 under 1,500 ft. hold and maintain the Mach number.

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276. Equivalent Air Speed (EAS) is obtained from Calibrated Air Speed (CAS) by correcting for the following errors: 1 - position 2 - compressibility 3 - instrument 4 - density The combination regrouping all the correct statements is:
A. B. C. D. 1, 2, 3, 4. 4. 2. 2, 4.

277. Equivalent Air Speed (EAS) is obtained from Calibrated Air Speed (CAS) by correcting for:
A. B. C. D. position error. compressibility error. density error. instrument error.

278. Equivalent Air Speed (EAS) is obtained from Indicated Air Speed (IAS) by correcting for the following errors: 1 - instrument 2 - position 3 - density 4 - compressibility The combination regrouping all the correct statements is:
A. B. C. D. 1, 2, 3, 4. 1, 2. 1, 2, 3. 1, 2, 4.

279. Equivalent Air Speed (EAS) is:


A. B. C. D. True Air Speed (TAS) corrected for compressibility error. Calibrated Air Speed (CAS) corrected for density error. Indicated Air Speed (IAS) corrected for compressibility error. Indicated Air Speed (IAS) corrected for position, instrument and compressibility errors.

280. Equivalent Air Speed (EAS) is:


A. B. C. D. True Air Speed (TAS) corrected for compressibility error. Calibrated Air Speed (CAS) corrected for density error. Indicated Air Speed (IAS) corrected for position, instrument and compressibility errors. Indicated Air Speed (IAS) corrected for compressibility error.

281. Flying manually during a final approach, the flight director system is engaged in the G/S mode (holding of ILS Glide Slope). If the aircraft is above the ILS Glide Slope, the horizontal command bar:
A. B. C. D. will be centred only when establish on the ILS Glide Slope. cannot be centred. is automatically centred since the G/S mode is engaged. may be centred if the pilot is correcting to come back on to the ILS Glide Slope.

282. Flying manually during a final approach, the flight director system is engaged in the G/S mode (holding of ILS Glide Slope). If the aircraft is below the ILS Glide Slope, the horizontal command bar:
A. B. C. D. is automatically centred since the G/S mode is engaged. may be centred if the pilot is correcting to come back on the ILS Glide Slope. deviates downward, whatever the attitude of the aircraft is. deviates upward, whatever the attitude of the aircraft is.

283. Flying manually during a final approach, the flight director system is engaged in the LOC mode

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(holding of localizer axis). If the aircraft is left of the Localizer axis, the vertical command bar:
A. B. C. D. is automatically centred since the LOC mode is engaged. deviates to the right, whatever the attitude of the aircraft is. deviates to the left, whatever the attitude of the aircraft is. may be centred if the pilot is correcting to come back on the Localizer axis.

284. Flying manually during a final approach, the flight director system is engaged in the LOC mode (holding of localizer axis). If the aircraft is right of the Localizer axis, the vertical command bar:
A. B. C. D. may be centred if the pilot is correcting to come back on the Localizer axis. cannot be centred. will be centred only when establish on the Localizer axis. is automatically centred since the LOC mode is engaged.

285. For the same TAS, when pressure altitude decreases below the tropopause:
A. B. C. D. the difference between surrounding conditions and ISA must be known to deduce the Mach number variation. Mach number increases. Mach number remains constant. Mach number decreases.

286. For the same TAS, when pressure altitude increases below the tropopause:
A. B. C. D. Mach number increases. Mach number remains constant. the difference between surrounding conditions and ISA must be known to deduce the Mach number variation. Mach number decreases.

287. Given: Pt = total pressure Ps = static pressure Dynamic pressure is:


A. B. C. D. (Pt - Ps) / Ps (Pt - Ps) / Pt Pt - Ps Pt / Ps

288. Given: Pt = total pressure Ps = static pressure Pd = dynamic pressure:


A. B. C. D. Pd = Pt / Ps Ps = Pt + Pd Pt = Pd + Ps Pd = Pt + Ps

289. Given: Pt = total pressure Ps = static pressure Pso = static pressure at sea level. Calibrated airspeed (CAS) is a function of:
A. B. C. D. Pt - Pso Pt / Ps (Pt - Pso) / Ps Pt - Ps

290. Given: Pt = total pressure Ps = static pressure Pso = static pressure at sea level Dynamic pressure is:
A. Pt - Pso B. Pt - Ps C. (Pt - Ps) / Ps

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D. (Pt - Pso) / Pso

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291. Given: Pt: total pressure Ps: static pressure Pd: dynamic pressure The airspeed indicator is fed by:
A. B. C. D. Ps-Pt. Pd-Ps. Pt-Pd. Pd.

292. Given: Zp = pressure altitude Zd = density altitude TAS can be obtained from the following data:
A. B. C. D. CAS and Zd. EAS and Zd. EAS and Zp. CAS and Zp.

293. If an aircraft maintaining a constant CAS and flight level is flying from a cold air mass into warmer air:
A. B. C. D. TAS increases. Mach number increases. TAS decreases. Mach number decreases.

294. If an aircraft maintaining a constant CAS and flight level is flying from a warm air mass into colder air:
A. B. C. D. Mach number increases. TAS increases. Mach number decreases. TAS decreases.

295. If an EPR is set at a constant barometric pressure, with an increasing OAT, the thrust
A. B. C. D. increases decreases. varies according to the characteristics of the engine remains constant

296. If OAT decreases when at a constant Mach number:


A. B. C. D. TAS increases. TAS decreases. TAS decreases only if the flight level remains constant. TAS remains constant only if the flight level remains constant.

297. If OAT decreases when at a constant TAS:


A. B. C. D. Mach number decreases. Mach number increases. Mach number remains constant. the difference between surrounding conditions and ISA must be known to deduce the Mach number variation.

298. If OAT decreases whilst maintaining a constant CAS and flight level:

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A. B. C. D. Mach number increases. TAS remains constant. Mach number remains constant. TAS increases.

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299. If OAT increases when at a constant Mach number:


A. B. C. D. TAS decreases only if the flight level remains constant. TAS decreases. TAS remains constant only if the flight level remains constant. TAS increases.

300. If OAT increases when at a constant TAS:


A. B. C. D. the difference between surrounding conditions and ISA must be known to deduce the Mach number variation. Mach number decreases. Mach number remains constant. Mach number increases.

301. If OAT increases whilst maintaining a constant CAS and flight level:
A. B. C. D. TAS decreases. Mach number remains constant. TAS remains constant. Mach number decreases.

302. If, with the automatic flight control system (AFCS) engaged, the pilot presses the force trim release button to allow a manual input to the flight controls:
A. B. C. D. the spring units will become ineffective. artificial feel is produced by the parallel actuators. the series actuator will run to damp the pilot's input. the pilot must overcome the force of the spring unit to make the input.

303. In a directional gyro, gimballing errors are due to:


A. B. C. D. the vertical component of the earth's magnetic field a banked attitude the aircraft's movement over the earth an apparent weight and an apparent vertical

304. During a climb at a constant calibrated airspeed (CAS) below the tropopause in standard conditions:
A. B. C. D. TAS and Mach number decrease. TAS decreases and Mach number increases. TAS increases and Mach number decreases. TAS and Mach number increase.

305. In standard atmosphere, when descending at constant CAS:


A. B. C. D. TAS decreases. TAS remains constant. TAS increases. TAS first increases and then remains constant below the tropopause.

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306. In the absence of position and instrument errors, CAS is equal to:
A. B. C. D. IAS. IAS and EAS. TAS. EAS.

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307. In the absence of position and instrument errors, IAS is equal to:
A. B. C. D. CAS and EAS. CAS. TAS. EAS.

308. In the absence of position and instrument errors:


A. B. C. D. CAS = EAS. IAS = CAS. CAS = TAS. IAS = EAS.

309. Maintaining CAS and flight level constant, a fall in ambient temperature results in:
A. B. C. D. lower TAS because air density increases. lower TAS because air density decreases. higher TAS because air density increases. higher TAS because air density decreases.

310. On a modern transport category aeroplane, the engagement of the automatic pilot is checked on the display of:
A. B. C. D. the ND (Navigation Display) of the pilot in command. the ECAM (Electronic Centralized Aircraft Monitoring) left screen . the PFD (Primary Flight Display). the ND (Navigation Display).

311. On the display of a TCAS 2 (Traffic alert and Collision Avoidance System), a traffic advisory (TA) is represented by:
A. B. C. D. an amber solid circle. a white or cyan solid lozenge. a white or cyan empty lozenge. a red full square.

312. On the display of a TCAS II (Traffic alert and Collision Avoidance System), a proximate traffic is represented by:
A. B. C. D. a white or cyan solid lozenge. a white or cyan empty lozenge. a red full square. an amber solid circle.

313. One of the errors inherent in a ring laser gyroscope occurs at low input rotation rates tending towards zero when a phenomenon known as ''lock-in'' is experienced. What is the name of the technique, effected by means of a piezo-electric motor, that is used

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A. B. C. D. beam lock zero drop dither cavity rotation

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314. Parallax error is:


A. B. C. D. due to the effect of aircraft accelerations. a reading error. due to temperature effect. due to pressure effect.

315. TCAS 2 (Traffic Collision Avoidance System) uses for its operation:
A. B. C. D. the echoes from the ground air traffic control radar system. the echoes of collision avoidance radar system especially installed on board. the replies from the transponders of other aircrafts. both the replies from the transponders of other aircraft and the ground-based radar echoes.

316. The altitude alerting system:


A. B. C. D. alerts the flight crew upon approaching a pre-selected altitude. alerts the flight crew in case of ground proximity. generates a signal once the aircraft is steady at the pre-selected altitude. alerts the flight crew in case of an autopilot disengagement.

317. The apparent wander of a directional gyro is 15/h:


A. B. C. D. At the North pole At the equator At the latitude 45 At the latitude 30

318. The artificial horizon uses a gyroscope with: (note: the degree(s) of freedom of a gyro does not take into account its rotor spin axis.)
A. one degree of freedom, and its rotor spin axis is continuously maintained in the horizontal plane by an automatic erecting system. B. two degrees of freedom, and its rotor spin axis is continuously maintained to local vertical by an automatic erecting system. C. two degrees of freedom, and its rotor spin axis is continuously maintained in the horizontal plane by an automatic erecting system. D. one degree of freedom, and its rotor spin axis is continuously maintained to local vertical by an automatic erecting system.

319. The automatic synchronisation function of an autopilot control system: 1 - operates only when the autopilot is engaged 2 - prevents the aircraft''s control system from jerking when disengaging the autopilot 3 - enables the cancellation of the rudder control signals 4 - prevents the aircraft''s control system from jerking when engaging the autopilot The combination regrouping all the correct statements is:
A. B. C. D. 1, 2, 4 1, 2 4 1, 4

320. The auto-throttles enables to hold: 1 - a true airspeed; 2 - a Mach number; 3 - an indicated

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airspeed; 4 - a N1 thrust. The combination regrouping all the correct statements is:
A. B. C. D. 1, 2, 3, 4. 2, 3, 4. 1, 2, 3. 1, 2, 4.

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321. The command bars of a flight director:


A. B. C. D. are always displayed during take-off. are always displayed when the autopilot is engaged. are displayed only if the autopilot is engaged. may be displayed when flying manually.

322. The command bars of a flight director:


A. B. C. D. are always displayed when the autopilot is engaged. are always displayed during take-off. are displayed only if the autopilot is engaged. may be displayed when flying manually.

323. The compressibility correction to CAS to give EAS: 1 - may be positive 2 - is always negative 3 depends on Mach number only 4 - depends on pressure altitude only The combination regrouping all the correct statements is:
A. B. C. D. 2, 3. 2, 4. 1, 4. 1, 3.

324. The electric float gauge: 1 - gives a mass information; 2 - gives information independent of aircraft's manoeuvres and attitude changes; 3 - gives information all the more accurate as the tank is full; 4 - is typically a DC powered system. The combination regrouping all the correct statements is:
A. B. C. D. 1, 3, 4. 1. 1, 2, 3, 4. 4.

325. The elements which take part in the local vertical alignment of an inertial strap-down unit are:
A. B. C. D. the gyroscopes. the flow inductors. the accelerometers and gyroscopes. the accelerometers.

326. The flight director is engaged in the heading select mode (HDG SEL) , heading 180 selected. When heading is 160, the vertical bar of the FD:
A. B. C. D. is centered if the aircraft has a 20 left drift. is centered if the aircraft has a 20 right drift. cannot be centered. is centered if the bank angle of the aircraft is equal to the bank angle computed by the flight director calculator.

327. The flight director provides information for the pilot:

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A. B. C. D. to remain within the flight envelope. to join a desired track with a constant bank angle of 25. to join a desired track with a 45 intercept angle. to join to a desired path with the optimum attitude.

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328. The functions of the altitude alerting system is to alert the flight crew: 1 - upon approaching a preselected altitude 2 - upon approaching a pre-selected altitude, during climb only 3 - of a loss of altitude during take-off or missed approach 4 - of a wrong landing configuration 5 - when deviating from the selected altitude The combination regrouping all the correct statements is:
A. B. C. D. 1, 5. 2, 5. 3, 4. 1, 3, 4.

329. The GPWS warns the crew in case of:; 1 - deviation above or below the selected altitude; 2 deviation below the selected altitude; 3 - unsafe terrain clearance with flaps not in landing configuration; 4 - unsafe terrain clearance with landing gear not down; The combination that regroups all of the correct statements is:
A. B. C. D. 2, 3, 4. 1, 4. 2, 3. 3, 4.

330. The horizontal command bar of a flight director:


A. B. C. D. gives information only about the direction of the corrections to be applied on the pitch of the aircraft. repeats the position information given by the ILS in the horizontal plane. repeats the position information given by the ILS in the vertical plane. gives information about the direction and the amplitude of the corrections to be applied on the pitch of the aircraft.

331. The horizontal command bar of a flight director: 1 - repeats the position information given by the ILS in the horizontal plane 2 - repeats the position information given by the ILS in the vertical plane 3 gives information about the direction and the amplitude of the corrections to be applied on the pitch of the aircraft. The combination regrouping all the correct statements is:
A. B. C. D. 1, 3. 3. 2, 3. 2.

332. The inertia of a gyroscope is greater when:


A. B. C. D. its rotation speed is lower and the mass of the spinning wheel is located further from the axis of rotation. its rotation speed is higher and the mass of the spinning wheel is closer to the axis of rotation. its rotation speed is higher and the mass of the spinning wheel is located further from the axis of rotation. its rotation speed is lower and the mass of the spinning wheel is closer to the axis of rotation.

333. The mode selector of an inertial unit comprises the OFF - STBY - ALIGN - NAV - ATT positions: 1 - on "STBY", the unit aligns on the local geographic trihedron; 2 - the "ATT" position is used in automatic landing (mode LAND); 3 - on "NAV" the coordinates of the start position can be entered; 4 the platform is levelled before azimuth alignment; 5 - in cruise, the unit can only be used in "NAV" mode. The combination regrouping all the correct statements is:
A. 4. B. 1, 2, 4. C. 1, 3, 5.

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D. 2, 5

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334. The parameter that determines the relationship between EAS and TAS is:
A. B. C. D. pressure altitude. Mach number. OAT. density altitude.

335. The parameters taken into account by the flight director computer in the altitude hold mode (ALT HOLD) are: 1 - altitude deviation 2 - engine rpm 3 - ground speed 4 - pitch attitude The combination regrouping all the correct statements is:
A. B. C. D. 1, 4. 1, 3. 1. 1, 2.

336. The principle of a laser gyro is based on:


A. B. C. D. two rotating cavities provided with mirrors. a gyroscope associated with a laser compensating for apparent wander due to the rotation of the earth. a gyroscope associated with a laser compensating for gimballing errors. frequency difference between two laser beams rotating in opposite direction.

337. The purpose of a flight director is to:


A. B. C. D. provide an automatic landing system function. automatically steer the aircraft to waypoints selected on the CDU. reduce the pilots workload by presenting data in the form of control commands. convey air traffic control information to the pilot.

338. The radio altimeter is required to indicate zero height AGL as the main wheels touch down on the runway. For this reason, it is necessary to:
A. B. C. D. adjust the gross height according to the aircraft instantaneous pitch. compensate for residual height and cable length. have a specific radio altimeter dedicated to automatic landing. change the display scale in short final, in order to have a precise readout.

339. The range of a low altitude radio altimeter is:


A. B. C. D. 500 ft. 10 000 ft. greater than 10 000 ft. 2 500 ft.

340. The rate of turn indicator uses a gyroscope: 1 - the spinning wheel axis of which is parallel to the yawing axis. 2 - the spinning wheel axis of which is parallel to the pitch axis. 3 - the spinning wheel axis of which is parallel to the roll axis. 4 - with one degree of freedom. 5 - with two degrees of freedom The combination regrouping all the correct statements is: NB: the degree(s) of freedom of a gyro does not take into account its rotor spin axis.
A. 3, 4. B. 1, 5. C. 3, 5.

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D. 2, 4.

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341. The sequence of the automatic landing comprises several phases (from final approach to touchdown) actuated by:
A. B. C. D. the distance left before the touch down zone. the radio altimeter. the altimeter set to the QNH. the DME (Distance Measuring Equipment) of the ILS (Instrument Landing System).

342. The vertical command bar of a flight director:


A. B. C. D. repeats the position information given by the VOR. gives information only about the direction of the corrections to be applied on the bank of the aircraft. repeats the position information given by the EHSI. gives information about the direction and the amplitude of the corrections to be applied on the bank of the aircraft.

343. The vertical command bar of a flight director:


A. B. C. D. repeats the position information given by the ILS in the horizontal plane. gives information about the direction and the amplitude of the corrections to be applied on the bank of the aircraft. repeats the position information given by the ILS in the vertical plane. gives information only about the direction of the corrections to be applied on the bank of the aircraft.

344. The vertical command bar of a flight director: 1 - repeats the position information given by the EHSI 2 - repeats the position information given by the VOR 3 - gives information about the direction and the amplitude of the corrections to be applied on the bank of the aircraft The combination regrouping all the correct statements is:
A. B. C. D. 1, 3. 2, 3. 3 1, 2, 3.

345. The yaw damper system controls:


A. B. C. D. the rudder, with the angular rate about the yaw axis as the input signal. the rudder, with Mach Number as the input signal. the ailerons, with the angular rate about the yaw axis as the input signal. the ailerons, with Mach Number as the input signal.

346. The Yaw Damper system: 1 - counters any wrong pilot action on the rudder pedals; 2 - counters dutch roll; 3 - is active only when autopilot is engaged. The combination regrouping all the correct statements are:
A. B. C. D. 2. 1, 2. 1, 2, 3. 2, 3.

347. To allow the coupling of a dual channel flight director:


A. B. C. D. both autopilot channels must be selected ON. only one autopilot channel must be selected ON. both VHF Comms channels must be serviceable. both VHF NAV channels must be serviceable.

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348. To be as accurate as possible, an anemometer must be calibrated according to the following formula:
A. B. C. D. Bernoulli, considering the air as an uncompressible fluid. Saint-Venant, taking into account the air compressibility. Bernoulli, taking into account the air compressibility. Saint-Venant, considering the air as an uncompressible fluid.

349. True Air Speed (TAS) is equal to Equivalent Air Speed (EAS) only if:
A. B. C. D. P = 1013,25 hPa, OAT = 15C and TAS > 200 kt. P = 1013,25 hPa and OAT = 15C. P = 1013,25 hPa and OAT = 273 K. P = 1013,25 hPa, OAT = 15C and TAS < 200 kt.

350. True Air Speed (TAS) is obtained from Calibrated Air Speed (CAS) by correcting for the following errors: 1 - instrument 2 - compressibility 3 - position 4 - density The combination regrouping all the correct statements is:
A. B. C. D. 4. 1, 2, 3, 4. 2. 2, 4.

351. True Air Speed (TAS) is obtained from Equivalent Air Speed (EAS) by correcting for:
A. B. C. D. density error. instrument error. position and instrument errors. compressibility error.

352. True Air Speed (TAS) is obtained from Indicated Air Speed (IAS) by correcting for the following errors: 1 - instrument 2 - position 3 - compressibility 4 - density The combination regrouping all the correct statements is:
A. B. C. D. 1, 3, 4. 1, 2, 3, 4. 3, 4. 1, 2.

353. True Air Speed (TAS) is:


A. B. C. D. Calibrated Air Speed (CAS) corrected for density error. Equivalent Air Speed (EAS) corrected for compressibility error. Equivalent Air Speed (EAS) corrected for density error. Calibrated Air Speed (CAS) corrected for compressibility error.

354. True Air Speed (TAS) is:


A. B. C. D. Equivalent Air Speed (EAS) corrected for density error. Calibrated Air Speed (CAS) corrected for density error. Equivalent Air Speed (EAS) corrected for compressibility error. Calibrated Air Speed (CAS) corrected for compressibility error.

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355. When available, the yaw damper indicator supplies the pilot with information regarding the:
A. B. C. D. rudder displacement by the rudder pedals rudder position yaw damper action on the rudder yaw damper action only on the ground

356. When climbing at a constant CAS in a standard atmosphere: 1 - TAS decreases 2 - TAS increases 3 - Mach number increases 4 - Mach number decreases The combination regrouping all the correct statements is:
A. B. C. D. 1, 4. 2, 3. 1, 3. 2, 4.

357. When climbing at a constant CAS in a standard atmosphere:


A. B. C. D. TAS decreases. TAS increases. TAS remains constant. TAS first decreases, then remains constant above the tropopause.

358. When climbing at a constant CAS:


A. B. C. D. Mach number remains constant. Mach number increases. the difference between surrounding conditions and ISA must be known to deduce the Mach number variation. Mach number decreases.

359. When climbing at a constant CAS:


A. B. C. D. Mach number decreases. the difference between surrounding conditions and ISA must be known to deduce the Mach number variation. Mach number increases. Mach number remains constant.

360. When descending at a constant CAS in a standard atmosphere: 1 - TAS increases 2 - TAS decreases 3 - Mach number increases 4 - Mach number decreases The combination regrouping all the correct statements is:
A. B. C. D. 2, 4. 1, 3. 2, 3. 1, 4.

361. When descending at a constant CAS:


A. B. C. D. Mach number increases. the difference between surrounding conditions and ISA must be known to deduce the Mach number variation. Mach number remains constant. Mach number decreases.

362. When descending at a constant CAS:


A. Mach number decreases.

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B. Mach number remains constant. C. Mach number increases. D. the difference between surrounding conditions and ISA must be known to deduce the Mach number variation.

363. When descending at a constant Mach number:


A. B. C. D. the difference between surrounding conditions and ISA must be known to deduce the CAS variation. CAS remains constant. CAS decreases. CAS increases.

364. When flying in cold air (colder than standard atmosphere), indicated altitude is:
A. B. C. D. lower than the true altitude. equal to the standard altitude. the same as the true altitude. higher than the true altitude.

365. When flying in cold air (colder than standard atmosphere), the altimeter will:
A. B. C. D. underestimate. show the actual height above the sea level. show the actual height above ground. overestimate.

366. When flying in warm air (warmer than standard atmosphere), indicated altitude is:
A. B. C. D. higher than the true altitude. lower than the true altitude. equal to the standard altitude. the same as the true altitude.

367. When required, the ground proximity warning system (GPWS) must automatically provide distinctive warning to the flight crew of: 1 - impeding stall 2 - excessive sink rate 3 - altitude loss after take-off or go-around 4 - incorrect landing configuration 5 - dangerous ground proximity 6 - downward glide-slope deviation The combination regrouping all the correct statements is:
A. B. C. D. 1, 4, 5, 6. 3, 5, 6. 2, 3, 4, 5, 6. 1, 2, 4, 5.

368. Which of the following statements are correct for an aeroplane cruising at FL 60 with a true airspeed (TAS) of 100 kt in standard atmospheric conditions? 1 - The TAS is approximately 10% higher than the IAS. 2 - The difference between the equivalent airspeed (EAS) and the calibrated airspeed (CAS) is negligible. 3 - The speed displayed on the airspeed indicator is a calibrated airspeed (CAS) if the position error and instrument error are zero.
A. B. C. D. 1, 2 and 3 are all correct. 1 and 3 are correct. 2 and 3 are correct. 1 and 2 are correct.

369. With EAS and density altitude, we can deduce:


A. IAS

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B. CAS and TAS. C. CAS. D. TAS.

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370. With EAS and pressure altitude (Zp), we can deduce:


A. B. C. D. TAS. CAS and TAS. IAS. CAS.

371. About a magnetic compass:


A. B. C. D. turning error is due to the vertical component of the earth's magnetic field. errors of parallax are due to the oscillation of the compass rose acceleration errors are due to the angle of dip. acceleration errors are due to Schuler oscillations

372. An aircraft flies steadily on a heading 270. The flight director is engaged in the heading select mode (HDG SEL), heading 270 selected. If a new heading 360 is selected, the vertical trend bar:
A. disappears, the new heading selection has deactivated the HDG mode. B. deviates to the right and will be centred as soon as you roll the aircraft to the bank angle calculated by the flight director. C. deviates to the right and remains in that position until the aircraft has reached heading 360. D. deviates to its right stop as long as the aeroplane is more than 10 off the new selected heading.

373. During a climb, the total pressure probe of the airspeed indicator becomes blocked; if the pilot maintains a constant indicated airspeed, the true airspeed:
A. B. C. D. decreases until reaching the stall speed. decreases by 1% per 600 FT. increases by 1% per 600 FT. increases until reaching VMO.

374. During a descent at a constant calibrated airspeed (CAS) below the tropopause in ISA conditions:
A. B. C. D. Mach number decreases and TAS increases. Mach number increases and TAS decreases. Mach number and TAS increase. Mach number and TAS decrease.

375. Magnetic compass errors are:


A. B. C. D. parallax errors due to compass rose oscillations. about north change, depending on the bank angle and magnetic heading. due to the lateral gusts which occur when the aircraft is heading eastward or westward. due to Schuler oscillations.

376. The basic principle of a capacitance fuel gauge system is that the:
A. B. C. D. capacity of a capacitor depends only on the density of the liquid on which it is immersed. internal resistance of a capacity depends on the nature of the dielectric in which it is immersed. capacity of a capacitor depends on the nature of the dielectric in which it is immersed. electromotive force of a capacity depends on the nature of the dielectric in which it is immersed.

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377. The latitude at which the apparent wander of a directional gyro is equal to 0 is:
A. B. C. D. the North pole the equator latitude 45 latitude 30

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378. The Mach trim system allows to:


A. search for the ideal C.G. location by transferring the fuel into the horizontal stabilizer. B. interlock the operation of the stick shaker at the oncoming of the high speed stall. C. increase the longitudinal static stability of the aircraft by changing the horizontal stabilizer according to the Mach number. D. trim the pitch-up tendency at a high Mach number.

379. With constant weight and configuration, an aircraft always takes off at the same:
A. B. C. D. ground speed. true airspeed. indicated airspeed. equivalent airspeed.

380. An airspeed indicator includes a capsule; inside this capsule is:


A. B. C. D. total pressure and outside is static pressure. dynamic pressure and outside is static pressure. static pressure and outside is dynamic pressure. a very low residual pressure and outside is static pressure.

381. An aircraft is equipped with one altimeter that is compensated for position error and another one altimeter that is not. Assuming all other factors are equal, during a straight symmetrical flight:
A. B. C. D. the greater the speed, the lower the error between the two altimeters. the lower the speed, the greater the error between the two altimeters. the greater the speed, the greater the error between the two altimeters. the error between the two altimeters does not depend on the speed.

382. After the initial 90 degrees of a turn at constant pitch and bank, a classic artificial horizon indicates:
A. B. C. D. too much nose-up and too little bank. pitch and bank correct. too much nose-up and bank correct. too much nose-up and too much bank.

383. An aneroid capsule: 1 - measures differential pressure 2 - measures absolute pressure 3 - is used for low pressure measurement 4 - is used for very high pressure measurement The combination regrouping all the correct statements is:
A. B. C. D. 1, 4. 2, 4. 2, 3. 1, 3.

384. An automatic ILS approach can be flown only:

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A. B. C. D. within a range of levels of turbulence and no limit for crosswinds. without limits for crosswind or turbulence. within a range of crosswinds and levels of turbulence. within a range of crosswinds and no limit for turbulence.

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385. In an inertial navigation system (INS), should the platform be displaced from the horizontal, it would oscillate with a period, called Schuler period, of about:
A. B. C. D. 64 seconds. 84 minutes. 24 minutes. 84 seconds.

386. Lights indicating the possible need for future corrective action must be:
A. B. C. D. red. Magenta. red and white striped. amber.

387. Lights indicating a hazard which may require immediate corrective action must be:
A. B. C. D. amber. magenta. yellow. red.

388. In the event of a conflict, the TCAS 2 (Traffic Collision alert and Avoidance System) presents warnings to the crew such as:
A. B. C. D. "Too low terrain" "Glide Slope" "Turn left" or "Turn right" "Climb" or "Descent"

389. An altimeter contains one or more aneroid capsules. Inside these capsules is:
A. B. C. D. a very low residual pressure and outside is static pressure. dynamic pressure and outside is static pressure. static pressure and outside is dynamic pressure. static pressure and outside a very low residual pressure.

390. In case of impending stall, the flight warning system (FWS) generates:
A. B. C. D. an advisory message. an urgency message. a caution message. a warning message.

391. Assuming that the CAS remains constant, if the total pressure probe is blocked, the IAS:
A. B. C. D. remains constant during all the phases of the flight. remains constant during level flight, increases during a climb and decreases during a descent. remains constant during level flight, decreases during a climb and increases during a descent. increases during level flight, remains constant during a climb and a descent.

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392. As a result of the failure of the central air data computer (CADC), the inertial navigation system (INS) will no longer provide information about:
A. B. C. D. the time (TIME) at the next waypoint (WPT). the wind direction and speed. the ground speed. the drift.

393. An outer loop Automatic Flight Control System (AFCS), is a system which:
A. controls the aircraft about the longitudinal axis only (ROLL). B. contains a parallel actuator which provides control through 100% of the control range and moves both the control inputs and the cockpit control stick. C. controls the aircraft about the lateral axis only (PITCH). D. contains a parallel actuator which provides control through 100% of the control range and moves the control inputs only.

394. In order to align an inertial reference system (IRS), it is required to insert the local geographical coordinates. This enables the IRS to:
A. B. C. D. initialise the FMS flight plan. find true north. compare the latitude it finds with that entered by the operator. compare the longitude it finds with that entered by the operator.

395. The "guidance" functions of a autopilot consist in:


A. B. C. D. monitoring the movements of the aerodynamic centre in the three dimensions of space. stabilizing and monitoring the movements around the aerodynamic centre. stabilizing and monitoring the movements around the centre of gravity. monitoring the movements of the centre of gravity in the three dimensions of space.

396. The FMS provides the following functions: 1- fuel management 2- lateral flight plan management 3- de icing management 4- aircraft position computation The combination which regroups all of the correct statements is:
A. B. C. D. 3, 4. 1, 2, 4. 2, 3. 1, 2, 3.

397. The FMS provides the following functions: 1- aircraft position computation 2- traffic alerts 3lateral flight plan management 4- fuel management The combination which regroups all of the correct statements is:
A. B. C. D. 1, 3, 4. 2, 3, 4. 1, 2, 3. 1, 2, 4.

398. The FMS Overfly function consists in:


A. B. C. D. manually selecting a flight plan to fly over each of the waypoints at the transitions along the route. manually selecting a flight plan waypoint to fly over when sequencing it instead of flying by at the transition. selecting the secondary flight plan making it active to fly over the legs. manually selecting a flight plan waypoint to hold over for a selected time.

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399. The FMS navigation database processing should include the following check(s):
A. B. C. D.

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at the loading phase into the FMS, the check is performed by the FMS. at the reception of each supplier's data and after the assembly of those data collected. at the end of the FMS formatting phase of all of the data collected and assembled. at each phase of the process, from the reception of each supplier's data to the distribution and loading of the formatted database.

400. The FMS navigation database includes the following data: 1- obstacles 2- waypoints 3- SID, STAR 4- terrain cells 5- magnetic variation The combination which regroups all of the correct statements is:
A. B. C. D. 1, 2, 3. 1, 3, 5. 2, 3, 5. 1, 2, 4.

401. The altimeter of your aircraft indicates 10000 ft with a subscale-setting of 1013,25 mb. OAT is +5 C. The pressure altitude of the aircraft is:
A. B. C. D. 10000 ft. 10400 ft. 9600 ft. 697 hPa.

402. The FMS Required Time of Arrival (RTA) function can provide:
A. a time prediction at the active TO waypoint complying with the wind computation. B. a time prediction at the flight plan waypoints based on the current speed and speed constraints along the flight plan. C. a time slot computed for the arrival time at destination, using the current aircraft speed and speed constraints along the flight plan. D. a speed target to satisfy a time constraint entered at a flight plan waypoint.

403. The altimeter indicates true altitude:


A. when pressure at mean sea level is 10135,25 hPa, with a ground temperature of +15C and a density equal to 1,225 kg/m3. B. when the temperature on the ground is +15 C with a lapse rate of 2 C per 1000 feet, and correct QNH is set. C. when the temperature on the ground is +15 C with a lapse rate of 2 C per 1000 feet, and correct QFE is set. D. in ISA conditions only.

404. The FMS vertical navigation management is generally performed based on:
A. B. C. D. the baro altitude input from the air data system. a mix of baro and GPS altitudes. the geometric altitude input from the Terrain Awareness and Warning System (TAWS). the GPS altitude computed by the GPS receiver.

405. The "airspeed hold " mode can be engaged and maintained during:
A. B. C. D. climbs, descents, turns and power changes. climbs, descents, and power changes only. climbs and descents only. turns only.

406. TAS can be obtained from the following data:


A. EAS and pressure altitude.

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B. CAS and pressure altitude. C. CAS and density altitude. D. EAS and density altitude.

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407. Some of the FMS have a navigation mode called Dead Reckoning mode (DR), computing airspeed, heading, wind data ground speed and time. This mode is:
A. the normal navigation mode for FMS which do not use Inertial navigation Systems INS to compute the aircraft position. B. a navigation mode used to monitor the FMS position. C. an operating mode used to intercept radials To or From a flight plan waypoint. D. a back up navigation mode to compute a FMS position when the other navigation sensors are no longer operating.

408. Should a defect arise in the stability augmentation system (SAS) during flight:
A. B. C. D. the control stick will move to a pre-set patum causing the pilot to revert to manual control. an audio alarm will attract the pilots attention to check the AFCS control panel. the pilot is not informed unless the second channel fails also. the pilot will be advised by an amber warning.

409. On the display of a TCAS 2 (Traffic alert and Collision Avoidance System), the traffic being the cause of a resolution advisory (RA) is represented by:
A. B. C. D. a red full square. a white or cyan empty lozenge. an amber solid circle. a white or cyan solid lozenge.

410. On a TCAS 2 (Traffic Collision Avoidance System), a preventative resolution advisory:


A. B. C. D. advises the pilot to keep the vertical speed within given limits. asks the pilot to modify the heading of his aircraft. asks the pilot to modify the speed of his aircraft. asks the pilot to modify effectively the vertical speed of his aircraft.

411. The input(s) of a VMO/MMO warning system is (are):


A. B. C. D. static pressure only. static pressure and aircraft configuration. static pressure and total pressure. static pressure and SAT.

412. The output data of the flight director computer are:


A. B. C. D. two channels: pitch and yaw. two channels: pitch and roll. three channels: pitch, roll and sideslipping. three channels: pitch, roll and yaw.

413. The most common system used to monitor turbine gas exhaust temperature is the:
A. B. C. D. flame switch. hot and cold junction, alumel/chromel system. fixed junction mercurial oxide/chromium system. hot junction Tungsten/copper system.

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414. The most common sensors interfacing a FMS to compute the aircraft position along the flight plan are: 1- MLS 2- GPS 3- VOR 4- IRS The combination which regroups all of the correct statements is:
A. B. C. D. 1, 2. 1, 4. 2, 3, 4. 1, 2, 4.

415. The most common sensors interfacing a FMS to compute the aircraft position along the flight plan are: 1- IRS 2- DME 3- NDB 4- GPS The combination which regroups all of the correct statements is:
A. B. C. D. 1, 2, 4. 1, 2, 3, 4. 1, 3. 2, 3, 4.

416. The most common sensors interfacing a FMS to compute the aircraft position along the flight plan are: 1- GPS 2- NDB 3- DME 4- LOCALIZER The combination which regroups all of the correct statements is:
A. B. C. D. 2, 3. 1, 2, 3. 1, 4. 1, 3.

417. The most common sensors interfacing a FMS to compute the aircraft position along the flight plan are: 1- DME 2- GPS 3- LOCALIZER 4- NDB The combination which regroups all of the correct statements is:
A. B. C. D. 1, 3, 4. 2, 3. 1, 2. 1, 2, 3.

418. The maximum TAS is obtained at:


A. B. C. D. all the Flight Level(s) where M =MMO. all the Flight Level(s) where CAS =VMO. the Flight Level at which simultaneously CAS = VMO and M = MMO. the maximum Flight Level.

419. The FMS provides the following functions: 1- radio tuning 2- fuel management 3- lateral flight plan management 4-traffic alerts The combination which regroups all of the correct statements is:
A. B. C. D. 1, 2, 3. 1, 2, 4. 2, 3, 4. 3, 4.

420. The input data of an ADC are: 1 - OAT 2 - TAT 3 - static pressure 4 - total pressure The combination regrouping all the correct statements is:
A. B. C. D. 1, 2, 3, 4. 1, 3, 4. 1, 2, 4. 2, 3, 4.

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421. The initiation of an automatic go-around can be:
A. B. C. D. at 70kt +/- 5kt only. with no limit of approach airspeeds. in a range of approach airspeeds. at Vy +/- 5kt only.

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422. The indicated Mach number is independent from:


A. B. C. D. temperature. dynamic pressure. total pressure. static pressure.

423. The gyroscope used in an attitude indicator has a spin axis which is:
A. B. C. D. horizontal, perpendicular to the yaw axis. vertical. horizontal, perpendicular to the longitudinal axis. horizontal, parallel to the longitudinal axis.

424. The Fuel management performed by most FMS along the flight plan is considered as:
A. an accurate and very reliable function providing that the Fuel on board quantity has been properly initialized by the crew before start up. B. an accurate function which can be considered as the prime mean to determine the remaining Fuel quantity along the flight plan. C. a function which helps the crew to estimate the remaining Fuel quantity along the flight plan but should not be considered as an accurate and reliable mean. D. the prime mean to manage the Fuel consumption along the flight.

425. The Mach Number is proportional to the ratio: NB: "a" indicates the local speed of sound.
A. B. C. D. IAS/a TAS/a EAS/a CAS/a

426. Your aircraft is TCAS II equipped. To be able to generate a traffic advisory (TA), the intruder must be at least equipped with:
A. B. C. D. a transponder mode S. a transponder mode A. a transponder mode C. a TCAS II.

427. For an aircraft flying a true track of 360 between the 5S and 5N parallels, the precession error of the directional gyro due to apparent drift is equal to:
A. B. C. D. 15/hour -5/hour +5/hour approximately 0/hour

428. For a FMS designed with the lateral navigation (LNAV) capability coupled to the autopilot, the FMS lateral command output is:

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A. B. C. D. a roll angle or a heading target. a longitudinal acceleration and a roll rate. a calibrated airspeed (CAS) and a cross track distance (XTK). a lateral acceleration.

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429. Equivalent Air Speed (EAS) is:


A. B. C. D. Calibrated Air Speed (CAS) corrected for compressibility error. Calibrated Air Speed (CAS) corrected for density error. True Air Speed (TAS) corrected for compressibility and density errors. True Air Speed (TAS) corrected for compressibility error.

430. Electrical requirements for an alumel/chromel indicating system are


A. B. C. D. power for gauge lighting only. 28VDC for sensor plus power for gauge lighting. 3 phase AC for sensor plus 26VAC for gauge lighting. 3 phase AC for sensor plus 28VDC for gauging.

431. During a final approach, if the flight director system is engaged in the G/S mode (holding of ILS Glide Slope), the position of the horizontal command bar indicates:
A. B. C. D. the correction on the pitch to be applied to join and follow the ILS Glide Slope. the position of the aircraft relative to the ILS Glide Slope. the pitch attitude of the aircraft. the instantaneous deviation between the aircraft position and the ILS Glide Slope.

432. Gas turbine engine rotational speed (RPM) is usually sensed using either
A. B. C. D. a 3 phase AC tachometer generator or an AC phonic wheel system. a 28VDC tachometer generator or a DC phonic wheel. a single phase AC tachometer generator or an AC phonic wheel system. a 28VDC tachometer generator or an AC phonic wheel.

433. Your aircraft is TCAS II equipped; an intruding traffic only has a mode A transponder. The information available to your TCAS equipment is:
A. B. C. D. two dimensional only; your TCAS cannot generate TAs (Traffic Advisories). three dimensional; your TCAS can generate both TAs (Traffic Advisories) and RAs (Resolution Advisories). three dimensional; your TCAS cannot generate TAs (Traffic Advisories). two dimensional only; your TCAS cannot generate RAs (Resolution Advisories).

434. Given: Mach number M = 0.70 measured impact temperature = - 48 C the recovery factor (Kr) of the temperature probe = 0.85 The OAT is:
A. B. C. D. - 51 C - 45 C - 65 C - 68 C

435. Your aircraft is TCAS II equipped. To be able to generate a resolution advisory (RA), the intruder must be at least equipped with:
A. B. C. D. a transponder mode A. a transponder mode S. a TCAS II. a transponder mode C.

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Page 64 of 136

436. During a descent at a constant Mach number below the tropopause in ISA conditions:
A. B. C. D. IAS and TAS decrease. IAS and TAS increase. IAS decreases and TAS increases. IAS increases and TAS decreases.

437. During a descent at a constant Mach number below the tropopause in ISA conditions:
A. B. C. D. CAS decreases and TAS increases. CAS increases and TAS decreases. CAS and TAS decrease. CAS and TAS increase.

438. During a descent at a constant IAS below the tropopause in ISA conditions:
A. B. C. D. Mach number decreases and TAS increases. Mach number and TAS decrease. Mach number and TAS increase. Mach number increases and TAS decreases.

439. During a descent at a constant calibrated airspeed (CAS) below the tropopause in ISA conditions:
A. B. C. D. Mach number increases and TAS decreases. Mach number decreases and TAS increases. Mach number and TAS decrease. Mach number and TAS increase.

440. During a climb at a constant Mach number below the tropopause in ISA conditions:
A. B. C. D. IAS decreases and TAS increases. IAS and TAS decrease. IAS increases and TAS decreases. IAS and TAS increase.

441. Your aircraft is TCAS II equipped; an intruding traffic only has a mode C transponder. The information available to your TCAS equipment is:
A. B. C. D. two dimensional only; your TCAS cannot generate RAs (Resolution Advisories). three dimensional; your TCAS can generate both TAs (Traffic Advisories) and RAs (Resolution Advisories). three dimensional; your TCAS cannot generate RAs (Resolution Advisories). two dimensional only; your TCAS cannot generate TAs (Traffic Advisories).

442. If the pitot tube ices up during a flight, the affected equipment(s) is (are): 1 - the altimeter 2 - the variometer 3 - the airspeed indicator The combination regrouping all the correct statements is:
A. B. C. D. 3. 1. 1, 3. 1, 2, 3.

443. If, in the event of a failure, there is no significant out-of-trim condition or deviation of flight path or attitude but the landing is not completed automatically, such an automatic landing system is considered as:

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A. B. C. D. fail-safe. fail-operational. fail-redundant. fail-passive.

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444. If, in the event of a failure, the approach, flare and landing can be completed by the remaining part of the automatic system, such an automatic landing system is considered as:
A. B. C. D. fail-operational. fail-hard. fail-soft. faill-passive.

445. If, during a descent:; - the pneumatic altimeter reading is constant; - the vertical speed indicator shows zero; - the IAS is increasing; the most likely explanation is that:
A. B. C. D. the total pressure head is completely blocked there is a leakage in the static pressure line. the static ports are completely blocked. the antenna of the radio altimeter is completely iced up.

446. If warning, caution, or advisory lights are installed in the cockpit, they must, unless otherwise approved by the Authority, be red for:
A. B. C. D. advisory lights. warning lights. other distress messages. caution lights.

447. If warning, caution, or advisory lights are installed in the cockpit, they must, unless otherwise approved by the Authority, be green, for:
A. B. C. D. warning lights. safe operation lights. caution lights. advisory lights.

448. For TAS calculations, the ADC uses the following parameters: 1) SAT 2) TAT 3) static pressure 4) total pressure The combination regrouping all the correct statements is:
A. B. C. D. 2, 3, 4. 1, 3, 4. 1, 2, 3, 4. 3, 4.

449. If the static intakes are completely clogged up by ice during a climb, the VSI shows:
A. B. C. D. an increasing rate of climb if the ambient static pressure decreases. a descent if the outside static pressure is less than the pressure in the VSI-gauge. a constant rate of climb, even if the aircraft is levelling out. zero.

450. If the pitot tube becomes blocked during a descent, the airspeed indicator:
A. under-reads. B. over-reads.

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C. indicates a constant speed. D. under-reads or over-reads, depending on the air density.

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451. If immediate recognition and corrective or compensatory action by the crew is required, the flight warning system (FWS) generates:
A. B. C. D. a warning message. an advisory message. a caution message. a distress message.

452. If immediate crew awareness is required and subsequent crew action will be required, the flight warning system (FWS) generates:
A. B. C. D. a caution message. an urgency message. an advisory message. a warning message.

453. If crew awareness is required and subsequent crew action may be required, the flight warning system (FWS) generates:
A. B. C. D. a warning message. a caution message. a call message. an advisory message.

454. If the total pressure intake on the pitot tube is rapidly clogged up by ice during flight, what effect will it have on the airspeed indication during a climb?
A. B. C. D. The total pressure is trapped while the static pressure decreases, implying an increasing indicated airspeed. As the total pressure in the pitot static system is trapped, the airspeed indicator will indicate a constant airspeed. The total pressure is trapped while the static pressure decreases, implying a decreasing indicated airspeed. The total pressure is trapped while the static pressure increases, implying a decreasing indicated airspeed.

455. Given: Pt: total pressure Ps: static pressure Pd: dynamic pressure The altimeter is fed by:
A. B. C. D. Ps-Pt. Pt-Pd. Pd. Pd-Ps.

456. If warning, caution, or advisory lights are installed in the cockpit, they must, unless otherwise approved by the Authority, be amber for:
A. B. C. D. caution lights. advisory lights. other urgency messages. warning lights.

457. The output from an engine vibration transducer is:


A. B. C. D. directly proportional to engine speed. always filtered to remove unwanted frequencies. fed directly to the indicator in the cockpit without amplification or filtering. inversely proportional to engine speed.

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Page 67 of 136

458. A stability augmentation system (SAS) in a helicopter:


A. B. C. D. assists in static stability only. has full control of dynamic stability. assists in static and dynamic stability. assists in dynamic stability only.

459. A rate gyro is used in a: 1 - directional gyro indicator. 2 - turn co-ordinator. 3 - artificial horizon. The combination regrouping all the correct statements is:
A. B. C. D. 1, 2. 1, 2, 3. 1. 2.

460. A radio altimeter uses:


A. B. C. D. two antennas: both of them for simultaneous transmission and reception. a single antenna for simultaneous transmission and reception. four antennas: two for the transmission and two for the reception. two antennas: one for the transmission and an other for the reception.

461. A pitot tube covered by ice which blocks the ram air inlet will affect the following instrument (s):
A. B. C. D. airspeed indicator. airspeed indicator, altimeter and vertical speed indicator. altimeter. vertical speed indicator.

462. A free gyro has its rotor axis horizontal and is aligned with the geographic meridian. If this stationary free gyro is situated at latitude 60N, the apparent drift rate according to the earthbound observer is:
A. B. C. D. 13/h to the right. 7.5/h to the left. 7.5/h to the right. 13/h to the left.

463. A dynamic pressure measurement circuit is constituted of the following pressure probes:
A. B. C. D. total pressure and static pressure. total pressure and standard pressure. total pressure only. static pressure only.

464. A directional gyro consists of a: NB: the degree(s) of freedom of a gyro does not take into account its rotor spin axis.
A. B. C. D. 1 degrees-of-freedom vertical axis gyro. 2 degrees-of-freedom horizontal axis gyro. 1 degrees-of-freedom horizontal axis gyro. 2 degrees-of-freedom vertical axis gyro.

465. "Heading hold" is normally:

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A. B. C. D. regarded as a basic function of automatic stabilisation equipment. not regarded as a basic function. a function of a stability augmentation system. regarded as a basic function of a stability augmentation system.

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466. Your aircraft and an intruding traffic both are TCAS II equipped. Your TCAS determines the relative height of the intruding aircraft by:
A. B. C. D. comparing the GPS heights of the two aircraft. comparing the altitudes of the two aircraft. by interrogating the ATC ground station. using the range function of the on board weather radar.

467. Your aircraft and an intruding traffic are both TCAS II equipped. The information available to your TCAS equipment is:
A. B. C. D. two dimensional only; your TCAS can generate both TAs (Traffic Advisories) and RAs (Resolution Advisories). three dimensional; avoidance manoeuvres between both aircraft cannot be coordinated. two dimensional only; avoidance manoeuvres between both aircraft cannot be coordinated. three dimensional; your TCAS can generate both TAs (Traffic Advisories) and RAs (Resolution Advisories).

468. Your aircraft and an intruding traffic are both TCAS II equipped. Your TCAS:
A. B. C. D. can generate coordinated resolution advisories by interrogating the radar ground station. can generate coordinated resolution advisories. cannot generate coordinated resolution advisories. can generate coordinated resolution advisories by activating the on-board radar system.

469. A pilot wishes to turn right on to a southerly heading with 20 bank at a latitude of 20 North. Using a direct reading compass, in order to achieve this he must stop the turn on an approximate heading of:
A. B. C. D. 180 200 170 150

470. Your aircraft and an intruding aircraft both are TCAS 2 (Traffic alert and Collision Avoidance System) equipped. Your TCAS determines the range of the intruding aircraft by:
A. comparing the GPS positions of the two aircraft. B. measuring the time lapse between the transmission of an interrogation signal and the reception of a reply signal from the ground station. C. using the range function of the on-board weather radar. D. measuring the time lapse between the transmission of an interrogation signal and the reception of a reply signal from the transponder of the intruder.

471. The QNH is by definition the value of the:


A. B. C. D. altimeter setting so that the altimeter, on the apron of the aerodrome for which it is given, reads zero. altimeter setting so that the altimeter, on the apron of the aerodrome for which it is given, reads the elevation. atmospheric pressure at the level of the ground overflown by the aircraft. atmospheric pressure at the sea level of the location for which it is given.

472. The spin axis of the turn indicator gyro is aligned along the:

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A. B. C. D. longitudinal axis of flight. vertical axis of the aircraft. lateral axis of the aircraft. longitudinal axis of the aircraft.

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473. The sensor(s) feeding the EPR-indicator is(are):


A. B. C. D. tachometer located on the shaft of the N1 compressor. tachometer located on the shaft of the N2 compressor. temperature probes, one located upstream from the compressor inlet, and an other downstream from the turbine outlet. pressure probes, one located upstream from the compressor inlet, and the other downstream from the turbine outlet.

474. The RPM indicator (or tachometer) of a piston engine can include a small red arc within the arc normally used (green arc) In the RPM range corresponding to this small red arc the:
A. B. C. D. propeller efficiency is minimum at this rating rating is the maximum possible in continuous mode rating is the minimum usable in cruise propeller generates vibration, continuous rating is forbidden

475. Your aircraft and an intruding traffic are both TCAS II equipped. Your TCAS can generate:
A. B. C. D. resolution advisories coordinated with the ATC instructions. coordinated and complementary resolution advisories. traffic advisories coordinated with the ATC instructions. coordinated traffic advisories.

476. The radio altimeter: 1 - operates in the 1600-1660 kHz range 2 - operates in the 4200-4400 MHz range 3 - measures a frequency difference 4 - measures an amplitude difference The combination regrouping all the correct statements is:
A. B. C. D. 2 and 4. 1 and 4. 1 and 3. 2 and 3.

477. The turning errors of a direct reading magnetic compass are:


A. B. C. D. minimum at the magnetic poles. minimum at a latitude of 45. maximum at the magnetic poles. maximum at the magnetic equator.

478. The purpose of the vibrating device of an altimeter is to:


A. B. C. D. allow damping of the measurement in the unit. reduce the effect of friction in the linkages. inform the crew of a failure of the instrument. reduce the pressure error.

479. The purpose of the FMS temperature compensation function is:


A. B. C. D. to provide compensated altitudes for temperatures different from ISA along the vertical approach profile. to provide the destination airport or runway elevation. to provide the destination airport air temperature. to provide compensated temperatures at the waypoints along the vertical approach profile.

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Page 70 of 136

480. The purpose of the altitude alert system is to generate a visual and aural warning to the pilot when the:
A. B. C. D. aeroplane altitude differs from a selected altitude. aeroplane altitude is equal to the decision altitude. proximity to the ground becomes dangerous. altimeter setting differs from the standard setting above the transition altitude.

481. The purpose of magnetic chip detectors is to:


A. B. C. D. warn of impending failure. perform the function of a micron filter. increase lubricating oil adhesion to main surfaces. remove large items of debris from the system.

482. The purpose of Auto Throttle is:


A. B. C. D. to synchronize engines to avoid "yawing". to automatically shut down an engine if it is at too high temperature. to deactivate manual throttles and transfer engine control to Auto Pilot. to maintain constant engine power or aeroplane speed.

483. The properties of a gyroscope are: 1 - rigidity in space 2 - rigidity on earth 3 - precession 4 Schuler oscillations The combination regrouping all the correct statements is:
A. B. C. D. 2, 3. 2, 4. 1, 4. 1, 3.

484. During a climb at a constant calibrated airspeed (CAS) below the tropopause in ISA conditions:
A. B. C. D. the Mach number and the speed of sound increase. the Mach number decreases and the speed of sound increases. the Mach number increases and the speed of sound decreases. the Mach number and the speed of sound decrease.

485. The rate of turn given by the rate of turn indicator is valid:
A. B. C. D. for the cruising speed. for the airspeed range defined during the calibration of the instrument. for all airspeeds. with flaps retracted only.

486. When climbing at a constant Mach number:


A. B. C. D. difference between surrounding conditions and ISA must be known to deduce the CAS variation. CAS decreases. CAS increases. CAS remains constant.

487. The pressure capsule of an airspeed indicator is sensitive to the difference:


A. (Dynamic Pressure - Static Pressure), called Total Pressure. B. (Total Pressure - Static Pressure), called Dynamic Pressure.

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C. (Dynamic Pressure - Total Pressure), called Static Pressure. D. (Total Pressure - Dynamic Pressure), called Static Pressure.

Page 71 of 136

488. Your aircraft and an intruding aircraft both are TCAS 2 (Traffic alert and Collision Avoidance System) equipped. Your TCAS determines the bearing of the intruding aircraft by:
A. B. C. D. using a specific directional antenna. comparing the GPS positions of the two aircraft. using the bearing function of the on-board weather radar. measuring the time lapse between the transmission of an interrogation signal and the reception of a reply signal.

489. Without any external action, the axis of a free gyroscope is fixed with reference to:
A. B. C. D. the apparent vertical. the earth. the aircraft. space.

490. When two waypoints are entered on the FMS flight plan page, a track between the two fixes is computed and can be displayed on the Navigation map display (ND). This leg created is:
A. B. C. D. two rhumb-lines joined by a straight segment. a rhumb-line. two great circle arcs joined by a straight segment. a great circle arc.

491. When the TCAS 2 (Traffic alert and Collision Avoidance System) generates a Resolution Advisory (RA), the associated intruder appears on TCAS display as a:
A. B. C. D. solid red square. solid red circle. solid amber circle. solid amber square.

492. The TCAS II has inputs from the radio altimeter in order to:
A. B. C. D. gradually inhibit the resolution advisories (RAs) when getting closer to the ground. determine the relative height of the intruder. to alert the crew from a dangerous proximity of the ground. stop the TCAS operation below 2500 AGL.

493. When descending at a constant CAS:


A. B. C. D. EAS does not depend on altitude. EAS remains constant. EAS decreases. EAS increases.

494. The total pressure probe (pitot tube) comprises a mast which moves its port to a distance from the aircraft skin in order:
A. B. C. D. it is easily accessible during maintenance checks. it is protected from icing. not to disturb the aerodynamic flow around the aircraft. to locate it outside the boundary layer.

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495. When climbing at a constant Mach number through an isothermal layer, the CAS:
A. B. C. D. increases. remains constant. decreases. decreases if OAT is lower than the standard temperature, increases if higher.

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496. When climbing at a constant CAS:


A. B. C. D. EAS does not depend on altitude. EAS increases. EAS remains constant. EAS decreases.

497. VFE is the maximum speed:


A. B. C. D. at which the flaps can be operated in turbulence. with the flaps extended for each approved flap position. with the flaps extended in the take-off position. with the flaps extended in the landing position.

498. True Air Speed (TAS) is:


A. B. C. D. Calibrated Air Speed (CAS) corrected for instrument, compressibility and density errors. Indicated Air Speed (IAS) corrected for instrument, position, compressibility and density errors. Indicated Air Speed (IAS) corrected for compressibility and density errors only. Calibrated Air Speed (CAS) corrected for instrument, position, compressibility and density errors.

499. True Air Speed (TAS) is:


A. B. C. D. Calibrated Air Speed (CAS) corrected for compressibility error only. Equivalent Air Speed (EAS) corrected for compressibility error only. Calibrated Air Speed (CAS) corrected for density error only Calibrated Air Speed (CAS) corrected for compressibility and density errors.

500. The yaw damper affects:


A. B. C. D. rudder only. ailerons and rudder. all control surfaces in a coordinated way. ailerons only.

501. The upper antenna of the TCAS II is:


A. B. C. D. omnidirectional to improve the surveillance of intruders. directional to improve the surveillance of intruders. omnidirectional because it is merged with the transponder antenna. directional because it is merged with the transponder antenna.

502. Your aircraft and an intruding aircraft both are TCAS II equipped. If the transponder of the intruder is switched off or unserviceable:
A. B. C. D. the intruding aircraft is invisible to your TCAS equipment. the information available to your TCAS equipment is two dimensional only. the intruding aircraft remains visible to your TCAS equipment, but only RAs (resolution advisories) can be generated. the intruding aircraft remains visible to your TCAS equipment, but only TAs (traffic advisories) can be generated.

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Page 73 of 136

503. When the flight warning system (FWS) identifies an overspeed condition (airspeed exceeding Vmo/Mmo), it generates:
A. B. C. D. a caution message. a call message. an advisory message. a warning message.

504. During a climb at a constant Mach number below the tropopause in ISA conditions:
A. B. C. D. CAS increases and TAS decreases. CAS and TAS decrease. CAS and TAS increase. CAS decreases and TAS increases.

505. A TCAS II generates a traffic advisory (TA) when:


A. B. C. D. the intruder becomes "other traffic". a potential collision threat exists. the intruder becomes a "proximate traffic". a serious collision threat exists.

506. Assuming the flight level and Mach number remain constant, when the OAT increases:
A. B. C. D. IAS increases and TAS decreases. IAS decreases and TAS increases. IAS remains constant and TAS increases. IAS and TAS decrease.

507. Assuming the flight level and Mach number remain constant, when the OAT decreases:
A. B. C. D. IAS decreases and TAS increases. IAS remains constant and TAS decreases. IAS increases and TAS decreases. IAS and TAS increase.

508. A vertical speed indicator measures the difference between:


A. B. C. D. the instantaneous static pressure and the static pressure at a previous moment. the dynamic pressure and the static pressure. the total instantaneous pressure and the total pressure at a previous moment. the total pressure and the static pressure.

509. A three-phase electrical tachometer consists of:


A. B. C. D. three speed probes and a phonic wheel. a speed probe and a phonic wheel. a three-phase generator, a synchronous motor and a magnetic tachometer. three associated dynamos.

510. At flight level and mach number constant, if OAT increases, the CAS:
A. decreases. B. decreases if OAT is lower than standard temperature, increases in the opposite case. C. remains constant.

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D. increases.

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511. A temperature sensor has a recovery factor of 0,95. The temperature measured is equal to:
A. B. C. D. 95 % of the ram air temperature (RAT). 95 % of the static air temperature (SAT). ram air temperature (RAT) + 95 % of the ram rise. static air temperature (SAT) + 95% of the ram rise.

512. Automatic Flight Control System (AFCS) parallel actuator position is:
A. B. C. D. not displayed in the cockpit due to short duration of operation. displayed to the pilot by movement on the ADI only. passed to the pilot via control stick position. displayed in the cockpit as a function of input and output signals.

513. A TCAS II generates a resolution advisory (RA) when:


A. B. C. D. the intruder becomes "proximate traffic". a potential collision threat exists. the intruder becomes "other traffic". a serious collision threat exists.

514. A stall warning system is based on measuring the:


A. B. C. D. groundspeed. angle of attack. attitude. TAS.

515. The FMS navigation database includes the following data: 1- obstacles 2- navaids 3- SID, STAR and approaches procedures 4- waypoints 5- airways The combination which regroups all of the correct statements is:
A. B. C. D. 1, 3, 5. 1, 2, 4. 2, 3, 4, 5. 1, 2, 3, 4, 5.

516. The FMS navigation database includes the following data: 1- airports 2- take off speeds 3- navaids 4- terrain cells 5- runways The combination which regroups all of the correct statements is:
A. B. C. D. 1, 2, 5. 1, 3, 5. 1, 2, 3. 3, 4, 5.

517. A thermocouple type temperature sensing is composed of:


A. B. C. D. two dissimilar metals joined together at one end (called hot junction or measure junction). two identical metals joined together at both ends (called hot and cold junctions). a single-wire metal winding. two identical metals joined together at one end (called hot junction or measure junction).

518. Concerning the flight warning system (FWS), warning messages:

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A. B. C. D. are highest priority alert messages. are next highest priority alert messages after warning messages. are inhibited by caution messages. indicate that subsequent crew action may be required.

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519. Due to the rotation of the earth, the apparent drift of a horizontal free gyroscope at a latitude of 45N is:
A. B. C. D. 2 per hour to the right. 7 per hour to the left. 11 per hour to the right. 15 per hour to the left.

520. Due to the rotation of the earth, the apparent drift of a horizontal free gyroscope at a latitude of 30S is:
A. B. C. D. 7.5 per hour to the left. 11 per hour to the right. 15 per hour to the right. 2 per hour to the left.

521. Due to the rotation of the earth, the apparent drift of a horizontal free gyroscope at a latitude of 30N is:
A. B. C. D. 11 per hour to the left. 2 per hour to the right. 15 per hour to the left. 7.5 per hour to the right.

522. Considering a flight director of the "command bars" type:


A. B. C. D. the vertical bar may be associated with the pitch channel. the horizontal bar is associated with the roll channel. the vertical bar is associated with the pitch channel. the horizontal bar is associated with the pitch channel.

523. Concerning the FMS (Flight Management System), the cost index is determined by dividing:
A. B. C. D. aircraft operating cost by fuel cost. fuel cost by aircraft operating cost. aircraft cruise speed by fuel cost. fuel cost by aircraft cruise speed.

524. Concerning the FMS (Flight Management System), entering a high cost index results in:
A. B. C. D. minimum trip fuel. minimum airspeed. high airspeed and high fuel trip. maximum range airspeed.

525. At flight level and mach number constant, if OAT decreases, the CAS:
A. B. C. D. remains constant. decreases. increases. decreases if OAT is lower than standard temperature, increases in the opposite case.

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Page 76 of 136

526. Concerning the FMS (Flight Management System), entering a cost index of zero results in:
A. B. C. D. maximum cruising airspeed. minimum range airspeed. minimum airspeed. maximum range airspeed.

527. The FMS is approved for Localizer approaches:


A. B. C. D. if the Localizer signals are used by the FMS. if the GPS and DMEs only are used as combined navigation sensors. if the DMEs only are used as navigation sensors. if the GPS only is used as navigation sensor.

528. Concerning the flight warning system (FWS), if aural signals are provided, the signal for:
A. B. C. D. a warning should always take priority over that for a caution. an advisory should always take priority over that for a caution. a caution should always take priority over that for a warning. an advisory should always take priority over that for a warning.

529. Concerning the flight warning system (FWS), caution messages:


A. B. C. D. are the next highest priority alert messages after warning messages. are the highest priority alert messages. indicate that immediate recognition and corrective or compensatory action by the crew is required. are inhibited by advisory messages.

530. Concerning the flight warning system (FWS), advisory messages may be:
A. B. C. D. any colour except green. any colour except red, and preferably not amber. any colour except amber. red.

531. Concerning the direct reading magnetic compass, the turning error:
A. B. C. D. increases with the magnetic latitude. does not depend on the magnetic latitude. decreases with the magnetic longitude. decreases with the magnetic latitude.

532. CAS can be obtained from the following data:


A. B. C. D. EAS and pressure altitude. EAS and density altitude. TAS and pressure altitude. TAS and density altitude.

533. Automatic Flight Control System (AFCS) series actuator is:


A. B. C. D. displayed to the pilot by movement on the ADI/EADI. displayed in the cockpit as a function of input and output signals. passed to the pilot via control stick position. not displayed in the cockpit due to short duration of operation.

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534. Concerning the FMS (Flight Management System), entering a cost index of zero:
A. B. C. D. modifies only cruising airspeed. results in maximum trip fuel. does not influence fuel consumption. results in minimum trip fuel.

535. The FMS navigation database includes the following data: 1- airports 2- obstacles 3- navaids 4airways 5- terrain cells The combination which regroups all of the correct statements is:
A. B. C. D. 2, 5. 1, 3, 4. 1, 2, 3. 1, 3, 4, 5.

536. The altimeter of your aircraft indicates 15000 ft with a subscale-setting of 1013,25 mb. OAT is -21 C. The pressure altitude of the aircraft is:
A. B. C. D. 15000 ft. 572 hPa. 14640 ft. 15360 ft.

537. The flight warning system (FWS) generates a caution message if:
A. B. C. D. immediate recognition and corrective or compensatory action by the crew is required. immediate crew awareness is required and subsequent crew action will be required. crew awareness is required and subsequent crew action may be required. crew awareness is required and corrective or compensatory action by the crew is immediately required.

538. During a climb at a constant IAS below the tropopause in ISA conditions:
A. B. C. D. the Mach number and the true airspeed increase. the Mach number and the true airspeed decrease. the Mach number decreases and the true airspeed increases. the Mach number increases and the true airspeed decreases.

539. The FMS is approved to provide guidance for the following approaches: 1- RNAV 2- PAR 3VOR/DME, VOR 4- MLS The combination which regroups all of the correct statements is:
A. B. C. D. 1, 2. 1, 3, 4. 2, 4. 1, 3.

540. The FMS is approved to provide guidance for the following approaches: 1- RNAV 2- ILS 3- MLS 4- VOR, NDB The combination which regroups all of the correct statements is:
A. B. C. D. 2, 3. 1, 4. 1, 2, 4. 1, 3, 4.

541. The FMS is approved to provide guidance for the following approaches:

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A. B. C. D. non precision and precision approaches. non precision approaches and ILS CAT I precision approaches only. precision approaches limited to CAT II. non precision approaches.

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542. The FMS cross track (XTK) is:


A. B. C. D. the angular distance error, to the left or right from the desired track (DTK) to the aircraft track (TK). the distance error between the FMS computed position and the IRS computed position. the abeam distance error, to the left or right from the desired flight plan leg to the aircraft position. the distance error between the FMS computed position and the GPS computed position.

543. The altimeter of your aircraft indicates 11000 ft with a subscale-setting of 1013,25 mb. QNH is 1023 hPa. OAT is +3C. The pressure altitude of the aircraft is:
A. B. C. D. 11000 ft. 11740 ft. 670 hPa. 10260 ft.

544. The flight warning system (FWS) generates a warning message if:
A. B. C. D. immediate crew awareness is required and corrective or compensatory action by the crew may be required. immediate crew awareness is required and subsequent crew action will be required. crew awareness is required and subsequent crew action may be required. immediate recognition and corrective or compensatory action by the crew is required.

545. The altimeter of your aircraft indicates 12000 ft with a subscale-setting of 1013,25 mb. QNH is 999 hPa. The pressure altitude of the aircraft is:
A. B. C. D. 11580 ft. 12000 ft 12420 ft. 644 hPa.

546. The EPR (Engine Pressure Ratio) is:


A. B. C. D. the ratio of the turbine outlet total pressure to the ambient total pressure. the difference between the compressor inlet total pressure and the turbine outlet total pressure. the ratio of the compressor outlet total pressure to the compressor inlet total pressure. the ratio of the turbine outlet total pressure to the compressor inlet total pressure.

547. The duration of a FMS navigation database loaded before expiring is:
A. B. C. D. 2 months. 15 days. 28 days. 3 months.

548. The command bars of a flight director:


A. B. C. D. are always displayed during take-off. are displayed only when flying manually. are displayed only when the autopilot is engaged. may be displayed when flying manually or with the autopilot engaged.

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549. The altimeter of your aircraft indicates 17000 ft with a subscale-setting of 1013,25 mb. QNH is 1031 hPa. The pressure altitude of the aircraft is:
A. B. C. D. 17540 ft. 527 hPa. 17000 ft. 16460 ft.

550. The altimeter of your aircraft indicates 16000 ft with a subscale-setting of 1013,25 mb. QNH is 993 hPa. OAT is -3C. The pressure altitude of the aircraft is:
A. B. C. D. 549 hPa. 17700 ft. 16000 ft. 14300 ft.

551. The FMS lateral offset function consists in:


A. creating a new waypoint using a reference flight plan waypoint and a distance From this waypoint along the flight plan legs. B. flying a FMS selected lateral pattern used for search and rescue operations. C. flying along the flight plan legs with a constant right or left offset manually entered on the FMS CDU. D. displaying the lateral cross track deviation (XTK) of the aircraft according to the active flight plan leg.

552. The flight warning system (FWS) generates an advisory message if:
A. B. C. D. immediate crew awareness is required and subsequent crew action will be required. immediate recognition and corrective or compensatory action by the crew is required. crew awareness is required and subsequent crew action may be required. crew awareness is required and corrective or compensatory action by the crew is required.

553. A flux valve detects the horizontal component of the earth''s magnetic field 1- the flux valve is made of a pair of soft iron bars 2- the information can be used by a "flux gate" compass or a directional gyro 3- the flux gate valve casing is dependent on the aircraft three inertial axis 4- the accuracy on the value of the magnetic field indication is less than 0,5.; The combination regrouping all the correct statements is :
A. B. C. D. 2-4 1-3-4 1-2-4 1-2-3-4

554. The inputs to the GPWS (Ground Proximity Warning System), are: 1- Air Data Computer - (Mach number and Vertical Speed) 2- Radio Altimeter 3- NAV/ILS (Glide Slope) 4- NAV/VOR 5- Flap (position) 6- Weight of the aircraft 7- Landing Gear (position)The combination of correct statement is:
A. B. C. D. 2,3,4,5,7; 1, 4, 7. 1,2,5,6,7; 1,2,3,5,7;

555. The mode selector of an inertial unit comprises the OFF - STBY - ALIGN - NAV - ATT positions:; 1 - on "STBY", the unit aligns on the local geographic trihedron;; 2 - the "ATT" position is used in automatic landing (mode LAND);; 3 - on "NAV" the coordinates of the departure position can be entered; 4. the horizontal alignment precedes the unit orientation calculation; 5. in cruise, the unit can only be used in "NAV" mode; The combination regrouping all the correct statements is:
A. 1, 3, 5.

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B. 4. C. 2, 5. D. 1, 2, 4.

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556. The operation of the GPWS (Ground Proximity Warning System) is governed by laws taking the aircraft height into account as well as: 1- the descent rate 2- the climb rate 3- the aircraft configuration 4- the selected engine rpm The combination regrouping all the correct statements is :
A. B. C. D. 2,3; 1,3; 2,4; 1,2,4;

557. The stall warning system of a large transport aeroplane includes: 1- an angle of attack sensor 2- a computer 3- a transmitter originating from the anemometer 4- an independent pitot probe 5- a transmitter of the flap/slat position indicating system. The combination regrouping all the correct statements is:
A. B. C. D. 1, 2, 5.; 1, 2, 4, 5.; 1, 4.; 1, 2, 4.;

558. The stall warning system receives information about the: 1- aeroplane angle of attack 2- aeroplane speed 3- aeroplane bank angle 4- aeroplane configuration 5- load factor on the aeroplane The combination regrouping all the correct statements is:
A. B. C. D. 1, 4; 1, 3, 5; 2, 3, 4, 5; 1, 2, 3, 4, 5;

559. The TCAS 2 data display devices can be in the form of: 1- a specific dedicated screen 2- a screen combined with the weather radar 3- a variometer represented on a liquid crystal screen which allows the display of Traffic Advisory (TA) and Resolution Advisory (RA) 4- an EFIS (Electronic Flight Instrument System) screen.; The combination regrouping all the correct statements is:
A. B. C. D. 1 and 3.; 3 and 4.; 1, 2 and 3.; 1, 2, 3 and 4.;

560. The altimeter is subject to static pressure error. This error results from:
A. B. C. D. incorrect pressure sensing caused by disturbed airflow around the static ports.; cabin pressure slightly lower than outside air pressure due to airflow over the fuselage.; imperfect elasticity of the aneroid capsules.; frictions inside the instrument.;

561. According to CS 25, section 3 concerning the Electronic Display Systems, the white/cyan colours are associated with the following indication:
A. B. C. D. engaged mode.; warning.; armed mode.; caution.;

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562. The purpose of the Navigation Display (ND) is to display the following information:
A. B. C. D. intruding traffics, TCAS symbols, weather radar.; flight plan, weather radar, terrain map, TCAS symbols.; flight plan, engine failure, navaids, resolution advisory (RA).; terrain map, navaid bearings, flight director active modes.;

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563. The purpose(s) of the flight director system is (are) to: 1 - give the position of the aircraft according to radioelectric axis. 2 - give the position of the aircraft according to waypoints. 3 - to aid the pilot when flying manuallyThe combination that regroups all of the correct statements is::
A. B. C. D. 1, 2, 3.; 2, 3.; 3 1, 3.;

564. Heading hold is normally:


A. B. C. D. regarded as a basic function of automatic stabilisation equipment.; a function of a stability augmentation system.; not regarded as a basic function.; regarded as a basic function of a stability augmentation system.;

565. When engaged in the lateral navigation mode (LNAV) the autopilot uses:
A. B. C. D. the FMS path angle command.; the FMS computation of the aircraft position and the FMS active (TO) waypoint bearing.; the FMS active (TO) waypoint coordinates.; the FMS roll or heading command.;

566. An aircraft is turning right, with too much bank (slipping turn). The yaw damper system:
A. B. C. D. acts on the right rudder pedal to provide a balanced turn.; is not designed to provide a balanced turn.; acts only in case of skidding turns (turn with not enough bank).; acts on the left rudder pedal to provide a balanced turn.;

567. The yaw damper system sends a motion order to the rudder if the yawing rate of the aircraft:
A. B. C. D. is > 1 only.; is not constant.; is > 0 only.; is constant.;

568. The yaw damper system is operative:


A. B. C. D. only if the autopilot is engaged.; only when flying manually.; during manual or automatic flight.; only if the flight director is engaged.;

569. The flight warning system (FWS): 1 - increases the situation awareness of the crew. 2 - transmits automatically to ATC distress messages. 3 - gives suitable indications to the crew of the action necessary to avoid impending danger. 4 - prioritises warnings. 5 - can not generate alerts in case of aerodynamic limits exceeding. The combination that regroups all of the correct statements is:

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A. B. C. D. 1, 3, 5.; 1, 3, 4.; 1, 4, 5.; 2, 3, 4, 5.;

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570. The GPWS CPU (Central Processing Unit) is able to detect: 1- excessive descent rate. 2- excessive rate of terrain closure. 3- excessive angle of attack. 4- too high descent attitude. 5- loss of altitude after take-off. 6- abnormal gear/flaps configuration. 7- excessive glidepath deviation. The combination that regroups all of the correct statements is:
A. B. C. D. 1,2,5,6,7; 2,3,5,7; 3,4,5,6; 1,2,4,6,7;

571. The properties of a single-phase electrical tachometer are: 1 - indication depending on the line resistance. 2 - independance from the aircraft airborne power supply. 3 - simple design The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2, 3.; 1, 3.; 2, 3.; 1, 2.;

572. A free gyro has the axis of the spinning rotor horizontal and aligned with the geographic meridian.; If this free gyro is situated at latitude 60N, the apparent drift rate according to the earthbound observer is:;
A. B. C. D. 13/h to the left. 7.5/h to the left. 13/h to the right. 7.5/h to the right.

573. The alternate static source of a non-pressurized aircraft is located in the cabin. As the alternate static source is opened, the vertical airspeed indicator may:
A. B. C. D. be blocked. show a momentary climb. show a slight momentary descent. show a high rate of descent.

574. During a final approach, the flight director system is engaged in the G/S mode (holding of ILS Glide Slope). The position of the horizontal command bar indicates:; 1 - the position of the aircraft relative to the ILS Glide Slope; 2 - the correction on the pitch to be applied to join and follow the ILS Glide Slope; 3 - the pitch attitude of the aircraft; The combination regrouping all the correct statements is:
A. B. C. D. 1,2 1 1,3 2

575. Below the tropopause with no temperature inversion, when climbing at constant Mach number:
A. B. C. D. TAS remains constant. TAS decreases. TAS increases. the difference between surrounding conditions and ISA must be known to deduce the TAS variation.

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576. Below the tropopause, with no temperature inversion, when descending at constant Mach number:
A. B. C. D. TAS increases. the difference between surrounding conditions and ISA must be known to deduce the TAS variation. TAS remains constant. TAS decreases.

577. An aeroplane is in a steady climb. The auto-throttle maintains a constant Mach number. If the total temperature remains constant, the calibrated airspeed:
A. B. C. D. decreases. remains constant. increases. decreases if the static temperature is lower than the standard temperature, increases if higher.

578. An angle of attack sensor may consist of:; 1 - an inertial system computing the difference between flight path and flight attitude; 2 - a conical slotted probe which positions itself to determine the angle of attack; 3 - a vane detector which positions the rotor of a synchro; The combination regrouping all the correct statements is:
A. B. C. D. 1, 2, 3. 2, 3. 1, 2. 1, 3.

579. An airplane is in steady cruise at flight level 290. The auto-throttle maintains a constant Mach number. If the total temperature decreases, the calibrated airspeed:
A. B. C. D. remains constant. increases. decreases if the outside temperature is lower than the standard temperature, increases if higher. decreases.

580. An airplane is in steady cruise at flight level 290. The auto-throttle maintains a constant Mach number. If the total temperature increases, the calibrated airspeed:
A. B. C. D. decreases. remains constant. increases. increases if the static temperature is higher than the standard temperature, decreases if lower.

581. In standard atmosphere, when climbing at constant CAS:


A. B. C. D. TAS and Mach number decrease. TAS increases and Mach number decreases. TAS and Mach number increase. TAS decreases and Mach number increases.

582. For a directional gyro, the system which detects the local vertical supplies:
A. B. C. D. a nozzle integral with the outer gimbal ring. a levelling erection torque motor. a torque motor on the sensitive axis. two torque motors arranged horizontally.

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583. In a standard atmosphere and at the sea level, the calibrated airspeed (CAS) is:
A. B. C. D. equal to the true airspeed (TAS). independent of the true airspeed (TAS). higher than the true airspeed (TAS). lower than the true airspeed (TAS).

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584. The total pressure probe (pitot tube) is mounted at a distance from the aeroplane skin such that:
A. B. C. D. it is easily accessible during maintenance checks. it does not disturb the aerodynamic flow around the aircraft. it is protected from icing. it is located outside the boundary layer.

585. On a TCAS 2 (Traffic Collision Avoidance System) the preventive "resolution advisory" (RA) is a "resolution advisory":
A. asking the pilot to modify effectively the vertical speed of his aircraft. B. that advises the pilot to avoid certain deviations from the current vertical rate but does not require any change to be made to that rate. C. asking the pilot to modify the heading of his aircraft. D. asking the pilot to modify the speed of his aircraft.

586. On the display of a TCAS 2 (Traffic alert and Collision Avoidance System), a resolution advisory (RA) is represented by:
A. B. C. D. a white or cyan empty lozenge. a white or cyan solid lozenge. a red full square. an amber solid circle.

587. The most favourable conditions to apply the flexible take-off procedure are:; 1 - high take-off mass; 2 - low take-off mass; 3 - high outside temperature; 4 - low outside temperature; 5 - high atmospheric pressure; 6 - low atmospheric pressure; The combination grouping all the correct answers is:
A. B. C. D. 2,3,6 1,3,5 2,4,5 2,4,6

588. Which of these statements about the activation of the take-off warning when a take-off is initiated are correct or incorrect?; I. An aural warning is given when the stabiliser is not in a safe position for take-off.; II. An aural warning is given when the parking brake is still ON.
A. B. C. D. I is correct, II is correct. I is incorrect, II is incorrect. I is incorrect, II is correct. I is correct, II is incorrect.

589. The parameter that determines the relationship between EAS and TAS is:
A. B. C. D. OAT. density altitude. pressure altitude. Mach number.

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590. The operating principle of an inertial system consists in:
A. B. C. D.

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measuring the position of the aircraft and performing integrations to elaborate the ground speed and acceleration. measuring the earth rotation and performing integrations to elaborate the aircraft ground speed and position. measuring the acceleration of the aircraft and performing integrations to elaborate the ground speed and the position. measuring the acceleration, speed and position of the aircraft.

591. In a yaw damper system, sensing of a disturbance in yaw is usually by:


A. B. C. D. measuring the rudder angular movement. measuring the roll rate. a rate gyro or an accelerometer. measuring the ailerons angular movement.

592. Compared with a stabilised platform inertial system, a strapdown inertial system: 1 - can aligne while the aircraft is moving 2 - has a quicker alignment phase 3 - is more reliable in time The combination that regroups all the correct statements is:
A. B. C. D. 2, 3. 1, 2, 3. 1, 2. 3.

593. With CAS and pressure altitude, we can deduce:


A. B. C. D. nothing. TAS. EAS and TAS. EAS.

594. The radio altimeter uses the following wavelengths:


A. B. C. D. myriametric. centimetric. millimetric metric.

595. The FMS navigation database includes the following data: 1 - obstacles 2 - waypoints 3 - SID, STAR 4 - relief 5 - magnetic variation The combination that regroups all of the correct statements is:
A. B. C. D. 1, 3, 5. 2, 3, 5. 1, 2, 3. 1, 2, 4.

596. In an inertial navigation system, to know the distance travelled:


A. B. C. D. it is necessary to integrate once the speed in time, and to know the initial position only. integrating once the speed in time is sufficient. it is necessary to integrate once the speed in time, and to know the initial speed and the initial position. it is necessary to integrate once the speed in time, and to know the initial speed only.

597. To obtain the instantaneous speed from the accelerations:


A. integrating the acceleration once in time is sufficient. B. it is necessary to integrate the acceleration once in time, and to know the initial speed and the initial position. C. it is necessary to integrate the acceleration once in time, and to know the initial speed only.

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D. it is necessary to integrate the acceleration once in time, and to know the initial position only.

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598. To obtain the instantaneous position from the accelerations:


A. B. C. D. it is necessary to integrate twice the acceleration in time, and to know the initial position only. integrating twice acceleration in time is sufficient. it is necessary to integrate twice the acceleration in time, and to know the initial speed only. it is necessary to integrate twice the acceleration in time, and to know the initial position and the initial speed.

599. Concerning the command bars of a flight director:


A. B. C. D. it is possible to remove them by switching the flight director OFF. it is not possible to remove them on some types of flight director systems. autopilot must be first engaged before removing them. autopilot must be first disengaged to remove them.

600. The yaw damper system acts on:


A. B. C. D. the rudder and simultaneously moves the rudder pedals. the ailerons without moving the roll trim. the ailerons and simultaneously moves the roll trim. the rudder without moving the rudder pedals.

601. The yaw damper system acts on:


A. B. C. D. the rudder and the ailerons if necessary. the rudder and the speed brakes if necessary. the rudder and the roll trim if necesarry. the rudder only.

602. Speed of sound is proportional to:


A. B. C. D. the square root of the TAS. the square of the TAS. the square of the absolute temperature. the square root of the absolute temperature.

603. The Total Air Temperature (TAT) is:


A. B. C. D. the average temperature resulting from the temperature measure of the pitot and TAT probes. the static air temperature (SAT) multiplied by the recovery factor. the impact air temperature measured by the pitot probe. the temperature resulting from the aircraft motion in the air.

604. During a climb, if the total pressure head is rapidly clogged up by ice, the sensed total pressure remains constant and:
A. B. C. D. the static pressure decreases, implying an increasing IAS. the static pressure decreases, implying a decreasing IAS. the static pressure increases, implying a decreasing IAS. the IAS remains also constant.

605. The disadvantages of a float type fuel gauge are:; 1- the design is complex; 2- the indications are influenced by the aircraft attitude variations; 3- the indications are influenced by the accelerations ; 4the indications are influenced by temperature variations; The combination that regroups all of the

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correct statements is:
A. B. C. D. 1, 2, 3, 4. 2, 3. 1. 2, 3, 4.

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606. The Static Air temperature (SAT) is:


A. B. C. D. the TAT divided by the recovery factor. the outside air temperature measured by the pitot probe. the ambiant outside air temperature the temperature resulting from the aircraft motion in the air.

607. The lateral flight path modes of an autopilot system are: 1 - Speed hold 2 - Localiser intercept and track 3 - Track hold 4 - FMS lateral navigation 5 - Pitch attitude hold The combination that regroups all of the correct statements is:
A. B. C. D. 2, 3, 4. 1, 3, 5. 1, 2, 3, 4. 2, 4.

608. Considering a flight director of the command bars type:


A. B. C. D. the vertical bar is associated with the roll channel. the horizontal bar is associated with the roll channel. the horizontal bar may be associated with the roll channel. the vertical bar is associated with the pitch channel.

609. The EGPWS may propose the Terrain Look-Ahead Alerting function; this function uses:
A. B. C. D. the weather radar to detect any high ground in conflict with the flight path of the aircraft. the same caution and warning envelopes than the mode 2 GPWS (excessive terrain closure rate). an electronic map of the world giving ground elevation. a specific radar to detect any high ground in conflict with the flight path of the aircraft.

610. A flight control system is fail-passive if, in the event of a failure:


A. there is no significant out-of-trim condition or deviation of flight path or attitude but the landing is not completed automatically. B. the system operates as a fail-operational system. C. the system operates as a fail-operational hybrid landing system. D. there is no significant out-of-trim condition or deviation of flight path or attitude and the landing is completed automatically.

611. In a inertial navigation system, the integration process makes a:


A. B. C. D. distance division. time multiplication. time division. distance multiplication.

612. The GPWS can warn the crew in case of: 1 - excessive deviation below selected altitude 2 windshear 3 - excessive terrain closing rate The combination that regroups all of the correct statements is:

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A. B. C. D. 3. 2, 3. 1, 2, 3. 1.

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613. The purpose of the autopilot Control Wheel Steering (CWS) mode is:
A. B. C. D. to control the nose wheel steering during low visibility take off and landing. to consider as target parameters, the current pitch and roll angles at the time the mode becomes active. to control the nose wheel steering during automatic landing. to capture and hold the altitude selected with the control wheel on the mode control panel.

614. The purpose of the FMS temperature compensation function is:


A. to provide the destination airport or runway elevation. B. to provide compensated temperatures at the waypoints along the vertical approach profile. C. to provide compensated altitudes for temperatures different from standard atmosphere along the vertical approach profile. D. to provide the destination airport air temperature.

615. When engaged in the FMS lateral navigation mode (LNAV) the autopilot uses the command provided by the:
A. B. C. D. VOR or Localizer receiver. VOR receiver. track selector. FMS.

616. Concerning the TCAS 2, when receiving a resolution advisory (RA), crew members should:
A. B. C. D. disregard this RA if they have a mode S transponder. try to establish visual contact with the intruder before taking any evasive action. immediatly engage autopilot which will be temporarily controlled by the TCAS. immediatly initiate the required manoeuvre.

617. In an autopilot system, the flight path modes are: 1 - Pitch attitude hold 2 - IAS and Mach number hold 3 - Altitude hold 4 - Glide slope intercept and track The combination regrouping all the correct statements is:
A. B. C. D. 1, 2, 3, 4. 2, 3, 4. 4. 3.

618. The main inputs to the flight envelope protection system are: 1 - GPWS signals 2 - ACAS signals 3 - angle of attack 4 - bank angle The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2. 2, 3, 4. 3, 4. 1, 2, 3, 4.

619. The characteristics of the gyroscope used in a gyromagnetic compass system are: (NB: the rotor spin axis is not counted for the number of degrees of freedom of the gyro)
A. two degrees of freedom, whose axis is maintained in the direction of the local vertical by an erecting system.

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B. one degree of freedom, whose axis is maintained in the direction of the local vertical by an erecting system. C. one degree of freedom, whose horizontal axis is maintained in the horizontal plane by an erecting system. D. two degrees of freedom, whose horizontal axis corresponding to the reference direction is maintained in the horizontal plane by an erecting system.

620. A thermocouple consists of:


A. B. C. D. two layers of identical metals, one being longer than the other. a junction of two dissimilar metals. several layers of identical metals, but with different thickness. two layers of identical metals, both having the same size.

621. A radio altimeter uses the following frequency band:


A. B. C. D. VHF (Very High Frequency). VLF (Very Low Frequency). HF (High Frequency). SHF (Super High Frequency).

622. Concerning a fuel gauge system, a pilot is more interested by the:


A. B. C. D. volume of the fuel than the permittivity of the fuel. mass of the fuel than the volume of the fuel. volume of the fuel than the density of the fuel. volume of the fuel than the mass of the fuel.

623. The limits of the green scale of an airspeed indicator are:


A. B. C. D. VS1 and VNE. VS1 and VNO. VS1 and VMO. VS0 and VNE.

624. According to AMC 25-11 concerning the electronic display systems, the amber/yellow colours are associated with the following alert:
A. B. C. D. waring. status. caution. advisory.

625. Concerning the pitot and static system, the static pressure error varies according to: 1 - altimeter setting 2 - speed 3 - angle of attack The combination that regroups all of the correct statements is:
A. B. C. D. 2 and 3. 1 and 2. 1, 2 and 3. 1 and 3.

626. The alignment of an inertial system can be sucessfully performed:


A. B. C. D. in all phases of flight. in all phases of flight outside areas of turbulence. when the aircraft is taxiing. when the aircraft is stationary.

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627. The alternate static source is used:
A. B. C. D. when the drain holes freeze. to compensate the static pressure error. when the static ports become blocked. to compensate the hysteresis of the aneroid capsule.

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628. The stall warning is inhibited: 1 - when the flaps are retracted 2 - when the aeroplane is on the ground 3 - when encountering a windshear 4 - upon receiving a GPWS alert The combination regouping all the correct statements is:
A. B. C. D. 2, 3. 2, 4. 1, 2. 2.

629. According to AMC 25-11 concerning the electronic display systems, the colour associated with an engaged mode is:
A. B. C. D. green. magenta. white. amber.

630. If the acceleration of an aircraft is zero, its velocity:


A. B. C. D. is always zero. will decrease. is constant. will increase.

631. On a large aeroplane and according to the CS25: the stall warning system must provide an alarm with sufficient margin to prevent inadvertent stalling:
A. B. C. D. with the flaps fully extended and gear down only. with the flaps not retracted only, whatever the position of the landing gear. with the flaps and landing gear in any normal position. with the flaps down and gear up only.

632. The time for a normal alignment (not a quick alignment) of a strapdown inertial system is:
A. B. C. D. less than 1 minute. 3 to 10 minutes. 15 to 20 minutes. 1 to 2 minutes.

633. The flight envelope protection system prevents the aircraft from exceeding the limits of the following parameters (among others):; 1 - N1; 2 - angle of attack; 3 - speed; 4 - pitch attitude; 5 - flight level; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2, 3, 4, 5. 2. 2, 3, 4. 2, 3, 4, 5.

634. The position error of a stand alone inertial system, is approximately:

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A. B. C. D. 0.01 to 0.2 NM per hour. 0.5 to 2 NM per hour. 6 to 8 NM per hour. 8 to 10 NM per hour.

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635. The FMS provides the following functions: 1- lateral and vertical flight plan management 2- de icing management 3- aircraft position computation 4- terrain awareness and warning The combination that regroups all of the correct statements is:
A. B. C. D. 4. 1, 3, 4. 1, 2, 3. 1, 3.

636. The machmeter is subject to position error. This error varies according to: 1 - angle of attack 2 OAT 3 - TAS The combination that regroups all of the correct statements is:
A. B. C. D. 3. 1, 3. 1, 2, 3. 1.

637. The output data of an IRS include: 1 - attitude 2 - altitude 3 - present position (lat, long) 4 - static air temperature The combination regrouping all the correct statements is:
A. B. C. D. 1, 2, 3, 4. 1, 3. 1, 2, 3. 1, 3, 4.

638. The direct reading magnetic compass is no more reliable when approaching:; 1 - the magnetic poles.; 2 - the magnetic equator with a east or west heading.; 3 - the magnetic equator with a north or south heading.; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 3. 1, 2. 1, 2, 3. 1.

639. A float type fuel gauge:; 1 - gives a mass information; 2 - gives information independent of aircraft's manoeuvres and attitude changes; 3 - gives information all the more accurate as the tank is full; 4 - is typically a DC powered system; The combination that regroups all of the correct statements is:
A. B. C. D. 1. 4. 1, 2, 3, 4. 1, 3, 4.

640. The auto-throttle system of a transport aeroplane has the following mode(s):; 1- capture and holding of IAS; 2- capture and holding of Mach number; 3- capture and holding of flight angle of attack; 4- capture and holding of N1 or EPR; 5- capture and holding of flight paths; The combination that regroups all of the correct statements is:
A. B. C. D. 2, 4 1, 4, 5 1, 2, 3, 5 1, 2, 4

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641. Concerning the FMS, the parameters used to work out the vertical flight profile are:; 1 - zero fuel weight; 2 - cost index; 3 - fuel quantity; 4 - oxygen quantity available for flight crew; 5 - minimum safe enroute altitude; The combination that regroups all of the correct statements is:
A. B. C. D. 3, 4, 5. 1, 2, 3, 5. 1, 2, 5. 1, 2, 3.

642. The GPWS warns the crew in case of:; 1 - excessive descent rate; 2 - excessive terrain closure rate; 3 - potential midair collision threat; 4 - serious midair collision threat; 5 - unsafe terrain clearance with landing gear not down ; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2, 3, 5. 1, 2, 4, 5. 1, 2, 5. 4.

643. The lateral flight path modes of an autopilot system are: 1 - Heading hold 2 - Speed hold 3 - FMS lateral navigation 4 - TAS hold 5 - Localizer intercept and track The combination that regroups all of the correct statements is:
A. B. C. D. 2, 5. 1, 3, 4. 1, 3, 5. 1, 2, 3, 5.

644. The EGPWS may propose the following functions:; 1 - Abnormal Take-off Configuration (ATC); 2 - Terrain Clearance Floor (TCF); 3 - Predictive Wind Shear (PWS); 4 - Terrain Look Ahead Alerting; 5 - Terrain Alerting and Display (TAD); The combination regrouping all of the correct statements is:
A. B. C. D. 2, 4, 5. 2, 3, 4, 5. 1, 3, 4. 1, 2, 3, 5.

645. The alignment sequence of an IRS consists of:; 1 - searching for the local vertical; 2 - searching for the true north; 3 - searching for the latitude; 4 - searching for the longitude; 5 - comparison between the computed longitude and the one entered by the pilot; 6 - comparison between the computed latitude and the one entered by the pilot; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2, 4, 5. 1, 2, 3, 6. 3, 4. 1, 2, 3, 4, 5, 6.

646. Components of the FMS are: 1 - CDU (Control and Display Unit) 2 - Database 3 - FMC (Flight Management Computer) 4 - Electronic check-lists 5 - GPWS mode controller The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2, 4, 5. 3, 4. 1, 3. 1, 2, 3.

647. The CPDLC messages may concerne: 1 - Route modifications 2 - Speed changes 3 - Voice contact

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request 4 - Emergency messages The combination regrouping all the correct statements is:
A. B. C. D. 1, 2. 1, 2, 3, 4. 3, 4. 1, 2, 4.

648. The FMS provides the following functions: 1- vertical flight plan management 2- aid for fuel management 3- lateral flight plan management 4- terrain awareness and warning The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2, 3. 1, 3, 4. 1, 2, 4. 2, 3, 4.

649. The FMC determines and update present aircraft position from the following systems: 1 - GPS 2 IRS 3 - Navigation radios 4 - ACARS The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2, 4. 3. 1, 2, 3. 1, 2, 3, 4.

650. The flight warning system (FWS):; 1 - draws the attention of the crew to the existence of an abnormal condition; 2 - gives indications to the crew to identify an abnormal condition; 3 - transmits automatically to ATC urgency messages; 4 - can not generate alerts in case of engine malfunctions; 5 prioritises warnings; The combination that regroups all of the correct statements is:
A. B. C. D. 1,4. 1, 2, 4. 2, 4, 5. 1, 2, 5.

651. On a large aeroplane, the input data of the stall warning system are: 1 - angle of attack 2 - weight 3 - bank angle 4 - configuration (slats / flaps) The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2. 1, 4 1, 2, 4. 2, 3, 4.

652. The FMC determines and update present aircraft position from the following systems: 1SATCOM 2- GPS 3- DME 4- IRS The combination that regroups all of the correct statements is:
A. B. C. D. 2, 4. 1, 2, 4. 1, 3. 2, 3, 4.

653. The vertical flight path modes of an autopilot system are: 1- Pitch attitude hold 2- Altitude hold 3Track hold 4- Glide slope intercept and track The combination that regroups all of the correct statements is:
A. 1. B. 1, 2, 3. C. 1, 2, 4.

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D. 2, 4.

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654. The FMS enables to fly an optimum flight profile. For this, the FMC (Flight Management Computer) uses: ; 1 - flight-crew entered flight plan data; 2 - data from ADC; 3 - aircraft position; 4 - a memorised relief world data base; 5 - data from the FMC navigation data base; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2, 3, 5. 1, 3, 5. 2, 3, 4. 1, 2, 5.

655. According to CS25, a CVR (Cockpit Voice Recorder) must record:; 1 - communications transmitted from or received in the aeroplane by radio; 2 - communications of flight-crew members on the flight deck; 3 - communications of flight-crew members on the flight deck using the aeroplane's interphone system; 4 - audio signals identifying navigation or approach aids introduced into a headset or speaker; The combination regrouping all the correct statements is:
A. B. C. D. 1, 2, 3, 4. 1, 3. 2, 4. 1, 2.

656. Concerning the TCAS II:; 1 - Neither advisory nor traffic display is provided for aircraft that do not have an operating transponder; 2 - TCAS II operation is independent of ground-based air traffic control; 3 - TCAS II has feeds from the radioaltimeter; The combination that regroups all of the correct statements is:
A. B. C. D. 2, 3. 1, 2, 3. 1, 2. 1, 3.

657. The aural alert associated with the mode 5 (excessive deviation below Glideslope) of the GPWS is:
A. B. C. D. "GLIDESLOPE". "CAUTION GLIDESLOPE". "MONITOR GLIDESLOPE". "TOO LOW GLIDESLOPE".

658. The aural alert associated with the mode 1 (excessive descent rate) of the GPWS is:
A. B. C. D. "TOO LOW TERRAIN". "TERRAIN". "DON'T SINK". "SINKRATE".

659. The aural alert associated with the mode 3 (altitude loss after take-off or go-around) of the GPWS is:
A. B. C. D. "SINKRATE". "TOO LOW TERRAIN". "TERRAIN". "DON'T SINK".

660. The aural alert associated with the mode 2 (excessive terrain closure rate) of the GPWS is:

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A. B. C. D. "TERRAIN". "DON'T SINK". "CLIMB". "SINKRATE".

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661. The aural alert(s) associated with the mode 4 of the GPWS (unsafe terrain clearance while not in the landing configuration) is (are):
A. B. C. D. "TOO LOW GEAR", "TOO LOW FLAPS", "TOO LOW TERRAIN" "TOO LOW FLAPS", "TOO LOW GEAR", "GLIDE SLOPE" "TOO LOW, TERRAIN" only. "TOO LOW", "CHECK FLAPS", "CHECK GEAR".

662. In the case of altitude loss during the initial climb after take off, GPWS generates an aural alert:
A. B. C. D. "TERRAIN AHEAD". "TOO LOW FLAPS". "DON'T SINK". "TOO LOW GEAR".

663. The output data of an IRS include: 1 - present position (lat, long) 2 - total pressure 3 - static air temperature 4 - true heading The combination regrouping all the correct statements is:
A. B. C. D. 1, 2, 4. 1, 3. 2, 3. 1, 4.

664. The CPDLC function consists in exchanging messages relative to: 1 - Route modifications 2 Crossing constraints 3 - Transfer of ATC center 4 - Speed changes The combination which regroups all of the correct statements is:
A. B. C. D. 3. 1, 2, 3, 4. 1, 3, 4. 2, 4.

665. The systems that can be connected to the Communication Management Unit (CMU), are: 1 EGPWS 2 - HF Communication Unit 3 - Multipurpose Control and Display Unit (MCDU) 4 - VHF Communication Unit 5 - Satcom The combination which regroups all of the correc
A. B. C. D. 2, 3, 4, 5. 1, 3. 2, 4, 5. 1, 3, 4.

666. The FMS FLIGHT PLAN or LEG page displays the following parameters relative to the flight plan legs or waypoints: 1 - aircraft position (Long / Lat) 2 - speed 3 - distance 4 - track The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2. 2, 3, 4. 1, 3, 4. 1, 2, 3, 4.

667. The systems that can be connected to the Communication Management Unit (CMU), are:; 1 -

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Flight Director; 2 - FMS; 3 - Multipurpose Control and Display Unit (MCDU); 4 - communication unit (VHF, HF, Satcom); The combination which regroups all of the correct statements is:
A. B. C. D. 1, 3, 4. 2, 3. 2, 4. 2, 3, 4.

668. The FMS provides the following functions: 1 - traffic advisories emission 2 - resolution advisories emission 3 - aid for fuel management 4 - lateral flight plan management The combination that regroups all of the correct statements is:
A. B. C. D. 1, 3, 4. 1, 2, 3. 3, 4. 1, 4.

669. The output data of an IRS include: 1 - satellites status 2 - altitude 3 - drift angle 4 - present position (lat, long) The combination regrouping all the correct statements is:
A. B. C. D. 4. 2, 4. 1, 3, 4. 3, 4.

670. The basic on-board datalink communication system is typically composed by the following sub systems:; 1 - Communication Management Unit (CMU); 2 - Multi-purpose Control and Display Unit (MCDU); 3 - Communication unit (VHF, HF, Satcom); The combination which regroups all of the correct statements is:
A. B. C. D. 1, 2, 3. 1, 3. 2, 3. 1, 2.

671. The different types of ADS contracts can be: 1 - periodic: at periodic time intervals 2 - on demand: when asked for by the ATC 3 - on event: whenever a specified event occurs The combination which regroups all of the correct statements is:
A. B. C. D. 1, 2. 1, 3. 2, 3. 1, 2, 3.

672. Considering a stabilised platform inertial system:; 1 - the rate gyros and the accelerometers are mounted on the same platform; 2 - the rate gyros and the accelerometers are mounted on two separated platforms; 3 - the principle of operation requires at least 2 2 rate gyros; 4 - the principle of operation requires at least 2 accelerometers; The combination that regroups all of the correct statements is:;
A. B. C. D. 2, 3. 1, 3. 2, 4. 1, 4.

673. The FMS FLIGHT PLAN or LEG page displays the following parameters relative to the flight plan legs or waypoints: 1 - track 2 - magnetic variation 3 - waypoint elevation 4 - speed The combination that regroups all of the correct statements is:

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A. B. C. D. 3, 4. 1, 2, 4. 1, 4. 1, 3.

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674. In an inertial navigation system, the integration process:; 1 - amounts to making a time division.; 2 - amounts to making a time multiplication.; 3 - enable to get accelerations from position.; 4 - enable to get position from accelerations.; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 3. 2, 3. 2, 4. 1, 4.

675. For most FMS the Fuel prediction function, which computes the remaining fuel along the flight plan, takes into account the following situations:; 1- the additional drag resulting in a flight carried out with the landing gear extended; 2- the current wind computed or the resulting ground speed; 3- the additional drag resulting in a flight carried out with the flaps stucked, partly extended; 4- the additional drag resulting in a missing fuselage or wing element in compliance with the CDL; The combination that regroups all of the correct statements is:
A. B. C. D. 3. 2, 4. 2. 1, 3.

676. The FADEC (Full Authority Digital Engine Control) provides:; 1 - engine automatic shut-down if maximum N1 is exceeded ; 2 - engine automatic shut-down if maximum EGT is exceeded; 3 - automatic thrust rating control; 4 - fully automatic engine starting; The combination that regroups all of the correct statements is:
A. B. C. D. 2, 3, 4. 1, 3, 4. 3, 4. 1, 3.

677. The automatic synchronisation function of an autopilot control system:; 1 - operates only when the autopilot is engaged; 2 - prevents the aircraft's control system from jerking when disengaging the autopilot; 3 - prevents the aircraft's control system from jerking when engaging the autopilot; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2. 1, 3. 3. 1, 2, 3.

678. The output data of an IRS include: 1 - angle of attack 2 - altitude 3 - ground speed The combination regrouping all the correct statements is:
A. B. C. D. 1, 3. 1, 2. 2. 3.

679. For most FMS the Fuel prediction function, which computes the remaining fuel along the flight plan, takes into account the following situations:; 1- the additional drag resulting in a flight carried out with the landing gear extended; 2- the additional drag resulting in a missing fuselage or wing element in

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compliance with the CDL; 3- the additional drag resulting in a flight carried out with the flaps stucked, partly extended; 4- the current wind computed or the resulting ground speed; The combination that regroups all of the correct statements is:
A. B. C. D. 4. 3. 1, 2. 1, 4, 3.

680. The data output from the ADC are: 1- Barometric altitude 2- Mach number 3- CAS 4- TAS 5- SAT The combination that regroups all of the correct statements is:
A. B. C. D. 1, 4. 1, 2, 3, 4, 5. 1, 3, 5. 2, 3, 4.

681. The components of an autopilot system are the: 1- actuators 2- mode control panel 3- mode annunciator panel 4- computer The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2, 4. 1, 2. 1, 2, 3, 4. 1, 4.

682. The advantages of a float type fuel gauge are (is):; 1- easy construction; 2- independence of indications with regard to aircraft attitude; 3- independence of indications with regard to the accelerations ; 4- independence of indications with regard to temperature variations; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 4. 1, 2, 3, 4. 2, 3, 4. 1.

683. The radio altimeter supplies data to the following system(s): 1 - altitude alert system 2 - TCAS 3 GPWS 4 - automatic landing system The combination that regroups all the correct statements is:
A. B. C. D. 3. 2, 3, 4. 1, 4. 3, 4.

684. The output data of an IRS include: 1 - number of satellites tracked 2 - mach number 3 - ground speed 4 - true track The combination regrouping all the correct statements is:
A. B. C. D. 3, 4. 2, 3. 1, 4. 1, 2, 3, 4.

685. The input data to the GPWS originate from the: 1 - transponder 2 - angle of attack sensor 3 - auto throttle system 4 - ADC The combination that regroups all of the correct statements is:
A. B. C. D. 3, 4. 1, 4. 2. 4.

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686. To obtain the instantaneous position from the accelerations, it is necessary to: 1 - integrate twice the acceleration in time 2 - know the initial position 3 - know the initial speed The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2. 1, 3. 1, 2, 3. 1.

687. The on-board communication devices to transmit and receive datalink communication can be: 1VHF COM 2- HF COM 3- SATCOM The combination which regroups all of the correct statements is:
A. B. C. D. 1. 3. 1, 2. 1, 2, 3.

688. To obtain the instantaneous speed from the accelerations, it is necessary to: 1 - integrate once the acceleration in time 2 - know the initial position 3 - know the initial speed The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2. 1. 1, 3. 1, 2, 3.

689. In an inertial navigation system, the principle used to obtain position is:; 1 - single integration of acceleration according to time.; 2 - double integration of acceleration according to time.; 3 - single integration of speed according to time.; 4 - double integration of speed according to time.; The combination that regroups all of the correct statements is:
A. B. C. D. 1 or 4. 3. 1. 2 or 3.

690. The flight envelope protection function(s) consist(s) in:; 1 - alerting the flight crew in case of dangerous proximity with the ground; 2 - avoiding midair collision; 3 - preventing the aircraft from exceeding some aerodynamic limits; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2, 3. 1. 3. 1, 3.

691. The duration of a FMS navigation database loaded before expiring is:
A. B. C. D. 2 months. 28 days. 15 days. 3 months.

692. Considering a strapdown inertial system, the operating principle requires the use of at least:
A. 3 laser gyros and 2 accelerometers. B. 3 laser gyros and 3 accelerometers.

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C. 2 laser gyros and 3 accelerometers. D. 2 laser gyros and 2 accelerometers.

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693. The role of the FMS is to:; 1 - aid the crew with navigation; 2 - shut down the engine in case of a malfunction ; 3 - automatically avoid conflicting traffic when autopilot engaged ; 4 - reduce crew workload; 5 - aid fuel efficiency; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 3, 4. 1, 2, 3. 2, 3, 4, 5. 1, 4, 5.

694. The role of the FMS is to aid the flight crew with: 1 - immediate actions in case of emergency procedure 2 - navigation 3 - in-flight performance optimization 4 - electronic check-lists The combination that regroups all of the correct statements is:
A. B. C. D. 2, 3, 4. 1, 2. 2, 3. 3, 4.

695. An aeroplane is cruising at FL 60 with a TAS of 100 kt in standard atmosphere.; In these conditions:; 1 - the TAS is approximately 10% higher than the IAS; 2 - the difference between the EAS and the CAS is negligible; 3 - the speed displayed on the airspeed indicator is a CAS if the position error and instrument error are zero; The combination regrouping all of the correct statements is:
A. B. C. D. 1, 2. 1, 3. 2, 3. 1, 2, 3.

696. The auto-throttle:; 1- can capture and maintain the N1 RPM; 2- can capture and maintain the N2 RPM; 3- can capture and maintain an IAS; 4- is always engaged automatically at the same time as the autopilot; The combination that regroups all of the correct statements is:
A. B. C. D. 2, 3. 1, 3. 1, 4. 1, 3, 4.

697. In a gyromagnetic compass, the gyro axis: 1 - is maintained vertical 2 - is maintained horizontal 3 is servo-controlled in azimuth 4 - is free in azimuth The combination that regroups all of the correct statements is:
A. B. C. D. 2, 4. 1, 3. 2, 3. 1, 4.

698. In the following formula EAS = CAS x K , the compressibility factor K:; 1 - may be greater than 1; 2 - is always lower or equal to 1; 3 - depends on Mach number only; 4 - depends on pressure altitude only; The combination that regroups all of the correct statements is:
A. B. C. D. 2, 3. 1, 4. 1, 3. 2, 4.

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699. Compared with a stabilised platform inertial system, a strapdown inertial system:; 1 - has a longer alignment phase in time; 2 - has a shorter alignment phase in time; 3 - is more reliable in time.; 4 - is less reliable in time; The combination that regroups all of the correct statements is:
A. B. C. D. 2, 4. 2, 3. 1, 3. 1, 4.

700. Concerning a fail-passive flight control system, in the event of a failure:; 1 - there may be a significant deviation of flight path or attitude; 2 - there is no significant deviation of flight path or attitude; 3 - there is no significant out-of-trim condicondition; 4 - there may be a significant out-of-trim condition; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 3. 2, 3. 2, 4. 1, 4.

701. Concerning a fail-passive flight control system, in the event of a failure:; 1 - there may be a significant deviation of flight path or attitude; 2 - there is no significant deviation of flight path or attitude; 3 - the landing is not completed automatically; 4 - the landing is completed automatically; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 4. 2, 4. 2, 3. 1, 3.

702. The main function(s) of a TCAS is to:; 1 - alert the crew to ground proximity; 2 - alert the crew to possible conflicting traffic; 3 - provide terrain alerting and display; 4 - automatically resolve conflict when autopilot engaged; The combination that regroups all of the correct statements is:
A. B. C. D. 2, 4. 1, 2, 3, 4. 2. 1, 3.

703. The aural alert(s) associated with the mode 1 (excessive descent rate) of the GPWS is (are): 1 "TERRAIN" 2 - "DON'T SINK" 3 - "SINKRATE" 4 - "PULL UP" The combination that regroups all of the correct statements is:
A. B. C. D. 1. 2, 4. 3, 4. 2.

704. The Primary Flight Display (PFD) of an EFIS equipped aircraft displays the following parameters:; 1- radio height; 2- IAS; 3- Localizer and Glide slope deviation pointers; 4- flight director modes; 5- autopilot modes; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2, 3, 4, 5. 2, 5. 1, 2, 3, 5. 3, 4.

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705. In a FMS, MCDUs are used pre-flight to manually initialise with dispatch information the:; 1 Inertial Reference System (when installed). ; 2 - Flight Director and Auto Flight Control System.; 3 Air Data Computer.; 4 - Flight Management Computer .; The combination regrouping all of the correct statements is:
A. B. C. D. 2. 1, 4. 1, 3. 2, 3, 4.

706. The position of the command bars of a flight director enables the pilot to know:; 1 - the direction and the amplitude of the corrections to apply on the controls.; 2 - only the direction of the corrections to apply on the controls.; 3 - the attitude of the aircraft.; The combination that regroups all of the correct statements is:
A. B. C. D. 2. 2, 3. 1, 3. 1.

707. The aural alert(s) associated with the mode 3 (altitude loss after take-off or go-around) of the GPWS is (are): 1 - "DON'T SINK" 2 - " SINKRATE " 3 - "TERRAIN" 4 - "PULL UP" The combination that regroups all of the correct statements is:
A. B. C. D. 3, 4. 1. 2, 4. 2.

708. When cruising, the autothrottle system can be engaged in the following mode(s): holding of constant: 1 - TAS 2 - IAS 3 - Mach number The combination that regroups all of the correct statements is:
A. B. C. D. 2. 1, 2, 3. 2, 3. 1, 2.

709. The TAS is obtained from the CAS by correcting for the following errors: 1 - instrument 2 compressibility 3 - position 4 - density The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2, 3, 4. 2, 4. 4. 2.

710. The GPWS can warn the crew in case of: 1 - excessive climb rate 2 - unsafe terrain clearance when not in landing configuration 3 - descent path angle greater than 5 degrees 4 - windshear The combination that regroups all of the correct statements is:
A. B. C. D. 2, 4. 3. 1, 2, 3. 2.

711. The aural alert(s) associated with the mode 5 (excessive deviation below Glideslope) of the GPWS is (are): 1 - "TERRAIN" 2 - "TOO LOW GLIDESLOPE" 3 - "GLIDESLOPE" 4 - "PULL UP" The

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combination that regroups all of the correct statements is:
A. B. C. D. 3. 1. 2. 2, 4.

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712. A directional gyro is corrected for an apparent drift due to the earth's rotation at latitude 30S. During a flight at latitude 60N, a drift rate of 15.5/h to the right is observed. The apparent wander due to change of aircraft position is:
A. B. C. D. 2.5/h to the right. 5/h to the right. 2.5/h to the left. 5/h to the left.

713. The TAS is obtained from the IAS by correcting for the following errors: 1 - instrument 2 position 3 - compressibility 4 - density The combination that regroups all of the correct statements is:
A. B. C. D. 3, 4. 1, 2. 1, 3, 4. 1, 2, 3, 4.

714. The CAS is obtained from IAS by correcting for the following errors: 1 - position 2 compressibility 3 - instrument 4 - density The combination that regroups all of the correct statements is:
A. B. C. D. 3. 1, 3. 1, 3, 4. 2, 3, 4.

715. The EAS is obtained from the CAS by correcting for the following errors: 1 - position 2 compressibility 3 - instrument 4 - density The combination that regroups all of the correct statements is:
A. B. C. D. 4. 2. 1, 2, 3, 4. 2, 4.

716. A radio altimeter uses the following frequency band:


A. B. C. D. 4200 KHz to 4400 KHz. 4200 MHz to 4400 MHz. 1600 KHz to 1660 KHz. 1600 GHz to 1660 GHz.

717. On a large aeroplane and according to the CS25: the regulatory margin between the stall and stall warning is:
A. B. C. D. VS0 + 5% VS0 + 5kt. 5 kt or 5% of the CAS whichever is the lower. 5 kt or 5% of the CAS whichever is the greater.

718. Concerning the radio altimeter, the maximum range for indication is typically from touchdown to:

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A. B. C. D. 500 ft. greater than 10 000 ft. 10 000 ft. 2 500 ft.

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719. The datalink communications between the aircraft and the ground can be performed by the following system:
A. B. C. D. EGPWS. ACARS. TCAS. CVR.

720. If the static ports are completely clogged up by ice during a climb, the vertical speed indicator shows:
A. B. C. D. zero. a descent if the outside static pressure is less than the pressure in the instrument's gauge. an increasing rate of climb if the ambient static pressure decreases. a constant rate of climb, even if the aircraft is levelling out.

721. A control system consisting of four pendulous vanes is used in:


A. B. C. D. a directional gyro indicator. a strap down inertial system. a gyromagnetic indicator. an air driven artificial horizon.

722. When pressing the push button EVENT on the unit control of flight data recorder:
A. B. C. D. the recording is automatically stopped upon this event. the recording is rewound so that whatever happens after this event is recorded. a event mark is set on the recording, after that the recording is automatically stopped. a mark is set on the recording, enabling this event to be found rapidly at a subsequent analysis.

723. Considering an air driven artificial horizon, when an airplane accelerates during the take-off run, the result is:
A. B. C. D. a false nose-up indication. a correct and constant pitch indication. a right or left wing down indication depending on the runway direction. a false nose-down indication.

724. Considering an air driven artificial horizon, when an airplane decelerates on ground during the landing, the result is:
A. B. C. D. a correct and constant pitch indication. a false nose-down indication. a false nose-up indication. a right or left wing down indication depending on the runway direction.

725. When the yaw damper system sends motion orders to the rudder:
A. B. C. D. a feedback is provided on the rudder pedals only. a feedback is provided on the roll trim only. a feedback is provided on the rudder pedals and the roll trim. no feedback is provided on the rudder pedals.

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726. For a FMS designed with the lateral navigation (LNAV) capability coupled to the autopilot, the FMS lateral command output is:
A. B. C. D. a longitudinal acceleration and a roll rate. a calibrated airspeed (CAS) and a cross track distance (XTK). a lateral acceleration. a roll angle or a heading target.

727. A strapdown inertial system consists in:


A. B. C. D. a platform attached to the aircraft chassis and which includes gyroscopes and accelerometers. gyroscopes attached to the aircraft chassis and accelerometers which are not. accelerometers attached to the aircraft chassis and gyroscopes which are not. a platform free of the aircraft chassis which includes gyroscopes and accelerometers.

728. In an inertial navigation system, integrating once the speed in gives:


A. B. C. D. an instantaneous acceleration. a position. an average acceleration. a distance travelled.

729. An inertial Navigation System (INS) is:


A. B. C. D. a hyperbolic navigation system. a system which operates on the Doppler principle. a radio navigation system. a self contained system which operates without signals from the ground.

730. When two waypoints are entered on the FMS flight plan page, a track between the two fixes is computed and can be displayed on the Navigation map display (ND). This leg created is:
A. B. C. D. a rhumb-line. two rhumb-lines joined by a straight segment. two great circle arcs joined by a straight segment. a great circle arc.

731. A magnetic tachometer consists of:


A. B. C. D. a single-phase generator connected to a synchronous motor. a single-phase generator connected to a asynchronous motor. a permanent magnet turning inside a non magnetic drag cup. a three phase generator connected to a synchronous motor.

732. The "overfly" symbol related to a waypoint on an FMS page indicates that:
A. B. C. D. a fuel prediction is given for this waypoint. a turn anticipation is permited. a time estimate is given for this waypoint. the aircraft is required to pass directly over this waypoint.

733. According to AMC 25-11 concerning the electronic display systems, the green colour is associated with the following indication:
A. status.

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B. engaged mode. C. advisory. D. armed mode.

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734. The FMS Required Time of Arrival (RTA) function can provide:
A. a speed target to satisfy a time constraint entered at a flight plan waypoint. B. a time prediction at the active TO waypoint complying with the wind computation. C. a time slot computed for the arrival time at destination, using the current aircraft speed and speed constraints along the flight plan. D. a time prediction at the flight plan waypoints based on the current speed and speed constraints along the flight plan.

735. A ring laser gyro can measure:


A. B. C. D. rotation about its sensitive axis. rotation in all directions. accelerations in all direction. accelerations about its sensitive axis.

736. An aircraft is in a steady right turn, with not enough right rudder (slipping turn). The yaw damper system:
A. B. C. D. acts on the left rudder pedal to provide a balanced turn. is not designed to provide a balanced turn. acts on the right rudder pedal to provide a balanced turn. acts only in case of skidding turns (turn with not enough bank).

737. An aircraft is in a steady left turn, with too much left rudder (skidding turn). The yaw damper system:
A. B. C. D. acts on the left rudder pedal to provide a balanced turn. acts on the right rudder pedal to provide a balanced turn. acts only in case of slipping turns (turn with too much bank). is not designed to provide a balanced turn.

738. The sideslip indication diplayed on the PFD (Primary Flight Display) is generated by the:
A. B. C. D. ADC. compass. inertial system. yaw damper.

739. A MAYDAY datalink message can be sent to the ATC via the:
A. B. C. D. CPDLC application. ACAS (Aircraft Collision Avoidance System) application. ADS application. AFN application.

740. A TCAS Resolution Advisory (RA) voice message "CLIMB - CLIMB NOW" repeated twice is generated:
A. B. C. D. after a "DESCEND" RA when a reversal in the vertical manoeuvre sense is required. after a "CLIMB" RA when the climb vertical rate is too weak. each time a "CLIMB" RA is announced by a voice message. when cleared of conflict, and below the cruise altitude.

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Page 107 of 136

741. The data that needs to be inserted into an Inertial Reference System in order to enable the system to make a successful alignment for navigation is:
A. B. C. D. aircraft position in latitude and longitude or airport ICAO identifier. the position of an in-range DME. aircraft heading. the navigation database reference.

742. The ACARS allows air/ground datalink communications for:


A. B. C. D. Airline Operational and Public Communications (AOC & PC). Airline Operational and Air Traffic Communications (AOC & ATC). Air Traffic Control Communication only (ATC). Airline Operational Communication only (AOC).

743. The alignment phase of a gyro stabilized platform consists in:


A. B. C. D. aligning the platform axis with the aircraft pitch axis only. aligning the platform axis with the aircraft axis (pitch, roll, yaw). aligning the platform axis with the aircraft roll axis only. levelling the platform and determining its orientation.

744. The CS 25 gives the following definition: "Where the pilot has the ability to make inputs to the automatic pilot by movement of the normal control wheel". The corresponding mode is:
A. B. C. D. automatic wheel steering (AWS). nose wheel steering (NWS). control wheel steering (CWS). alternate wheel steering (AWS).

745. The Primary Flight Display (PFD) of an EFIS equipped aircraft can display information relative to the following conditions:
A. B. C. D. pressurization failure, altitude capture, TCAS resolution advisory. altitude capture, braking system, autopilot and flight director mode changes. low engine oil pressure, terrain alerts, windshear detection. altitude capture, TCAS resolution advisory, autopilot and flight director mode changes.

746. According to AMC 25-11 concerning the electronic display systems, the colour associated with a warning-type alert is:
A. B. C. D. red. yellow. amber. magenta.

747. According to AMC 25-11 concerning the electronic display systems, when exceeding the limits of the flight envelope, the colour accepted to alert the flight crew is:
A. B. C. D. red. yellow. magenta. amber.

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748. A laser gyro can measure:
A. B. C. D. a rotation motion. an acceleration and a speed. an acceleration. an acceleration and a rotation motion.

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749. The Fuel management performed by most FMS along the flight plan is considered as:
A. an accurate function which can be considered as the prime source to determine the remaining fuel quantity along the flight plan. B. an accurate and very reliable function providing that the fuel on board quantity has been properly initialized by the crew before start up. C. a function which helps the crew to estimate the remaining fuel quantity along the flight plan but should not be considered as an accurate and reliable source. D. the prime source to manage the fuel consumption along the flight.

750. The signal transmitted by a radio altimeter is:


A. B. C. D. a frequency modulated carrier wave. an amplitude modulated carrier wave. a combination of frequency modulation and pulse modulation. a pulse modulated carrier wave.

751. In the northern hemisphere, during a take-off run in a westerly direction, a direct reading magnetic compass indicates:
A. B. C. D. an apparent turn to the north. an apparent turn to approximately the heading 255. no apparent turn. an apparent turn to the south.

752. In the northern hemisphere, during the take-off run in an easterly direction, a direct reading magnetic compass indicates:
A. B. C. D. an apparent turn to the south. no apparent turn. an apparent turn to approximately the heading 100. an apparent turn to the north.

753. A D-ATIS is:


A. B. C. D. a short ATIS that only includes parameters that have changed from previous ATIS record. an ATIS message broacasted on HF when out of the VHF radio range from the airport. a Divertion ATIS for the alternate airport. an ATIS message received by datalink.

754. The FANS concept includes:


A. B. C. D. an enhanced detection of the nearby terrain. an enhanced detection of the intruding traffics. an improvement in the accuracy of the navigation systems aiming to carry out RNAV approaches. a datalink communication between the aircraft and the ATC centers to replace the voice communication.

755. Some of the FMS have a navigation mode called Dead Reckoning mode (DR), computing airspeed, heading, wind data ground speed and time. This mode is:

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A. a back up navigation mode to compute a FMS position when the other navigation sensors are no longer operating. B. the normal navigation mode for FMS which do not use Inertial navigation Systems INS to compute the aircraft position. C. a navigation mode used to monitor the FMS position. D. an operating mode used to intercept radials To or From a flight plan waypoint.

756. A ring laser gyro is:


A. B. C. D. a device which measures the earth rate precession. a device which measures angular movements. used for stabilising the INS platform. an optical accelerometers.

757. When comparing a TCAS Traffic Advisory (TA) and a Resolution Advisory (RA), which of the following statements is correct?
A. A TA provides the display of the traffic on the Navigation Display and the red arc on the vertical speed indicator; an RA provides the voice alerts. B. An RA indicates the relative position of the intruding traffic; a TA provides a vertical traffic avoidance manuvre. C. An RA generates the intruders colour codes on the Navigation Display according to the threat; a TA manages the other TCAS functions. D. A TA indicates the relative position of the intruding traffic; an RA provides a vertical traffic avoidance manuvre.

758. Considering a strapdown inertial system, the IRU (Inertial Reference Unit) measures:
A. B. C. D. angular accelerations only. accelerations and angular rates. linear accelerations only. angular rates only.

759. The commands sent out by the yaw damper computer:


A. B. C. D. are inhibited when the pilot acts on the rudder pedals. are added to or substracted from the rudder deflection orders sent out by the pilot or the autopilot. inhibit the rudder deflection orders sent out by the pilot or the autopilot. are inhibited when the autopilot is engaged.

760. The alignment time of a strapdown inertial system takes longer time when the aircraft is:
A. B. C. D. at a high latitude. close to the equator. at a high longitude. at a location where the magnetic variation is greater than 15 degrees.

761. On a large aeroplane and according to the CS25: when the speed is reduced, the stall warning must begin:
A. B. C. D. at a speed exceeding the stall speed by not less than 5 kt or 5% CAS. at a speed exceeding the stall speed by not less than 10 kt or 10% CAS. exactly at the stall speed. at the stall speed +/- 5%.

762. The Primary Flight Display (PFD) of an EFIS equipped aircraft displays the following parameters:
A. IAS, attitude, altitude, heading. B. attitude, heading, altitude, systems information. C. attitude, heading, IAS, navigation map in Plan layout mode.

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D. altitude, attitude, heading, engine parameters.

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763. If the navigation function of an INS is inoperative and the control rotary switch is set to ATT, the output data of the INS are:
A. B. C. D. attitude and ground speed. attitude, TAS and heading. attitude and heading. ground speed and heading.

764. According to CS25, the definition of the control wheel steering mode (CWS) is: "Where the pilot has the ability to make inputs to the:
A. B. C. D. automatic pilot by movement of the alternate control wheel". flight director by movement of the alternate control wheel". automatic pilot by movement of the normal control wheel". flight director by movement of the normal control wheel".

765. When engaging the autopilot, the function providing a smooth 'take-over' is the:
A. B. C. D. Mach trim function. automatic synchronisation function. automatic CWS (Control Wheel Steering) function . automatic pitch trim function .

766. When disengaging the autopilot, the function providing a smooth 'hand-over' is the:
A. B. C. D. Mach trim function. automatic synchronisation function. automatic CWS (Control Wheel Steering) function. automatic pitch trim function.

767. During an autocoupled ILS approach followed by an automatic landing, the guidance signals in the vertical plane under 200 ft are computed according to the:
A. B. C. D. barometric altitude with the altimeter set to the QFE. barometric altitude with the altimeter set to the QNH. barometric altitude with the altimeter set to the 1013,25. radio altitude.

768. The error induced by the location of the static pressure source is known as the:
A. B. C. D. barometric error. position error. instrument error. hysteresis effect.

769. To indicate a temperature, a thermocouple requires:


A. B. C. D. no power supply. alternating current. battery power. direct current.

770. The Enhanced GPWS (EGPWS) terrain display uses with the following colours:

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A. B. C. D. magenta, red, flashing red. white, amber, red. blue, red, magenta. green, amber, red, magenta.

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771. Which of the following statements about hard and soft iron in relation to magnetism is correct?
A. B. C. D. Both hard and soft hard iron are of a permanent nature. Both hard and soft iron are of a non-permanent nature. Hard iron is of a non-permanent nature and soft iron is of a permanent nature. Hard iron magnetism is of a permanent nature and soft iron is of a non-permanent nature.

772. The ground routing of the ATC datalink communications is performed:


A. B. C. D. by the airline ground network interconnected to the ATC network. by service providers (SITA, ARINC) that can be interconnected to provide continuity of the transmissions. by each ATC local network of the FIR airspace where the aircraft flies into. by the GSM (mobile phone) providers interconnected to provide continuity of transmissions.

773. The autothrottle system:


A. B. C. D. can be engaged in the TAS mode - holding of constant TAS - during a final approach. can be used for take-off. is automatically disconnected when the aircraft is on the ground. can be engaged in the GS mode - holding of constant Ground Speed - during a final approach.

774. During a manual ILS final approach, the auto-throttle:


A. B. C. D. can not be engaged because autopilot is not engaged. is not available. can be operated in the SPEED mode (holding of IAS). can be operated in the N1 (EPR) mode (holding of N1 or EPR).

775. During an automatic ILS final approach, the auto-throttle:


A. B. C. D. can be operated in the N1 / EPR mode (holding of N1 or EPR). can be operated in the SPEED mode (holding of IAS). can be operated in the SPEED (holding of IAS) or N1 (holding of N1) modes. is not available.

776. During a climb with the autopilot engaged in the V/S mode (holding of vertical speed), the autothrottle:
A. B. C. D. can be operated in the N1 / EPR mode (holding of N1 or EPR). can be operated in the SPEED mode (holding of IAS). can be operated in the SPEED (holding of IAS ) or N1 (holding of N1) modes. is not available.

777. An inertial navigation system:


A. B. C. D. can only operate when interfacing with the GPS equipment. can only operate when interfacing with the radionavigation equipments. can operate as stand alone equipment without any interface with other navigation equipments. can only operate when communicating with ground installations.

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778. Given the following parameters, in a capacitance fuel gauge, the correct formula is: A = area of plates D = distance between plates E = dielectric permittivity
A. B. C. D. Capacitance = E x D / A Capacitance = E x D x A Capacitance = A x D / E Capacitance = E x A / D

779. TAS is equal to:


A. B. C. D. EAS corrected for compressibility and density errors. CAS corrected for density error only EAS corrected for compressibility error only. CAS corrected for compressibility and density errors.

780. EAS is equal to:


A. B. C. D. CAS corrected for density error. TAS corrected for compressibility and density errors. TAS corrected for compressibility error. CAS corrected for compressibility error.

781. During a climb at a constant Mach number below the tropopause in standard atmosphere:
A. B. C. D. CAS increases and TAS decreases. CAS and TAS decrease. CAS and TAS increase. CAS decreases and TAS increases.

782. The computer of the autopilot system uses, among others, the following parameters:
A. B. C. D. CAS, altitude, temperature, inertial position, attitude. CAS, altitude, vertical speed, heading, attitude. altitude, vertical speed, heading, attitude, GPS position. altitude, heading, temperature, fuel flow, attitude.

783. According to AMC 25-11 concerning the electronic display systems, the red colour is associated with the following alert:
A. B. C. D. advisory. caution. status. warning.

784. The flight director computer continuously:


A. B. C. D. compares the computed attitude with the EGPWS signals. compares the current attitude with the computed attitude. computes the required attitude for the autopilot synchronization. compares the computed attitude with the ACAS signals.

785. If a TCAS Resolution Advisory (RA) requires an immediate descent while at the same time ATC requests an immediate climb, the crew should:
A. consider both requests and remain at the same level. B. start a climb first and then follow the TCAS RA. C. comply with the ATC request.

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D. follow the TCAS RA and inform the ATC.

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786. TAS is obtained from EAS by correcting for:


A. B. C. D. density error. instrument error. position and instrument errors. compressibility error.

787. Your aircraft and an intruding traffic are TCAS II equipped. Your TCAS can generate:
A. B. C. D. coordinated resolution advisories. traffic advisories coordinated with the ATC instructions. coordinated traffic advisories. resolution advisories coordinated with the ATC instructions.

788. The turning error of a direct reading magnetic compass:


A. B. C. D. decreases when the magnetic longitude increases. does not depend on the magnetic latitude. decreases when the magnetic latitude increases. increases when the magnetic latitude increases.

789. When climbing at a constant CAS through an isothermal layer, the Mach number:
A. B. C. D. increases. remains constant. decreases if OAT is lower than the standard temperature. decreases.

790. If the pilot increases the reference pressure using the sub-scale setting knob, the altitude indicated by the altimeter:
A. B. C. D. decreases if QNH < 1013 hPa. decreases. decreases if QNH > 1013 hPa. increases.

791. The altimeter is subject to the position error; this error varies substantially with the:
A. B. C. D. OAT. flight time at high altitude. deformation of the aneroid capsule. Mach number.

792. The following ATC clearances can be received via the datalink application:
A. B. C. D. Departure, Oceanic. Take off, En route, Landing. Departure, En route, Landing. Departure, Take off, En route.

793. A three-phase electrical tachometer utilises a generator feeding:


A. a synchronous motor turning a drag cup.

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B. directly a galvanometer. C. directly a voltmeter. D. directly a drag cup.

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794. The FMS lateral offset function consists in:


A. creating a new waypoint using a reference flight plan waypoint and a distance From this waypoint along the flight plan legs. B. displaying the lateral cross track deviation (XTK) of the aircraft according to the active flight plan leg. C. flying along the flight plan legs with a constant right or left offset manually entered on the FMS CDU. D. flying a FMS selected lateral pattern used for search and rescue operations.

795. In an inertial navigation system, the principle used to obtain the change in speed is:
A. B. C. D. double integration of acceleration according to time. single integration of position according to time. single integration of acceleration according to time. double integration of position according to time.

796. Direct reading magnetic compass errors are:


A. B. C. D. parallax errors due to compass rose oscillations. due to the lateral gusts which occur when the aircraft is heading eastward or westward. due to Schuler oscillations. due to north change, depending on the bank angle and magnetic heading.

797. The characteristics of the earth which are being used during the alignment of an INS platform are:
A. B. C. D. longitude and gravity. earth rotation and gravity. earth magnetic field and earth rotation. earth rotation and longitude.

798. The gyro axis of an electric artificial horizon is tied to the:


A. B. C. D. earth's vertical by two mercury level switches and two torque motors. earth's vertical by four pendulous vanes. earth's horizontal by two mercury level switches and two torque motors. earth's horizontal by four pendulous vanes.

799. Given: E = electromotive force (emf) T = hot junction temperature K = constant The relationship that applies to a thermocouple is:
A. B. C. D. E = K x T E=KxT E = K x SQRT (T) E=K+T

800. Given: E = electromotive force (emf) Tc = cold junction temperature Th = hot junction temperature K = constant The relationship that applies to a thermocouple is:
A. B. C. D. E = K x Th E = K x Th E = K x Tc E = K x Tc

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801. In a strapdown inertial system, the accelerations are measured in a trihedron which is fixed regarding to the:
A. B. C. D. earth's trihedron (X, Y, Z) aircraft's trihedron (pitch, roll and yaw axis). absolute space. earth's trihedron (longitude, latitude).

802. TAS is equal to:


A. B. C. D. CAS corrected for compressibility error. CAS corrected for density error. EAS corrected for compressibility error. EAS corrected for density error.

803. The operating principle of an inductive probe tachometer is to measure the:


A. B. C. D. magnetic field produced by a dynamo or an alternator. frequency of the electric impulse created by a notched wheel rotating in a magnetic field. electromotive force produced by a dynamo or an alternator. rotation speed of an asynchronous motor energized by an alternator.

804. According to AMC 25-11 concerning the electronic display systems, the white/cyan colours are associated with the following indication:
A. B. C. D. warning. caution. armed mode. engaged mode.

805. The CPDLC is a FANS application which consists in:


A. B. C. D. sending automatically aircraft surveillance data to the air traffic controller. establishing air/ground connexion to verify if the datalink communication can be performed. transmitting datalink formatted messages between the pilot and ATC controller. connecting the aircraft to the appropriate ATC center.

806. The ADS is a FANS application which consists in:


A. B. C. D. establishing automatic air/ground connexion to verify if the datalink communication can be performed. connecting the aircraft to the appropriate ATC center. broadcasting aircraft position and intents to the other aircraft in the vicinity. sending automatically aircraft surveillance data to the air traffic controller.

807. In the event of a failure, a fail-operational flight control system will operate as a:
A. B. C. D. fail-redundant system. fail-safe system. fail-passive system. fail-operational hybrid system.

808. In a stabilised platform inertial system, the accelerations are measured in a trihedron which is: (NB : "aircraft trihedron" = pitch, roll and yaw axis)
A. fixed in absolute space. B. merged with the aircraft's triehedron. C. free from the aircraft trihedron.

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D. merged with only two axis of the aircraft trihedron : the roll axis and the pitch axis.

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809. When engaged in the pitch hold mode, the autopilot uses data issued by the:
A. B. C. D. attitude reference system. Inertial Vertical Speed Indicator. ADC. Flight Management Computer (FMC).

810. The Navigation Display (ND) of an EFIS equipped aircraft can display the following data:
A. B. C. D. flight plan, weather radar, terrain map, intruding traffics. intruding traffics, altitude, autopilot active modes, weather radar. flight plan, engine failure, navaids, resolution advisories. terrain map, navaid bearings, flight director active modes.

811. In a gyromagnetic compass, the signal feeding the precession amplifier comes from:
A. B. C. D. error detector. flux valve. directional gyro unit. directional gyro erection device.

812. An EFIS includes the following components:


A. B. C. D. FMS, symbol generator, display unit(s). ADC, inertial navigation computer, display unit(s). display unit(s) only. symbol generator, display unit(s), control panel.

813. In a datalink system, the uplink communications consist in transmitting data:


A. B. C. D. from the the ground to the aircraft. from the flight deck to the cabin. from the aircraft to the ground. from the aircraft to the airline maintenance.

814. In a datalink system, the downlink communications consist in transmitting data:


A. B. C. D. from the aircraft to the ground. from the airline maintenance to the aircraft. from the flight deck to the cabin. from the ground to the aircraft.

815. According to AMC 25-11 concerning the electronic display systems, the colour associated with an armed mode is:
A. B. C. D. green. white or cyan. magenta. yellow.

816. With constant weight and configuration, an aeroplane always takes off at the same:
A. IAS.

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B. EAS. C. TAS. D. ground speed.

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817. The flux valve of a gyromagnetic compass: 1 - feeds the error detector 2 - feeds the direct indicating compass 3 - gives the earth's magnetic field direction The combination regrouping all of the correct statements is:
A. B. C. D. 2, 3. 1, 3. 1, 2. 3.

818. The use of an alternate static source fed from within the cabin results that the static pressure sensed is likely to be:
A. B. C. D. higher than ambient pressure due to position error. lower than ambient pressure due to aerodynamic suction. higher than ambient pressure due to aerodynamic suction. lower than ambient pressure due to position error.

819. The alternate static source of a light non-pressurized aircraft is located in the flight deck; when used, the static pressure sensed is likely to be:
A. B. C. D. higher than ambient pressure due to aerodynamic suction. lower than ambient pressure due to aerodynamic suction. higher than ambient pressure if QNH is greater than 1013 hPa. lower than ambient pressure if QNH is greater than 1013 hPa.

820. The unit used to measure the capacitance of a capacitor is the:


A. B. C. D. Farad. Watt. Hz. Joule.

821. Which of these statements about the activation of the take-off warning when a take-off is initiated are correct or incorrect?; I. An aural warning is given when the elevator is not in a safe position for take-off.; II. An aural warning is given when the brake pressure is too low.
A. B. C. D. I is incorrect, II is correct. I is correct, II is incorrect. I is incorrect, II is incorrect. I is correct, II is correct.

822. Which of these statements about the activation of the take-off warning when a take-off is initiated are correct or incorrect?; I. An aural warning is given when the stabiliser is not in a safe position for take-off.; II. An aural warning is given when the brake pressure is too low.
A. B. C. D. I is correct, II is correct. I is incorrect, II is correct. I is incorrect, II is incorrect. I is correct, II is incorrect.

823. Which of these statements about the activation of the take-off warning when a take-off is initiated are correct or incorrect?; I. An aural warning is given when the elevator is not in a safe position for

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take-off.; II. An aural warning is given when the parking brake is still ON.
A. B. C. D. I is incorrect, II is correct. I is correct, II is incorrect. I is correct, II is correct. I is incorrect, II is incorrect.

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824. Considering a modern thrust computer, during a steady climb:


A. B. C. D. N1 is automatically adjusted as aircraft climbs and N2 remains constant. N2 is automatically adjusted as aircraft climbs and N1 remains constant. N1 and N2 remain constant. N1 is automatically adjusted as aircraft climbs.

825. On the INS control panel, the rotary knob can be selected to OFF, NAV or ATT positions. The correct statement is:
A. ATT is the normal system setting. B. NAV is the normal system setting; the ATT position is the back up position in case of failure of the navigation function. C. NAV is the normal system setting; the OFF position is the back up position in case of failure of the navigation function. D. ATT is the normal system setting; the NAV position inhibits the attitude data.

826. EAS can be obtained from the following data:


A. B. C. D. IAS and density altitude. CAS and pressure altitude. TAS and pressure altitude. TAS and density altitude.

827. TAS is equal to:


A. B. C. D. CAS corrected for instrument, compressibility and density errors. IAS corrected for compressibility and density errors only. CAS corrected for instrument, position, compressibility and density errors. IAS corrected for instrument, position, compressibility and density errors.

828. CAS is equal to:


A. B. C. D. EAS corrected for density error. IAS corrected for position and instrument errors. EAS corrected for compressibility and density errors. IAS corrected for compressibility error.

829. EAS is equal to:


A. B. C. D. IAS corrected for compressibility error. TAS corrected for compressibility error. IAS corrected for position, instrument and compressibility errors. CAS corrected for density error.

830. The position data (lat, long) computed by an IRS can be used by the:
A. ADC. B. ILS receiver. C. FMS.

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D. TCAS.

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831. The altimeter is subject to static pressure error. This error results from:
A. B. C. D. incorrect pressure sensing caused by disturbed airflow around the static ports. frictions inside the instrument. cabin pressure slightly lower than outside air pressure due to airflow over the fuselage. imperfect elasticity of the aneroid capsules.

832. The Machmeter is subject to position error. This error results from:
A. B. C. D. non standard atmospheric conditions. incorrect pressure sensing caused by disturbed airflow around the pitot tube and/or static ports. incorrect altimeter setting. imperfect elasticity of the capsules.

833. The FADEC (Full Authority Digital Engine Control):; 1 - provides fully automatic engine starting; 2 - modifies aircraft airspeed in order to allow for the lowest fuel consumption; 3 - counters any yaw movement in case of engine failure; 4 - provides thrust reverser control; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 4. 1, 2, 3, 4. 2. 1, 2, 4.

834. The EAS is obtained from the IAS by correcting for the following errors: 1 - instrument 2 position 3 - density 4 - compressibility The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2, 3. 1, 2. 1, 2, 3, 4. 1, 2, 4.

835. When descending at a constant CAS through an isothermal layer, the Mach number:
A. B. C. D. increases if OAT is lower than the standard temperature, decreases if higher. increases. decreases. remains constant.

836. An aeroplane is cruising at FL 220. The auto-throttle maintains a constant CAS.; If the OAT increases, the Mach number:
A. B. C. D. decreases. increases. decreases if OAT is lower than standard temperature, increases in the opposite case. remains constant.

837. In standard atmosphere at sea level, the EAS is:


A. B. C. D. lower than the TAS. higher than the TAS. equal to the TAS. independent of the TAS.

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838. The alternate static source of a light non-pressurized aircraft is located in the flight deck; as the alternate static source is opened, the vertical airspeed indicator may:
A. B. C. D. be blocked. indicate a high rate of descent. indicate a slight momentary descent. indicate a momentary climb.

839. The FMS navigation database includes the following data: 1 - airports 2 - obstacles 3 - navaids 4 airways 5 - relief The combination that regroups all of the correct statements is:
A. B. C. D. 1, 3, 4, 5. 2, 5. 1, 3, 4. 1, 2, 3.

840. CAS is obtained from IAS by correcting for the:


A. B. C. D. position and density errors. density error. position and instrument errors. instrument error.

841. Concerning the pitot and static system, the static pressure error:
A. B. C. D. is caused by disturbed airflow around the static ports. affects the alternate static port only. is a direct effect of heating of the static ports. is a direct effect of a blockage of the static port.

842. The EGPWS:


A. B. C. D. is an enhanced GPWS which warns the crew if the airplane is not in the appropriate configuration for take-off. is an enhanced GPWS which has a its own world terrain database. is an enhanced GPWS which is able to provide resolution advisories in the lateral plane. has nothing to do with the GPWS.

843. The accuracy of the altitude computed by a stand alone inertial system:
A. B. C. D. decreases proportionally with flight time. is poor at the beginning of the flight. is bounded. decreases exponentially with flight time.

844. If the computed aircraft position becomes less accurate, the Enhanced GPWS (EGPWS) function (s) affected is (are):; 1- the "FIVE HUNDRED" voice call out; 2- the excessive rate of descent ; 3- the terrain display on the navigation display; 4- the negative climb rate or altitude loss after takeoff; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2. 3. 4. 3, 4.

845. The yaw damper system sends a motion order to the rudder if the yawing rate of the aircraft:

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A. B. C. D. is > 0 only. is > 1 only. is constant. is not constant.

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846. Any vibration displayed on an engine vibration monitoring system for a turbojet:
A. B. C. D. varies inversely as the square of the engine speed. is presented without any amplification or filtering. is directly proportional to engine speed. indicates rotor imbalance.

847. The output data of an IRS include: 1 - present position (lat, long) 2 - TAS 3 - attitude 4 - ground speed The combination regrouping all the correct statements is:
A. B. C. D. 1, 3, 4. 1, 2, 3. 2, 3, 4. 1, 2, 4.

848. During a final approach, the flight director is engaged in the LOC mode (holding of localizer axis). If the vertical command bar is deviating to the left, it means that the aircraft:
A. B. C. D. is left of the LOC axis. must be rolled to the right. is right of the LOC axis. must be rolled to the left.

849. The drift of the gyroscopes of a stand alone inertial system:


A. B. C. D. induces a position error that decreases along the flight. induces a bounded position error. is not an error source. is the main error source.

850. The most common sensors interfacing a FMS to compute the aircraft position along the flight plan are: 1- GPS 2- NDB 3- DME 4- LOCALIZER The combination that regroups all of the correct statements is:
A. B. C. D. 1, 3. 1, 4. 2, 3. 1, 2, 3.

851. The flexible take-off mode:; 1 - can be used only if the engines are recent; 2 - reduces engine wear; 3 - can be used in situations where take-off can be executed without the need for full engine power; 4 can only be used with an auto-throttle; The combination that regroups all of the correct statements is:
A. B. C. D. 2, 3. 1, 2, 3. 2, 3, 4. 1, 4.

852. In an autopilot system, the basic stabilisation modes are: 1 - altitude hold 2 - pitch attitude hold 3 roll attitude hold 4 - IAS hold The combination regrouping all the correct statements is:

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A. B. C. D. 2, 3, 4. 1. 1, 2, 3. 2, 3.

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853. If the computed aircraft position becomes less accurate, the Enhanced GPWS (EGPWS) function (s) affected is (are):; 1- the excessive rate of descent ; 2- the terrain display on the navigation display; 3the flight into terrain when not in landing conditions; 4- the excessive downward deviation from an ILS; The combination that regroups all of the correct statements is:
A. B. C. D. 2. 2, 3, 4. 3. 1, 2, 3.

854. The output data from the ADC are used by: 1- Transponder 2- EFIS 3- Automatic Flight Control System (AFCS) The combination that regroups all of the correct statements is:
A. B. C. D. 2, 3. 1, 2, 3. 1, 2. 1, 3.

855. Maintaining CAS and flight level constant, a fall in ambient temperature results in:
A. B. C. D. higher TAS because air density increases. lower TAS because air density increases. lower TAS because air density decreases. higher TAS because air density decreases.

856. Concerning the directional gyro, the apparent drift rate due to the earth's rotation is a function of:
A. B. C. D. magnetic longitude. latitude and longitude. longitude. latitude.

857. The Navigation Display (ND) modes can be:; 1 - ARC or MAP, covering 45 degrees on either side of the instantaneous track; 2 - ROSE or MAP CENTERED: rose with current heading up; 3 - PLAN: map orientated to true north; The combination that regroups all of the correct statements is:
A. B. C. D. 2, 3. 1, 2, 3. 1, 2. 1, 3.

858. Concerning the flexible take-off mode, the temperature selected in the FMS is:
A. B. C. D. higher than the ambiant airfield temperature, in order to achieve an increased power setting. lower than the ambiant airfield temperature, in order to achieve an increased power setting. lower than the ambiant airfield temperature, in order to achieve a reduced power setting. higher than the ambiant airfield temperature, in order to achieve a reduced power setting.

859. During a descent at a constant CAS below the tropopause in standard atmosphere:
A. Mach number and TAS decrease.

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B. Mach number increases and TAS decreases. C. Mach number decreases and TAS increases. D. Mach number and TAS increase.

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860. If OAT increases whilst maintaining a constant CAS and flight level:
A. B. C. D. TAS remains constant. Mach number decreases. Mach number remains constant. TAS decreases.

861. If OAT decreases whilst maintaining a constant CAS and flight level:
A. B. C. D. TAS remains constant. Mach number remains constant. TAS increases. Mach number increases.

862. The ADC uses the following parameters as input data:


A. B. C. D. static pressure, total pressure, TAT. total pressure, static pressure, TAT, EGT. TAS, baro altitude, TAT. Mach number, baro altitude, CAS.

863. Considering a stabilised platform inertial system, this platform: 1 - can be servo-controlled in azimuth 2 - is kept levelled during alignment phase only 3 - is always kept levelled The combination that regroups all of the correct statements is:
A. B. C. D. 3. 2. 1, 3. 1, 2.

864. On the navigation display (ND) of an EFIS equipped aircraft, the colours used are:
A. B. C. D. magenta or white for the active waypoint (TO waypoint), green for light precipitation. magenta or red for the active waypoint (TO waypoint), amber for medium precipitation. white or blue for the active waypoint (TO waypoint), red for medium precipitation. amber or white for the active waypoint (TO waypoint), yellow for high precipitation.

865. The center of gravity of the compass rose of a direct reading magnetic compass lies below the pivot point in order to reduce the influence of the:
A. B. C. D. magnetic inclination. parallax eror. position error. magnetic variation.

866. The ADS is a FANS application performed:


A. B. C. D. semi automatically, the pilot has to define the set of data to downlink but cannot define the type of report contract. automatically, without any crew action to define the set of data to downlink or the type of report contract. semi automatically, the pilot cannot define the set of data to downlink but can define the type of report contract. manually, the pilot has to define the set of data to downlink and the type of report contract.

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867. When sent, a MAYDAY datalink message to the ATC has the following effect on ADS:
A. B. C. D. the ADS current contract is stopped. no change to the current contract in process. the ADS contract is switched to high periodic reporting rate. the ADS current contract reporting rate is unchanged but includes more data.

868. The characteristics of the SATCOM transmissions, used for datalink communications are:
A. B. C. D. line of sight limitation, no variable quality of signals disturbed by ionospheric conditions. no line of sight limitation, no variable quality of signals disturbed by ionospheric conditions. line of sight limitation, variable quality of signals depending on ionospheric conditions. no line of sight limitation, variable quality of signals depending on ionospheric conditions.

869. Concerning a fail-operational flight control system, in the event of a failure: 1 - the system will operate as a fail-passive system. 2 - the landing is not completed automatically. 3. decrease with angular displacement above the glidepath.4 - increase with angular displacement below the glidepath.The combination that regroups all of the correct statements is:
A. B. C. D. 1, 3. 1, 2. 2. 3.

870. Comparing the radio navigation system and the inertial navigation system:; 1 - the radio position is accurate when in DME range; 2 - the radio position may be obtained whatever the position on the earth; 3 - the inertial position may be obtained whatever the position on the earth; The combination regrouping all the correct statements is:
A. B. C. D. 3. 1, 3. 1, 2. 2;

871. For a FMS designed with the vertical navigation (VNAV) capability coupled to the autopilot, the FMS vertical command output can be:; 1 - an angle of attack; 2 - a flight path angle; 3 - a speed target; The combination that regroups all of the correct statements is:
A. B. C. D. 2, 3. 2. 1, 3. 1, 2.

872. In an inertial navigation system, to know the distance travelled, it is necessary to: 1 - integrate once the speed in time 2 - to know the initial position 3 - to know the initial speed The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2, 3. 1, 2. 1. 1, 3.

873. The stall warning computer of a large aeroplane uses the following data: 1 - pitch attitude 2 - angle of attack 3 - configuration (slats / flaps) The combination that regroups all of the correct statements is:
A. 2, 3. B. 1, 3. C. 1, 2.

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D. 1, 2, 3.

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874. The flight envelope protection system prevents the aircraft from exceeding the limits of the following parameters (among others):; 1 - cabin altitude; 2 - bank angle; 3 - angle of attack; 4 - speed; 5 - pitch attitude; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2, 4 2, 5. 1, 2, 3, 4, 5. 2, 3, 4, 5.

875. The total pressure head comprises a mast which moves its port to a distance from the aircraft skin in order:
A. B. C. D. it is protected from icing. it is easily accessible during maintenance checks. not to disturb the aerodynamic flow around the aircraft. to locate it outside the boundary layer.

876. The validity period of the 'permanent' data base of aeronautical information stored in the database of a FMS is:
A. B. C. D. 28 days. one calendar month. 14 days. 3 calendar months.

877. The yaw damper system is operative:


A. B. C. D. only if the flight director is engaged. during manual or automatic flight. only if the autopilot is engaged. only when flying manually.

878. The position of the command bars of a flight director enables the pilot to know:
A. B. C. D. the position of the aircraft. the attitude of the aircraft. the direction and the amplitude of the corrections to apply on the controls. only the direction of the corrections to apply on the controls.

879. An inertial reference and navigation system is a "strapdown" system when:


A. B. C. D. only the gyros, and not the accelerometers, are part of the unit's fixture to the aircraft structure. gyros and accelerometers need satellite information input to obtain a vertical reference. the gyroscopes and accelerometers are part of the unit's fixture to the aircraft structure. gyros and accelerometers are mounted on a stabilised platform in the aircraft.

880. The components of an autopilot system are the: 1- actuators 2- mode control panel 3- EFIS control panel 4- mode annunciator panel The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2, 4. 3, 4. 1, 2, 3. 1, 2, 3, 4.

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881. The computer of the autopilot system uses, among others, input signals from the: 1- attitude reference system 2- mode annunciator panel 3- ADC 4- mode control panel The combination that regroups all of the correct statements is:
A. B. C. D. 2, 3. 1, 2, 3, 4. 1, 3, 4. 1, 4.

882. When a TCAS is operating, a failure of the active transponder will cause the TCAS to:
A. B. C. D. operate in the Resolution Advisory (RA) mode only. operate in the Traffic Advisory (TA) mode only. operate normally. no longer operate normally.

883. In case of static blockage, the airspeed indicator:


A. B. C. D. under-reads in descent only. under-reads in climb and over-reads in descent. over-reads in climb and under-reads in descent. over-reads in climb only.

884. The TAS is equal to the EAS only if:


A. B. C. D. P = 1013,25 hPa and OAT = 15C. P = 1013,25 hPa, OAT = 15C and TAS < 200 kt. P = 1013,25 hPa, OAT = 15C and TAS > 200 kt. P = 1013,25 hPa and OAT = 273 K.

885. The notification phase (LOG ON) is a FANS application which consists in transmitting aircraft information and:
A. B. C. D. park stand to the airport pre-flight controller to request the datalink pre-departure clearance (PDC). associated datalink capability, prior to operating any datalink communications with ATC. aircraft position to the airport ground controller to request the datalink taxi clearance. aircraft position to request the datalink clearance to enter an airspace.

886. The flight director command bars provide the pilot with corrections to apply to:
A. B. C. D. roll attitude only. pitch and/or roll attitude, and yaw. pitch attitude only. pitch and/or roll attitude.

887. The machmeter is subject to position error. This error concerns:


A. B. C. D. static ports only. alternate static sources only. pitot tubes only. pitot tubes and static ports.

888. The EAS is obtained from the CAS by correcting for:


A. density error. B. compressibility error. C. instrument error.

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D. position error.

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889. If the navigation function of an INS is inoperative and the control rotary switch is set to ATT, the output data of the INS is (are):
A. B. C. D. position and attitude. attitude and ground speed. position only. attitude and heading.

890. The alignment of a strapdown inertial system consists in:


A. B. C. D. positionning the accelerometers. positioning the platform relative to the local vertical and true north. measuring the earth rotation and local gravitation to position the reference trihedron. positioning the gyroscopes and accelerometers relative to the fuselage axis.

891. The flight envelope protection function(s) consist(s) in:; 1 - automatically performing an evasion manoeuvre if necessary; 2 - preventing the aircraft from exceeding the limits for specific flight parameters; 3 - alerting the flight crew in case of dangerous proximity with a threatening traffic; 4 preventing any incursion beyond an ATC clearance; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 3. 2. 2, 3, 4. 1, 2.

892. Given: Pt: total pressure Ps: static pressure Pd: dynamic pressure The airspeed indicator measures:
A. B. C. D. Ps -Pt. Pt - Pd Pd - Ps Pt - Ps

893. According to AMC 25-11 concerning the electronic display systems, the colours used are:
A. B. C. D. amber for the system limits, white for autopilot or flight director engaged modes. red for caution & abnormal sources, white for flight enveloppe limits. red for warnings, magenta for autopilot or flight director engaged modes. red for flight enveloppe and system limits, green for autopilot or flight director engaged modes.

894. According to AMC 25-11 concerning the electronic display systems, the colour associated with a caution-type alert is:
A. B. C. D. red. amber or yellow. magenta. white.

895. The position error of a stand alone inertial system:


A. increases up to 2 NM due to the drift error of the gyroscopes, then stabilizes. B. increases along the time. C. is sinusoidal.

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D. remains constant.

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896. The stall warning system of a large aeroplane includes: 1 - an angle of attack sensor 2 - a computer 3 - an independent pitot probe 4 - a transmitter of the flap/slat position indicating system The combination that regroups all of the correct statements
A. B. C. D. 2, 4. 1, 2, 3. 1, 2, 4. 1, 3.

897. The spin axis of the turn indicator gyroscope is parallel to the:
A. B. C. D. roll axis. yaw axis. pitch axis. longitudinal axis.

898. The GPWS receives data from the following systems: 1- landing gear and flaps systems 2- engine control computer (FADEC or ECU) 3- radio altimeter 4- TCAS The combination that regroups all of the correct statements is:
A. B. C. D. 3, 4. 1, 2. 1, 2, 3, 4. 1, 3.

899. Comparing the media used to transmit datalink communications, the appropriate classification from the slowest to the fastest data transmission rate is:
A. B. C. D. HF datalink, VHF datalink, SATCOM. SATCOM, VHF datalink, HF datalink. HF datalink, SATCOM, VHF datalink. SATCOM, HF datalink, VHF datalink.

900. The FMS navigation database includes the following data: 1- obstacles 2- navaids 3- SID, STAR and approaches procedures 4- waypoints 5- airways The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2, 4. 1, 2, 3, 4, 5. 2, 3, 4, 5. 1, 3, 5.

901. The Notification phase (LOG ON) is a FANS application which consists in:
A. B. C. D. sending automatically aircraft surveillance data to the ATS facility. establishing air/ground connection to verify if the datalink communication can be performed. requesting to transfer datalink communication to the next ATC center on the route. transmitting datalink messages between the pilot and ATC controller.

902. The FMS provides the following functions: 1 - aid for fuel management 2 - lateral flight plan management 3 - check-list completion 4 - aircraft position computation The combination that regroups all of the correct statements is:
A. 1, 2, 4.

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B. 3, 4. C. 2, 3. D. 1, 2, 3.

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903. On the airspeed indicator of a twin-engine aeroplane, the blue radial line corresponds to the:
A. B. C. D. minimum ground control speed. minimum air control speed. best single-engine rate of climb. single-engine holding speed.

904. The position error of a stand alone inertial system is:


A. B. C. D. large a few minutes after initialisation and reduces along the flight. constant along the flight with an accuracy depending on the accuracy of the accelerometers. small and constant along the flight. small a few minutes after initialisation and increases along the flight.

905. In an autopilot system, the functions consisting in controlling the path of the aircraft are the:
A. B. C. D. stability functions. guidance functions. inner loop functions. attitude functions.

906. For compatibility between the different components of a flight warning system, the priority from the highest to the lowest is:
A. B. C. D. TCAS, Stall, Windshear, GPWS. Stall, Windshear, GPWS, TCAS. Stall, TCAS, GPWS, Windshear. GPWS, Stall, TCAS, Windshear.

907. The open-ended tube parallel to the longitudinal axis of the aircraft senses the:
A. B. C. D. dynamic pressure. total pressure. static pressure. total pressure plus static pressure.

908. The principle of the Schuler pendulum is used in the design of a:


A. B. C. D. directional gyro control system. artificial horizon control system. strapdown inertial system. stabilised platform inertial system.

909. The output data of an IRS include: 1 - present position (lat, long) 2 - altitude 3 - ground speed 4 true heading The combination regouping all the correct statements is:
A. B. C. D. 1, 4. 1, 2, 3, 4. 1, 3, 4. 1, 2, 3.

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910. In an autopilot system, the function consisting in controlling the movements around the center of gravity of the aircraft is provided by the:
A. B. C. D. outer loop systems. synchronization system. Flight Management System (FMS). inner loop systems.

911. When a TCAS Resolution Advisory (RA) climb instruction is generated, the required vertical speed range displayed on the vertical speed indicator:
A. B. C. D. does not take into account the stall margin. takes into account a 1.3 Vs stall margin. always takes into account the stall margin. takes into account a 1.1 Vs stall margin.

912. The altimeter is subject to static pressure error. This error varies according to:
A. B. C. D. angle of attack and OAT. TAS and altimeter setting. TAS and OAT. TAS and angle of attack.

913. The machmeter is subject to position error. This error varies according to:
A. B. C. D. TAS only. OAT only. TAS and OAT. TAS and angle of attack.

914. When climbing at a constant CAS in standard atmosphere:


A. B. C. D. TAS decreases. TAS increases. TAS first decreases, then remains constant above the tropopause. TAS remains constant.

915. The compressibility error must be taken into account only for aeroplane with:
A. B. C. D. TAS greater than approximately 100 km/h. Mach number greater than 0,8. TAS greater than approximately 200 kt. Mach number greater or equal to 1.

916. The ADC uses the following parameters as input data:


A. B. C. D. TAS, altitude, vertical speed, SAT. TAS, CAS, altitude, total air temperature. static pressure, total pressure, total air temperature. static pressure and total pressure only.

917. The attitude data computed by an IRS can be used by the:


A. B. C. D. stall warning system. TCAS. GPWS. auto pilot system.

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918. The alternate static source of a light non-pressurized aeroplane is located in the flight deck; when used, the altimeter:
A. B. C. D. is blocked. tends to over-read. indicates zero. tends to under-read.

919. If the position data (lat, long) is no longer computed an IRS, the affected system(s) is (are):
A. B. C. D. the TCAS. the FMS and the TCAS. the FMS. the ADC and the TCAS.

920. The alternate static source of a light non-pressurized aeroplane is located in the flight deck; when used:
A. B. C. D. the airspeed indicator tends to under-read. the airspeed indicator indicates a consistent decreasing speed. the airspeed indicator tends to over-read. it has no influence on airspeed indicator reading.

921. An airplane is flying at FL140 with a CAS of 260kt in standard conditions. The Mach number is:
A. B. C. D. 0.41 0.53 0.51 0.43

922. The FMS cross track (XTK) is:


A. B. C. D. the angular distance error, to the left or right from the desired track (DTK) to the aircraft track (TK). the distance error between the FMS computed position and the GPS computed position. the abeam distance error, to the left or right from the desired flight plan leg to the aircraft position. the distance error between the FMS computed position and the IRS computed position.

923. A flight control system is fail-operational if, in the event of a failure:


A. the approach, flare and landing can be completed automatically. B. the landing is not completed automatically. C. there is no significant out-of-trim condition or deviation of flight path or attitude but the landing is not completed automatically. D. the approach only can be completed automatically.

924. The sideslip indication diplayed on the PFD (Primary Flight Display) is generated by:
A. B. C. D. the Automatic Flight Control System (AFCS). the stall protection system. the yaw damper. the inertial system.

925. The energy required to operate a strapdown inertial system is supplied by:
A. the bleed air system.

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B. the electrical system. C. a dedicated pneumatic system. D. the hydraulic system.

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926. The aural alert(s) associated with the mode 4 of the GPWS (unsafe terrain clearance while not in the landing configuration) is (are):; 1 - "TOO LOW GEAR "; 2 - "TOO LOW TERRAIN "; 3 - "TOO LOW FLAPS"; 4 - "PULL UP"; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2, 3. 2. 1, 2. 2, 4.

927. Given: MH = magnetic heading of the aircraft Omega = yawing rate of the aircraft The yaw damper computer sends a motion order to the rudder if:
A. B. C. D. the derivative of Omega according to time is equal to zero. the derivative of Omega according to time is not equal to zero. the derivative of MH according to time is not equal to zero. the derivative of MH according to time is equal to zero.

928. Considering a flight director of the command bars type: ; 1 - the vertical bar is always associated with the roll channel ; 2 - the vertical bar may be associated with the pitch channel ; 3 - the horizontal bar may be associated with the roll channel ; 4 - the horizontal bar is always associated with the pitch channel ; The combination that regroups all of the correct statements is:
A. B. C. D. 1, 2, 4. 1, 2, 3, 4. 1, 4. 1, 3, 4.

929. When Enhanced GPWS (EGPWS) terrain is displayed, if the computed aircraft position becomes less accurate:
A. B. C. D. the EGPWS has its own position sensors thus the terrain display accuracy won't be degraded. the terrain display will diverge from the real terrain environment around the aircraft position. the EGPWS will perform a correction of position thus the terrain display accuracy won't be degraded. the EGPWS will fail the terrain display function and the terrain will be removed from the navigation display.

930. An aeroplane is flying at FL300 with a TAS of 470kt in standard conditions. The Mach number is:
A. B. C. D. 0.83 0.82 0.80 0.53

931. When engaged in the FMS lateral navigation mode (LNAV) the autopilot uses:
A. B. C. D. the FMS computation of the aircraft position and the FMS active (TO) waypoint bearing. the FMS active (TO) waypoint coordinates. the path angle command computed by the FMS. the roll or heading command computed by the FMS.

932. The accelerometers of a strap-down Inertial Reference System are in line with:
A. the local vertical and the local meridian.

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B. the geographical directions. C. the local meridian and parallel. D. the aircraft axes.

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933. The FMS vertical navigation management is generally performed based on:
A. B. C. D. the GPS altitude computed by the GPS receiver. the geometric altitude input from the Terrain Awareness and Warning System (TAWS). a mix of baro and GPS altitudes. the baro altitude input from the ADC.

934. If the navigation function of an INS is inoperative, the back up mode if existing, used to operate the INS is:
A. B. C. D. the GS mode which supplies ground speed and heading data. the OFF mode which turns off the navigation mode but recovers the heading mode. the ATT mode which supplies attitude and heading data. the ATT mode which allows to maintain pitch attitude only.

935. With a TCAS II, when a corrective resolution is generated:


A. B. C. D. the vertical speed must be effectively modified without delay. the IAS must be effectively modified without delay. the heading must be effectively modified without delay. no action is required: vertical speed, heading and IAS can remained unchanged.

936. Considering a flight director of the command bars type:


A. B. C. D. the vertical bar is associated with the pitch channel. the horizontal bar is associated with the pitch channel. the vertical bar may be associated with the pitch channel. the horizontal bar is associated with the roll channel.

937. The FMS navigation database includes the following data: 1 - airports 2 - take off speeds 3 navaids 4 - relief 5 - runways The combination that regroups all of the correct statements is:
A. B. C. D. 3, 4, 5. 1, 3, 5. 1, 2, 3. 1, 2, 5.

938. During a climb at a constant CAS below the tropopause in standard atmosphere:
A. B. C. D. the Mach number decreases and the speed of sound increases. the Mach number and the speed of sound decrease. the Mach number and the speed of sound increase. the Mach number increases and the speed of sound decreases.

939. The navigation precision of a stand alone inertial system decreases along the flight, due to:
A. B. C. D. the drift of the gyroscopes. the motion of the aircraft. the accelerations of the aircraft. the meteorological conditions.

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940. When the rotary knob on the INS control panel is set to "NAV" mode, it is:
A. B. C. D. the normal operating mode allowing use of all the functions of the system. the navigation mode allowing use of all the functions of the system except attitude. the navigation mode allowing use of all the functions of the system except heading. the alignment function in flight.

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941. In an autopilot system:


A. B. C. D. the outer loops provide the stability functions only. the outer loops provide the stability functions and the inner loops provide the guidance functions. the outer loops provide the stability functions and the inner loops provide the guidance functions. the inner loops provide the stability functions and the outer loops provide the guidance functions.

942. During a final approach, the flight director is engaged in the G/S mode (holding of ILS Glide Slope). If the horizontal command bar is deviating upward, it means that:
A. B. C. D. the pitch attitude must be increased. the pitch attitude must be reduced. the aircraft is above the glide slope. the aircraft is below the glide slope.

943. The alignment of a gyro stabilized inertial platform consists in positionning the platform relative to:
A. B. C. D. the vertical axis and true north. the pitch axis only. the roll axis only. the pitch and roll axis.

944. A servo-assisted altimeter is more accurate than a simple altimeter because the small movements of:
A. B. C. D. the capsules are detected by a very sensitive electro-magnetic pick-off. the capsules are inhibited. the pointers are detected by a very sensitive electro-magnetic pick-off. the capsules are not taken into account.

945. Compared with a conventional gyro, a laser gyro:


A. B. C. D. is more cumbersome is influenced by temperature consumes much more power has a longer life cycle

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Aircraft General Knowledge - Instrumentation - Exam Key


1 11 21 31 41 51 61 71 81 91 101 111 121 131 141 151 161 171 181 191 201 211 221 231 241 251 261 271 281 291 301 311 321 331 341 351 361 371 381 391 401 411 421 431 441 451 461 471 481 491 C B B B A A A C D B B B C D A B D C A C D A B B D B C A D D B A D B B A D A C B A C C A B A A B A A 2 12 22 32 42 52 62 72 82 92 102 112 122 132 142 152 162 172 182 192 202 212 222 232 242 252 262 272 282 292 302 312 322 332 342 352 362 372 382 392 402 412 422 432 442 452 462 472 482 492 D D D C C D B A D A D D B A D D B B A C C A C D A B A C B B A A D C D B A B A B D B A A A D A C D A 3 13 23 33 43 53 63 73 83 93 103 113 123 133 143 153 163 173 183 193 203 213 223 233 243 253 263 273 283 293 303 313 323 333 343 353 363 373 383 393 403 413 423 433 443 453 463 473 483 493 A B D D B A A B C C B A B B C D C B B A B A C A C A D C D A B C A A B C D A C B D B B D D B A D D D 4 14 24 34 44 54 64 74 84 94 104 114 124 134 144 154 164 174 184 194 204 214 224 234 244 254 264 274 284 294 304 314 324 334 344 354 364 374 384 394 404 414 424 434 444 454 464 474 484 494 A D A B D C A A B D B D A A D C B A B B C D D B C D C D A D D B D D C A D D C C A C C C A A B D C D 5 15 25 35 45 55 65 75 85 95 105 115 125 135 145 155 165 175 185 195 205 215 225 235 245 255 265 275 285 295 305 315 325 335 345 355 365 375 385 395 405 415 425 435 445 455 465 475 485 495 C C A C C D C C C B C A C B A B C C A A C B D C B C D B D D A C D A A C D B B D A A B D C B A B B C 6 16 26 36 46 56 66 76 86 96 106 116 126 136 146 156 166 176 186 196 206 216 226 236 246 256 266 276 286 296 306 316 326 336 346 356 366 376 386 396 406 416 426 436 446 456 466 476 486 496 D A A B D C D D A D C D C B B D B A A A A D D D D C D C A B A A D D A B B C D B D D B B B A B D B D 7 17 27 37 47 57 67 77 87 97 107 117 127 137 147 157 167 177 187 197 207 217 227 237 247 257 267 277 287 297 307 317 327 337 347 357 367 377 387 397 407 417 427 437 447 457 467 477 487 497 B D B D D D B B A B D C B A C A B C B C D C D A B B B B C B B A D C A B C B D A D C D D B B D C B B 8 18 28 38 48 58 68 78 88 98 108 118 128 138 148 158 168 178 188 198 208 218 228 238 248 258 268 278 288 298 308 318 328 338 348 358 368 378 388 398 408 418 428 438 448 458 468 478 488 498 C C A C C C B A B C D A B C D A A D A D C A D B C B A D C C B B A B B B A C D B D C A B A A B B A B 9 19 29 39 49 59 69 79 89 99 109 119 129 139 149 159 169 179 189 199 209 219 229 239 249 259 269 279 289 299 309 319 329 339 349 359 369 379 389 399 409 419 429 439 449 459 469 479 489 499 A A C D A B D D A B C A B A A D D B D C B D D D C B D D D D A C D D B C D D A D A A A C D D B A D D 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 310 320 330 340 350 360 370 380 390 400 410 420 430 440 450 460 470 480 490 500 B C D D C B A D B A C B D A D D D A D C D C D D C D A C B B C B D D D A D A D C A D A B A D D A D A

ATP Online - Aircraft General Knowledge - Instrumentation


501 511 521 531 541 551 561 571 581 591 601 611 621 631 641 651 661 671 681 691 701 711 721 731 741 751 761 771 781 791 801 811 821 831 841 851 861 871 881 891 901 911 921 931 941 B D D A D C C A C C D B D C D B A D C B C A D C A A A D B D B A C A A A B A C B B A C D D 502 512 522 532 542 552 562 572 582 592 602 612 622 632 642 652 662 672 682 692 702 712 722 732 742 752 762 772 782 792 802 812 822 832 842 852 862 872 882 892 902 912 922 932 942 A C D A C C B C B A D B B B C D C D D B C D D D B D A B B A D D D B B D A C D D A D C D A 503 513 523 533 543 553 563 573 583 593 603 613 623 633 643 653 663 673 683 693 703 713 723 733 743 753 763 773 783 793 803 813 823 833 843 853 863 873 883 893 903 913 923 933 943 D D A D A A C B A D D B B C C D D C B D C D A B D D C B D A B A A A D A C A B D C D A D A 504 514 524 534 544 554 564 574 584 594 604 614 624 634 644 654 664 674 684 694 704 714 724 734 744 754 764 774 784 794 804 814 824 834 844 854 864 874 884 894 904 914 924 934 944 B B C D D D A D D B A C C B A A B C A C A B B A C D C C B C C A D D B B A D A B D B D C A 505 515 525 535 545 555 565 575 585 595 605 615 625 635 645 655 665 675 685 695 705 715 725 735 745 755 765 775 785 795 805 815 825 835 845 855 865 875 885 895 905 915 925 935 945 B C A B B B D B B B D D A D B A A C D D B B D A D A B B D C C B B C D B A D B B B C B A D 506 516 526 536 546 556 566 576 586 596 606 616 626 636 646 656 666 676 686 696 706 716 726 736 746 756 766 776 786 796 806 816 826 836 846 856 866 876 886 896 906 916 926 936 C B D A D B B A C B C D D B D B B C C B D B D B A B D B A D D B B D D D B A D C B C A B 507 517 527 537 547 557 567 577 587 597 607 617 627 637 647 657 667 677 687 697 707 717 727 737 747 757 767 777 787 797 807 817 827 837 847 857 867 877 887 897 907 917 927 937 B A A C C A B A C C A B C B B A D C D C B D A D A D D C A B C B D C A B C B D C B D B B 508 518 528 538 548 558 568 578 588 598 608 618 628 638 648 658 668 678 688 698 708 718 728 738 748 758 768 778 788 798 808 818 828 838 848 858 868 878 888 898 908 918 928 938 A A A A D A C B A D A C D D A D C D C A C D D C A B B D D A C B B D D D B C B D D B C D 509 519 529 539 549 559 569 579 589 599 609 619 629 639 649 659 669 679 689 699 709 719 729 739 749 759 769 779 789 799 809 819 829 839 849 859 869 879 889 899 909 919 929 939 C C A D C D B A B A C D A B C D D A D B B B D A C B A D A B A B C C D A A C D A C C B A 510 520 530 540 550 560 570 580 590 600 610 620 630 640 650 660 670 680 690 700 710 720 730 740 750 760 770 780 790 800 810 820 830 840 850 860 870 880 890 900 910 920 930 940 C A B B C A A B C D A B C D D A A B C B A A D A A A D D D B A A C C A C B A C C D C C A

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