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MODULE 13 (13.3 / 13.4 / 13.6 / 13.8)

HF IS 3 30 MHZ
GLIDESLOPE TONE FREQUENCY IS 90 HZ
LOCALIZER TONE FREQUENCY IS 150 HZ
VOICE SWITCH ON AUDIO SELECT PANEL HAS 1020 1350 HZ
BAND STOP FILTER
ILS IS 111.1 HZ (ILS IS VHF)
MLS IS 5000 6000 MHZ
GPS RECEIVER NAV MSG FREQ IS 50 HZ
VHF IS 108 136 MHZ
VOR IS 112 118 MHZ (VOR IS VHF)
TCAS TX AT 1030 MHZ
TCAS RX AT 1090 MHZ
WAVELENGTH OF A C BAND RADAR IS 4 8 CM
GPS FREQ IS 1575 MHZ
ILS MARKER BEACON FREQ IS 75 HZ
1 NM = 12.36 MICROSECONDS
ADF OPERATES 190 KHZ 1759 KHZ
ACARS OPERATES IN 118 136 MHZ

DME WORKS ON UHF

MF BAND IS 300 KHZ 3 MHZ
G/S FREQ IS 328.6 335.4 MHZ
ADF OPERATION RANGE IS AT MF BAND
G/S TRANSMITTER OPERATES ON UHF BAND
AUDIO FREQ RANGE IS 20 20000 HZ
L BAND DME TRANSMIT ON FREQUENCY OF 1090 MHZ
LOCALIZER EQUIP OPERATE IN VHF BAND
THE TROPOPAUSE EXISTS AT 36,000 FEET
ROTOR BLADES OPERATE AT BEST LIFT / DRAG RATIO WHEN
THEIR AOA IS +30
A SHROUDED TAIL ROTOR REDUCES THE NEED FOR - CYCLIC
FEATHERING
WHEN A HELICOPTER ROTOR BLADE FLAPS UP PITCH
DECREASES
SOLIDITY OF A ROTOR IS THE RATIO OF BLADE AREA TO DISC
AREA
DISC LOADING IS DEFINED AS RATIO OF GROSS WEIGHT:
DISC AREA
AFTER A CHANGE IN PITCH OF A ROTOR BLADE, THE BLADE
WILL BE MAXIMUM FLAT AT 900
ASSUMING THE PHASE LAG OF A ROTOR BLADE IS 900 & THE
CONTROL ADVANCE ANGLE IS 150 THEN THE PITCH
OPERATING ARM MUST BE AT THE HIGHEST POINT OF THE
SWASH PLATE 750 AHEAD OF THE HIGHEST FLAPPING
POSITION

IN A HELICOPTER THE ALTITUDE HOLD SIGNAL IS FROM THE

BAROMETRIC ALTITUDE CAPSULE
CPT CALL IS A HI / LO CHIME & PINK LIGHT
TOILET CALL IS A HI CHIME & AMBER LIGHT
SEAT BELT WARNING LO CHIME
GALLEY EQUIPMENT IS FOUND IN AWN 99
INSPECTION PROOF TESTING OF SEAT BELTS IS CARRIED OUT
TO 9g
THE MINIMUM DISTANCE BETWEEN A SEAT CUSHION AND THE
SEAT IN FRONT OF IT IS 7 INCHES
EMERGENCY LOCATOR TRANSMITTER TRANSMITS 3
FREQUENCIES
VHF EMERGENCY FREQUENCY IS 121.5 MHZ
AUTOPILOT, WHEN ON APPROACH TO LANDING, 3 AXIS ARE
USED
BACK BEAM SCANNING IN AN MLS IS AT A RATE OF 20 DEGREES
PER MILLISECOND (0.02 DEGREES PER MICROSECOND)
MAXIMUM AZIMUTH COVERAGE BY A MLS FACILITY IS +/- 60
DEGREES
NORMAL AZIMUTH COVERAGE BY A MLS FACILITY IS +/- 40
DEGREES
IN MLS, THE 12 BIT PREAMBLE CONSISTS OF 5 BITS TIME
FUNCTION & CARRIER, & 7 BITS FUNCTION
DURING AUTOLAND, LOCALIZER SIGNAL IS LOST AT 400FT. IN
THE FINAL APPROACH A GO AROUND IS INITIATED
CAT 2 AUTOLAND DH LIMITS ARE BELOW 200FT BUT NOT LESS
THAN 100FT

CAT 1 AUTOLAND DH LIMITS ARE NOT LESS THAN 200FT

A/C WILL CAPTURE AUTOLAND SYSTEM AT 1500FT
CAT 2 RVR, IF THE ALERT HEIGHT IS 100FT, WILL BE 400
METERS
CAT 3B ALLOWS APPROACH, LAND AND RUNWAY GUIDANCE
WITH TAXING VISIBILITY IN THE ORDER OF 50 METERS
AN AC TACHOGENERATOR STATOR HAS 2 WINDINGS 900 APART
ICAO WEATHER CATEGORY 3A IS OPERATION DOWN TO AND
ALONG THE SURFACE OF THE RUNWAY WITH RVR OF 200
METERS
A CAT 11 FACILITY PERFORMANCE ILS HAS AN INTERSECT
HEIGHT OF 15M
AVERAGE RISK OF AUTOLAND SHOULD NOT CONTRIBUTE A
RATE OF FATAL ACCIDENTS PER LANDING GREATER THAN 1 x
10-7
TO ENSURE THE A/C ATTAINS THE GLIDESLOPE TRACK THERE
IS A GLIDESLOPE CAPTURE BIAS APPLIED FOR 10 SECONDS
AFTER THE SYSTEM SWITCHES TO THE CAPTURE MODE
ROLLOUT GUIDANCE BY RUDDER IS EFFECTIVE TO ABOUT 80
KNOTS
GO AROUND CAN BE INITIATED BELOW 2000 FT
ERROR = DEMAND FEEDBACK
2 DATABASES REQUIRED IN AN FMS SYSTEM
MODE 1 GPWS IS FOR EXCESSIVE DESCENT RATE
MODE 2 GPWS IS FOR EXCESSIVE TERRAIN CLOSURE RATE
HF USED FOR RADIO COMMUNICATION OVER 250 MILES

SATELLITES TRANSMIT UPDATES EVERY 2ND ORBIT

A/C IS NORTH OF VOR BEACON ON A COURSE OF 090 RMI. THE
POINTER POINTS TO 180
TONE FREQUENCY FOR GLIDESLOPE AND LOCALIZER ARE
G/S 90HZ
LOCALIZER 150HZ
AN 80 COAXIAL CABLE IS CONNECTED TO AN 80 DIPOLE
ARIEL THEREFORE THE RESISTANCE WOULD BE 80
ADDING 6 FOOT OF CABLE TO BOTH TX & RX ARIELS ON A RAD
ALT WOULD GIVE 18 FOOT ERROR
GPS EPHEMERIS COLLECTION TAKES 30 SECONDS
THE VOICE SWITCH ON THE AUDIO SELECT PANEL HAS 1020
1350 HZ BAND STOP FILTER
VOR CABLE IMPEDENCE IS 50
HF CABLE IMPEDENCE IS 50
VHF CABLE IMPEDENCE IS 50
7770 ON THE ATC CONTROL PANEL INDICATES EMERGENCY
760 CHANNELS ARE AVAILABLE ON VHF
THE ILS MARKER BEACON LIGHTS ARE COLORED BLUE /
AMBER / WHITE
AVIATION DISTRESS SIGNAL IS 121.5 MHZ
MLS FREQUENCY IS 5000 6000 MHZ
THE ELECTRICAL TUNING UNIT OF A HF TRANSMITTER
MAINTAINS A VSWR OF THE ANTENNA AT 1.3 1

HF TRANSMISSION OF 10 MHZ WITH A SIDEBAND OF 1000 HZ

WHICH DRIFTS 50 HZ THE RECEIVER AUDIO TONE WOULD BE
1000 HZ
GPS RECEIVER NAVIGATION MESSAGE FREQUENCY IS 50 HZ
GNS USES 4 SATELLITES
VHF IS 118 137 MHZ
121.5 MHZ IS VHF FREQUENCY
IN MLS, THE BEAM ANGLE AWAY FROM THE RUNWAY IS 150
ACCURACY OF A GPS SYSTEM IS 16 METERS / LESS
AN A/C WITH A 8.33 KHZ SEPARATION VHF COMMUNICATION
SYSTEM COMMUNICATES USING SINGLE CHANNEL SIMPLEX
DECCA NAVIGATION SYSTEM OPERATES ON LOW FREQUENCY
AN RMI IN VOR MODE, ITS POINTER IS SHOWING A COURSE OF
000. IF THE COURSE KNOB IS ADJUSTED TO 010 THE POINTER
MOVES RIGHT
TCAS TRANSMIT ON 1030 MHZ
TCAS RECEIVES ON 1090 MHZ
RAD ALT TRACK MODE IS EFFECTIVE TO 2500 FT
WHEN THE VOR REFERENCE & VARIABLE PHASES ARE IN
PHASE QUADRATURE, THE A/C IS AT 0900 RADIAL
DIFFERENTIAL GPS REQUIRE 4 SATELLITES AND 1 GROUND
BASE TRANSMITTER
GPS HAS 4 SATELLITES IN EACH OF 6 ORBITS

IN A RAD ALT SYSTEM, IF THE TX AND RX CABLES ARE

INCREASED BY 3 INCHES, THE TOTAL CORRECTION FACTOR IS
9
FMC STORE 2 PROGRAMMES, 1 ACTIVE AND 1 STANDBY
THE QUADRANTAL ERROR IN ADF IS MAXIMUM AT A HEADING
OF 045
THE TCAS SYSTEM HAS 2 ARIELS
THE WAVELENGTH OF X BAND RADAR IS 3 CM
THE A/C TRANSPONDER REPLY FREQUENCY IS 1090 MHZ
A RAINFALL OF 5MM/ HR IS INDICATED ON THE WXR BY A
YELLOW COLOR
WHEN THE A/C IS AT A HEIGHT OF 9500 FT & QNH IS 500 FT, THE
DISTANCE THE VHF COMMUNICATIONS CAN COVER IS 120 NM
GLIDESLOPE EQUIP OPERATES IN UHF BAND
IN A DOPPLER VOR, 30 HZ REFERENCE SIGNAL IS AM
MODULATED
DURING TESTING THE ATC ALTITUDE FUNCTION THE
PRESSURE ALTIMETER IS SET TO 1013.25Mb
MODE C INTERROGATION WILL BE IGNORED WHEN THE P2
PULSE IS HIGHER AMPLITUDE TO P1
THE TIME BETWEEN THE START OF THE P1 PULSE AND THE P3
PULSE IGNORING THE P2 PULSE LENGTH FOR A MODE A
TRANSMISSION IS 8 MICROSECONDS
WAVELENGTH OF C BAND RADAR IS 4 8 CM
VHF COMMUNICATION RANGE AT 9000 FT IS 110 NM
GPS SENDS L1 & L2. THE L1 c/a CODE & P CODE

MODE 4 OF GPWS DERIVES WARNINGS FROM RAD ALT

DECREASE
WHEN THE CVR IS U/S, FLIGHTS MUST NOT EXCEED 72 HOURS
THE BEARING OF A NDB MEASURED BY ADF IS 060 DEGREES
RELATIVE TO A/C HEADING OF 030 DEGREES. THE RMI
POINTER INDICATES 90 DEGREES
GPS FREQUENCY IS 1575 MHZ
ILS MARKER BEACON FREQUENCY IS 75 HZ
ON TCAS WITH OWN A/C BELOW 1750 FT ANY OTHER A/C
BELOW 360 FT ARE DEEMED TO BE ON THE GROUND
MODE S PULSES - S1, P1, P3, P4 ARE USED
DME REPLY PULSES ARE 63 MHZ HIGHER OR LOWER
1 NAUTICAL MILE = 12.36 MICRO SECONDS
DME TRANSPONDER TRANSMITS ON RECEIPT OF A PAIR OF
PULSES SEPARATED BY 12 MICROSECONDS
RAD ALT ELECTRICAL LENGTH OF A HELICOPTER IS 28 FOOT
MODE S TRANSPONDERS TRANSMIT A BINARY CODE OF 24 BITS
INS CALCULATES ON POWER UP LATITUDE
ADF IS THETA
THE DIFFERENCE BETWEEN THE DME TRANSMIT AND
RECEIVE PULSE FREQUENCY IS 63 MHZ
TCAS II IS 24 A/C PER 5 NAUTICAL MILE RADIUS
A MODE C INTERROGATION WILL BE IGNORED WHEN THE P2
PULSE IS HIGHER AMPLITUDE TO THE P1 PULSE

AN RMI IN VOR MODE, ITS POINTER SHOWING A COURSE OF

000. IF COURSE KNOB IS ADJUSTED BY 010, THE POINTER
TURNS RIGHT
MODE A P1 TO P3 = 8 MICROSECONDS
MODE C P1 TO P3 = 21 MICROSECONDS
AN A/C FLYING ON A HEADING OF 030 RECEIVES AN ADF
SIGNAL 030 RELATIVE TO A/C. THE POINTER INDICATES 060
A RADIO FREQUENCY OF 16 MHZ WOULD BE USED FOR HF
COMMUNICATIONS (HF IS 3 30 MHZ)
LORAN C USES 100 KHZ
A DME IS IN AUTO STANDBY WHEN THE DME RECEIVES 200
300 PULSES A SECOND
AN A/C IS DUE NORTH OF A VOR STATION ON A HEADING OF 900.
THE RMI DISPLAYS 1800
VOR & ILS ARE VHF
A SECONDARY SURVEILLANCE RADAR INTERROGATION
OPERATES ON A FREQ OF 1030 MHZ & PULSE SPACING
DEPENDING ON THE MODE OF INTERROGATION
FMS NAV DATA BASE IS UPDATED EVERY 28 DAYS
IF THE 90 HZ TONE PREDOMINATES IN A LOCALIZER
RECEIVER, THE DEVIATION INDICATED WILL SHOW FLY
RIGHT
LOCALIZER MODULATION DEPT IS 20%
THE ARIEL ELEMENT OF A VHF COMMUNICATIONS
TRANSMITTER / RECEIVER SHOULD HAVE A MIDBAND LENGTH
OF

/4

THE SHORT CIRCUIT STUB THAT IS USED FOR BROAD BANDING

A VHF WHIP MUST BE APPROX 59 CM

VSWR OF A VHF SYSTEM WITH A FORWARD POWER OF 100W &

A REFLECTED POWER OF 4W WILL BE 1.5: 1
MIDDLE MARKER IS KEYED WITH ALTERNATE DOTS AND
DASHES
THE MILLIVOLT DEFLECTION PER DOT ON ILS / VOR IS 75 / 75
AN ACCELEROMETER IN AN INS MUST BE ABLE TO DETECT
ACCELERATIONS DOWN TO 10-6g
BANDWIDTH OF HF TRANSMISSION IS 3 KHZ
VHF FREQ IS 108 136 MHZ
TCAS DISPLAYS WHITE DIAMONDS / RED SQUARES / AMBER
CIRCLES
DFDR ARINC 573 DATA BUS HAS 4 SUB FRAMES
IN AIRCRAFT, VOR RECEIVER 30 HZ MODULATED REFERENCE
SIGNAL IS COMPARED WITH 30 HZ VARIABLE PHASE SIGNAL
IN CVOR, 9960 C/S AM SUB CARRIER IS USED IN THE
REFERENCE PHASE
ADF OPERATES 190 1759 KHZ
MODE C RESPONSE IS 20.3 MICROSECONDS
COAXIAL TRANSMISSION LINE OF IMPEDENCE 80 IS
CONNECTED TO A DIAPOLE OF 120. WHEN CHECKING WITH
AN OHMMETER THE READING WILL BE MORE THAN 20 MEGA
OHMS
A/C IS NORTH OF VOR BEACON & THE COURSE IS SET TO 900.
RMI INDICATES 1800
ACARS OPERATES 118 136 MHZ

THE MODULATION USED FOR THE BEAMS OF A LOCALIZER IN

AN ILS ARE
150 HZ RIGHT OF RUNWAY CENTERLINE
90 HZ LEFT OF RUNWAY CENTERLINE
GPS L1 & L2 SIGNALS ARE BIPHASE 50 BIT / SECOND
DECCA NAVIGATION USES LF
A MODE S TRANSPONDER MAKES A MODE A/C ONLY CALL.
THE P2 PULSE IS 0.8 S
SINGLE SIDE BAND FILTERS ARE 3 KHZ
MAN MADE NOISE CAUSES INTERFERENCE MAINLY BELOW 12
MHZ
3 RF AMPLIFIERS OF 10 dB & 10 KHZ ARE IN CASCADE.
THEREFORE THE OUTPUT IS 30 dB & 10 KHZ
RADIO WAVES ARE SAID TO HAVE LINE OF SIGHT
PROPAGATION ABOVE ABOUT 100MHZ
THE IDEAL VSWR ON A RADIO TRANSMISSION LINE IS 1:1
CRYSTALS OPERATE RELIABLY AT FUNDAMENTAL
FREQUENCIES UP TO 30 MHZ
DME WORKS ON UHF
TCAS WILL ISSUE TRAFFIC ADVISORY IF A COLLISION IS
WITHIN 35 40 SECONDS OF OCCURRING
MF BAND IS 300 KHZ 3 MHZ
THE NOISE FACTOR OF A RECEIVER WHOSE INPUT SIGNAL TO
NOISE RATIO IS 15:1 & OUTPUT SIGNAL TO NOISE RATIO IS 12:1
IS 1:25
A LORAN C TRANSMISSION CONSISTS OF 8 PULSES EACH 270
MICROSECONDS
ARINC 629 OPERATES AT 2000 KB/S

BNAV ACCURACY IS +/- 5 NM 95%

WITH ATC CODE OF 0600 SELECTED, PULSES TRANSMITTED
ARE B2 & B4
FOR RHO RHO NAVIGATION 2 DME SIGNALS ARE REQUIRED
SINGLE SIDE BAND FILTERS ARE 3 KHZ
AFTER THE PILOT DEPRESSES THE IDENT BUTTON, THE IDENT
PULSE APPEARS 4.35 SECONDS AFTER LAST FRAME PULSE
THE LENGTH OF RESONANT ANTENNA DIOPOLE IS LAMBDA / 2
GPS SATELLITES ORBIT 10,900 NM HIGH
SELCAL SIGNAL TRANSMITS 2 PAIRS OF TONES, 1 PAIR AFTER
THE OTHER
AN A/C IS ON COURSE ON AN ILS LOCALIZER. THE DIFFERENCE
IN DEPTH OF MODULATION IS ZERO
ACARS TRANSMISSION TO PILOT IS INDICATED BY A DOUBLE
CHIME
FLIGHT DATA RECORDER UNDERWATER LOCATOR BEACON
WILL OPERATE AT 37 KHZ FOR 30 DAYS
GPS COMPRISES OF 4 SATELLITES IN EACH OF 6 ORBITS
COMMUNICATION BETWEEN AIRCRAFT EARTH STATION AND
SATELLITE IS ON L BAND
IN AN INTERROGATOR MODE S ADDRESSING FORMAT, THE
FIRST SYNCH PHASE REVERSAL OCCURS 2.75 SECONDS
AFTER P2
IN VOR THE MANUAL PHASE SHIFT RESOLVER IS 30 HZ SIGNAL
IMPEDENCE OF A HF ARIEL IS 50

FULL SCALE DEFLECTION ON A VOR SYSTEM IS 10 DEGREES

A VHF COMMUNICATION BLADE ARIEL HAS A LENGTH OF A
QUARTER WAVELENGTH
TO OBTAIN AN ACCURATE GPS FIX, THE GPS RECEIVER MUST
BE IN LINE OF SIGHT OF 4 SATELLITES
GLIDESLOPE FREQUENCY IS 328.6 335.4 MHZ
ADF OPERATION RANGE IS AT MF BAND
OUTER MARKER FREQUENCY IS AT 400 HZ
DME INTERROGATION IS CARRIED 63 MHZ ABOVE OR BELOW
TRANSMITTED FREQUENCY
IRS SERVICEABILITY FOR INSERVICE DRIFT IS ASCERTAINED
BY 3 + 3T
DURING AN ACARS TRANSMISSION A 1 IS GENERATED BY THE
VE HALF OF A 1200 HZ WAVEFORM
ACARS TRANSMITS ITS DATA USING BINARY CODE
IN FLIGHT MODE, THE FMS REFERENCE OF DATA SOURCE IS
IRS, RHO RHO, RHO - THETA
RNAV USES INPUTS OF IRS, VOR, GPS, DME
AIRCRAFT IS AT 9000 FT. THEREFORE OUT OF VHF RANGE IS
120 NM

ATCRBS REPLY PULSES ARE 0.45 S WIDE

TIME BETWEEN F2 FRAMING PULSE & SP1 IS 4.35 S

TIME BETWEEN F1 FRAMING PULSE & F2 IS 20.3 S

SLEWING OF THE INS GIMBLLED PLATFORM STIMULATES IN

FLIGHT ATTITUDE CHANGES UP TO 710 IN PITCH AND 1800
AZIMUTH
WHEN A/C IS HEADING DUE NORTH TOWARDS A VOR STATION
THE REFERENCE & VARIABLE SIGNALS WILL BE 1800 OUT OF
PHASE
MIDDLE MARKER TO RUNWAY THRESHOLD IS 3500 FEET
GLIDESLOPE TRANSMITTER OPERATES ON UHF BAND
CAT 3B AIRCRAFT USING FAIL OPERATIONAL AUTO LAND
EQUIPMENT WILL HAVE NO DECISION HEIGHT
AUDIO FREQUENCY RANGE IS 20 20,000 HZ
L BAND DME TRANSMITS ON A FREQUENCY OF 1090 MHZ
IN SECONDARY RADAR SYSTEM, THE INTERROGATOR
TRANSMITS AT 1030 MHZ
A SIGNAL OF 120 MHZ FREQUENCY WILL NORMALLY
PROPAGATE BY MEANS OF SPACE WAVES
TCAS CONSIDERS ANOTHER A/C TO BE ON GROUND AT
DIFFERENCE HEIGHT BETWEEN THE BAROMETRIC
ALTIMETER & RADIO ALTIMETER OF 180 FEET
IN RAD ALT INSTALLATION, ARIEL SPACING MUST BE 8 FEET
IN THE DOWNLINK 11 FORMAT A 0.5 PER SECOND PULSE IN THE
FIRST HALF OF THE SLOT REPRESENTS A LOGIC ONE
THE UPLINK 11 FORMAT UTILIZES DIFFERENT PHASE SHIFT
KEYING
IN A UNIVERSAL ALL CALL TRANSPONDER INTERROGATION P2
IS RADIATED BY THE OMNI DIRECTIONAL ARIEL
TCAS TRANSMITS SQUITTER PULSES ON FREQUENCY OF 1090
MHZ

ABOVE GLIDESLOPE, THE ILS GLIDESLOPE SIGNAL

MODULATION IS 90 HZ
GLIDESLOPE EQUIP OPERATES IN UHF BAND
LOCALIZER EQUIPMENT OPERATES IN VHF BAND
THE AIRCRAFT EQUIP DETERMINES THE BEARING OF A GND
STATION BY COMPARING THE PHASE OF TWO 30 HZ
MODULATIONS
IRS ALIGNMENT TAKES 10 MINUTES
A SCHULER PENDULUM HAS A PERIOD OF OSCILLATION OF 84.4
MINS
WHEN IN MANUAL MODE, THE CDU ALERT LAMP OF THE INS
WILL FLASH 2 MINUTES NEXT WAYPOINT
THE 3 ACCELEROMETERS ON A STRAPDOWN PLATFORM ARE
MOUNTED 900 TO EACH OTHER
A BASIC INS PLATFORM HAS 2 ACCELEROMETERS AND 3
GYROS
THE INS COMPUTES DISTANCE FROM ACCELERATION BY 2
SUCCESSIVE INTERROGATIONS
THE 3 ACCELEROMETERS ON A STABLE PLATFORM ARE
MOUNTED ORTHOGONALLY
THE EARTH RATE IS 150 / HOUR
TO PREVENT GIMBAL LOCK ON THE STABLE PLATFORM IT IS
NORMAL TO USE 4 GIMBALS
THE 2 FREQUENCIES THAT ARE PAIRED ARE G/S & LOCALIZER
LOCALIZER BEAM WIDTH IS THE ANGLE WHERE THE 2 EDGES
OF THE BEAM ARE APART AT THE RUNWAY THRESHOLD BY 700
FEET

IF FREQUENCY DECREASES WITHOUT ALTERING THE LENGTH

OF AN ARIEL.BECOMES CAPACITIVE REACTIVE
IF FREQUENCY INCREASES WITHOUT ALTERING THE LENGTH
OF AN ARIEL.BECOMES INDUCTIVE REACTIVE
APPLIED PRESSURE OF AN ASI VARIES WITH THE SQUARE OF
SPEED
AIRCRAFT FLIES IN STILL AIR AT 400 KNOTS & ENCOUNTERS A
HEAD WIND OF 50 KNOTS. THEREFORE THE GROUND SPEED IS
350 KNOTS
MODE S ADDRESS IS MADE UP OF 24 BITS
WHEN AN AIRCRAFT IS ALIGNED FOR A COMPASS SWING
CHECK IT MUST BE ALIGNED WITH ERROR OF + / - 3 DEGREES
THE ELECTRIC ARTIFICIAL HORIZON HAS MOVEMENT OF 3600
IN ROLL & 850 IN PITCH
GPWS MODE 1 IS EXCESSIVE RATE OF DESCENT
WHEN CARRYING OUT AN INSULATION CHECK ON A FUEL
PROBE, THE MAX VOLTAGE USED IS 250 VOLTS
MAXIMUM DEVIATION ON A STANDBY MAGNETIC COMPASS
MUST NOT BE MORE THAN 30
COMPASS BASE CLASSIFICATION CLASS 2 IS PERIODICALLY
RESURVEYED EVERY 2 YEARS
AIRCRAFT IS HEADING 2700. MAGNETIC COMPASS DEVIATION
IS 10. THE PILOT SHOULD FLY 2710
VERTICAL GYROS ARE LIMITED TO 850 MOVEMENT IN PITCH
TO PREVENT GIMBAL LOCK
AN ELECTRIC GYRO RPM IS 24,000 RPM

THE CX & TX ROTORS OF A CONTROL SYNCHRO ARE 900

SHIFTED. OUTPUT IS THEREFORE 0
COMPONENT C IS (DEV ON N DEV ON S) / 2
COMPONENT B IS (DEV ON E DEV ON W) / 2
A RATE GYRO HAS 1 DEGREE OF FREEDOM
AIRCRAFT IN FLIGHT. THE BAROMETRIC SCALE OF ALTITUDE
IS SET TO 1013.25
MODE S HAS 24 ADDRESS BITS
IN RVSM, ERROR ALLOWED IS 80 FEET
DURING A COMPASS SWING, USING A DATUM COMPASS, THE
ERROR PERMITTED IN ALIGNING THE AIRCRAFT IS 5 DEGREES
A DIRECTIONAL GYRO IS CHECKED EVERY 15 MINUTES FOR
DRIFT
IN A BOOST GAUGE SYSTEM THE SENSING ELEMENT CONTAINS
2 CAPSULES
STANDBY COMPASS ADJUSTING MAGNETS (FINDERS BARS)
EXERT THE MOST AMOUNT OF INFLUENCE WHEN 900 APART
COEFFICIENT A IS ADJUSTED ON ANY HEADING
WHEN AIRCRAFT REACHES 2500FT THE RAD ALT GOES OUT OF
VIEW
AIRCRAFT CERTIFIED AFTER 1997 WITH RVSM, THE MAXIMUM
TOLERANCE FOR THE SYSTEM WOULD BE + / - 200 FEET PLUS
+ / - 50 FEET FOR INSTRUMENT ERROR
AIRCRAFT CERTIFIED BEFORE 1997 WITH RVSM, THE
MAXIMUM TOLERANCE FOR THE SYSTEM WOULD BE + / - 300
FEET PLUS + / - 50 FEET FOR INSTRUMENT ERROR
LORAN C USES 100 KHZ

SPEED OF ARINC 439 SYSTEM IS 100 KHZ

IN A COMPASS SWING THE
NORTH ERROR IS 20
SOUTH ERROR IS 20
COEFFICIENT C = 0

THEREFORE THE

THE ALTITUDE RELATIVE TO SEA LEVEL, THAT THE PRESSURE

IN THE STANDARD ATMOSPHERE IS HALVED IS 18,000 FEET
THE NEEDLE IN A RESOLVER IS CONNECTED TO 2 COILS ONLY
AIRCRAFT LANDING ON QFE, ON TOUCHDOWN THE
ALTIMETER READS 0
DC ELECTRIC CABLE MUST BE 24 INCHES FROM A COMPASS
A COMPASS HAS A RESIDUAL DEVIATION OF +1 DEGREE. TO
STEER A TRUE HEADING OF 1800 THE PILOT MUST STEER 1790
ABSOLUTE PRESSURE OF 25 PSI IS 10.3 PSI
(GAUGE PRESSURE = ABSOLUTE PRESSURE ATMOSPHERIC
PRESSURE)
JAR OPS STATES A FDR RECORDING MUST BE KEPT FOR 60
DAYS AFTER AN ACCIDENT OR INCIDENT
COEFFICIENT A CORRECTION IS CARRIED OUT AFTER B &
AFTER C
COMPASS ERROR Q CORRECTIONS CORRECT C ERROR
ICAO STANDARD ATMOSPHERE IS TAKEN FROM DATA
MEASURED AT 45 DEGREES NORTH
ABOVE 2500 FEET THE RAD ALT POINTER IS HIDDEN BEHIND A
MASK WITH OFF FLAG OUT OF VIEW
MODES OF GPWS THAT MAY BE INHIBITED ARE MODES 4B & 5

THE VOCAL REPETITION OF MODE 6 WARNINGS ARE

REPEATED ONCE ONLY
THE HEIGHT THE RISING RUNWAY APPEARS IS 200 FEET
CYCLIC SHIFT OF THE STATOR CONNECTIONS IN A TORQUE
SYNCHRO RESULTS IN OUTPUT DATUM ADVANCED 240
DEGREES
THE SCRATCH PAD IN A FMS CDU OCCUPIES THE FIRST 12
CHARACTER SPACES OF THE BOTTOM LINE
ELECTRIC CABLES SHOULD BE 24 INCHES FROM DR COMPASS
A PITOT HEAD DIAMETER OF 2 INCHES.. THIS IS THE
EXTERNAL DIAMETER OF THE PITOT HEAD
DEVIATION IS INDICATED BY 2 DOTS IN A VOR SYSTEM
INDICATES 100
VACUUM DRIVEN GYRO HORIZON RUNS AT APPROX 15,000 RPM
WITH THE VSI POINTER AT POSITION 1 AT THE UPPER HALF OF
SCALE INDICATES 1000FT / MIN RATE OF CLIMB
AFTER DISCONNECTING THE ELECTRIC SUPPLY TO A GYRO
WAIT 15 MINUTES TO ALLOW IT TO STOP
COMPASS COMPENSATOR UNITS HAVE GREATEST EFFECT
WHEN MAGNETS ARE 900 APART
MACHMETER USES SQUARE LAW COMPENSATION
NORMAL VERTICAL MINIMUM SEPARATION ALLOWED IS 2000
FEET
COMPONENT P RELATES TO COEFFICIENT B
EGPWS MODE 2 ANNOUNCES WHOOP WHOOP PULL UP
EFIS DISPLAY, SG1 & SG2 ARE FOR CAPTAIN & FO DISPLAYS.
PURPOSE OF SG3 IS BACKUP FOR SG1 & SG2

DIRECTIONAL GYRO INNER GIMBAL IS RESTRICTED TO + / - 850

TO PREVENT GIMBAL LOCK
SPEED OF ROTOR IN TURN & SLIP INDICATOR IS APPROX 4,200
RPM
IN THE DIRECTIONAL GYRO, THE INNER / OUTER GIMBAL IS
CORRECTED TO 15 SINE LATITUDE
A RATE 2 TURN IS 360 DEGREES / MIN
AN ENGINE VIBRATION INDICATOR SYSTEM HAS 2 FILTERS IN
THE INDICATOR
GPWS MODE 7 WINDSHEAR IS ACTIVATED AT 1500 FEET RAD
ALT FOR TAKE OFF & LANDING
BOILING TEMPERATURE OF WATER IS 100OC / 212OF
TO CONVERT OC TO KELVIN ADD 273
THE MOVING ELEMENT OF A RATIOMETER HAS 2 COILS
IF AN ALTIMETER MILLIBAR SCALE IS SET TO 1013.25 &
BAROMETRIC PRESSURE AT THE TIME WAS 1020, THE
ALTIMETER WOULD READ BELOW ZERO FEET
1 DOT VOR DEVIATION REPRESENTS 50
PRESSURE GAUGE INDICATES 1000PSI. IN TERMS OF ABSOLUTE
PRESSURE THIS REPRESENTS 1014.7 PSI
A SENSITIVE ALTIMETER READING 100 FEET WHEN THE
MILLIBAR SCALE IS SET TO THE ATMOSPHERIC PRESSURE AT
AIRFIELD LEVEL (QFE) INDICATES THE INSTRUMENT IS U/S
TRUE AIRSPEED IS ALWAYS HIGHER THAN EAS / IAS AT ANY
ALTITUDE ABOVE SEA LEVEL
IF ASI READING IS 300 KNOTS, CALIBRATED AIRSPEED IS 304
KNOTS

NORTH ERROR 2 DEGREES, SOUTH ERROR +2 DEGREES.

THEREFORE COEFFICIENT C IS 2 DEGREES
THE H S I PROVIDES VOR, PLAN, ILS, MAP & RADAR
COMPRESSIBILITY ERROR IN A PITOT HEAD IS CAUSED BY
COMPRESSION OF AIR IN THE TUBE AT HIGH SPEEDS
A BUBBLE IN A COMPASS IS DUE TO HIGH ALTITUDE
A FLUX DETECTOR OUTPUT IS A AC VOLTAGE AT TWICE THE
FREQUENCY OF THE EXCITATION VOLTAGE
IN AN ARTIFICIAL HORIZON, PENDULOSITY ERROR IS CAUSED
BY BOTTOM HEAVINESS OF THE INNER GIMBAL
IN AN ARTIFICIAL HORIZON, ERECTION ERROR IS CAUSED BY
DISPLACEMENT OF ERECTION CONTROL DEVICE
A VSI METERING UNIT CONSISTS OF BOTH AN ORIFICE & A
CAPILLARY
A MANUAL VOR INPUT IS FOR THE COURSE DEVIATION BAR
AFTER CORRECTION OF A NORTH-SOUTH HEADING READING
ON A COMPASS SWING, RESULTANT CORRECTION IS KNOWN AS
RESIDUAL DEVIATION
APPARENT DRIFT ON A DIRECTIONAL GYRO IS CORRECTED BY
AN ADJUSTMENT NUT ON INNER RING
PURPOSE OF ALTITUDE ALERTING IS TO WARN THE PILOT OF
APPROACH TOO OR DEVIATION FROM SELECTED ALTITUDE
GAUGE PRESSURE AS INDICATED ON A DIRECT READING
BOURDON TUBE PRESSURE IS EQUAL TO ABSOLUTE
PRESSURE MINUS ATMOSPHERIC PRESSURE
TO / FRO INDIC ON A H S I INFORMS PILOT OF WHICH
DIRECTION HE IS TRACKING RELATIVE TO A VOR STN

WHEN CHECKING A SENSITIVE ALTIMETER ON A PRE FLIGHT

INSPECTION AMBIENT AIR PRESSURE IS SET ON MILLIBAR
SCALE
H S I COMPASS CARD IS POSITIONED BY THE COMPASS
SYSTEM
DEFLECTION OF THE ADI COMMAND BARS WHEN FLYING A
LOCALIZER APPROACH IS PROPORTIONAL TO THE
DIFFERENCE BETWEEN THE AMPLITUDES ON THE 2
MODULATIONS
A/C IS FLYING STRAIGHT AND LEVEL IN STILL AIR, AIRSPEED
WILL BE EQUAL TO GROUND SPEED
TO PROVIDE A LINEAR SCALE ON A H S I A RANGING BAR &
SCREWS ARE FITTED
WHEN CARRYING OUT PRESSURE LEAK CHECK ON AN
ALTIMETER, YOU ARE CHECKING FOR LEAKS IN
INSTRUMENT CASE
IF ALT IS SET TO 1013.25 & BAROMETRIC PRESSURE AT THE
TIME WAS 1020, ALTIMETER READS BELOW ZERO
COMMAND BARS IN FD SYSTEM INDICATE REQUIRED PATH
WITH RESPECT TO ACTUAL PATH
ON A CONVENTIONAL RMI THE ANGLE BETWEEN THE
COMPASS DATUM & RADIO POINTER ARROW IS RELATIVE
BEARING
A COMPASS IS MADE APERIODIC BY USING FLUID
ISOGONAL LINES LINK PLACES OF EQUAL VARIATION
THE SUPPLY OF DESYNN INDIC SYSTEM IS DC
WHEN USING PITOT STATIC TEST SET, A/C SYSTEM IS VENTED
BY VENTING THE STATIC SYSTEM VIA INTERNAL BLEED IN
TEST SET

BIMETALLIC STRIP IN ALTIMETER IS FOR CORRECTING

CAPSULE ELASTICITY
WHICH AXIS DOES DIRECTIONAL GYRO SPIN ON
HORIZONTAL
ALTIMETER CAPSULE RESPONDS TO ABSOLUTE PRESSURE
THE TRUE AIRSPEED IN ADC IS FROM MACH NUMBER &
TEMPERATURE
WHAT TYPE OF GYRO IS USED INA GYRO COMPASS
DIRECTION GYRO
WHAT EFFECT ON RATE OF PRECESSION WILL A CHANGE OF
GYRO ROTOR SPEED HAVE INCREASE ROTOR SPEED
DECREASES RATE OF PRECESSION
BOURDON TUBES HAVE OVAL CROSS SECTION
IN A BOURDON TUBE ONE END IS SEALED AND OTHER END IS
CONNECTED TO THE PRESSURE SOURCE
DISTANCE READOUT FROM H S I - IS FROM A/C DME SYSTEM
A GYRO HAVING ONE PLANE OF FREEDOM AT RIGHT ANGLES
TO PLANE OF ROTATION & ITS GIMBAL RESTRAINED
ELECTRICALLY OR BY A SPRING IS KNOWN AS A RATE GYRO
AN INSTRUMENT USED FOR MEASURING NEGATIVE
PRESSURES HAS ANTI CLOCKWISE POINTER MOVEMENT IF
BOURDON TUBE OPERATED
AN ABSOLUTE PRESSURE GAUGE MEASURES THE APPLIED
PRESSURE REFERRED TO A PERFECT VACUUM
DFDR LOW SPEED PLAYBACK CAN BE ACHIEVED BY FLIGHT
COMPARTMENT TEST CONNECTOR THROUGH DIGITAL FLIGHT
DATA ACQUISITION UNIT
IN A CHANGE TO A LOWER ALTITUDE, PISTON IN VSI WILL
CREATE FOR AN INSTANT MORE PRESSURE TO CAPSULE
ONLY

MACH METER IS COMPENSATED WITH SQUARE LAW SCREWS

AND AN ARM
WHAT IS NOT DISPLAYED ON AN ADI VOR LATERAL
DEVIATION
WHAT EFFECT ON RATE OF PRECESSION WILL A CHANGE OF
GYRO ROTOR SPEED HAVE INCREASE ROTOR SPEED CAUSES
DECREASE IN RATE OF PRECESSION
A GYRO HAS ITS RIGIDITY INCREASED BY INCREASING THE
ROTOR SPEED
IF A CONSTANT TORQUE IS APPLIED TO A GYRO, THE RATE OF
PRECESSION INCREASES WITH LOWER ROTOR SPEED
GYRO RANDOM DRIFT IS CAUSED BY UNBALANCE &
BEARING FRICTION IN THE GYRO
PENDULOUS VANE TYPE ERECTION SYSTEMS FITTED TO A
GYRO HORIZON WORKS ON THE PRINCIPLE INCREASED
REACTION OF THE AIR FROM A FULLY OPEN PORT
THE PITCH / BANK ERECTION SYSTEM IS USED IN ELECTRICAL
GYRO HORIZON TO PREVENT PITCH SWITCH GIVING A FALSE
INDICATION DUE TO CENTRIFUGAL EFFECTS DURING A TURN
FAST ERECTION PUSH MUST NOT BE USED FOR A SET PERIOD
OF TIME BECAUSE EXCESSIVE HUNTING WILL TAKE PLACE
THE ERECTION SYSTEM ON A DIRECTIONAL GYRO HAS A
SWITCH ON INNER GIMBAL CONTROLLING A MOTOR ON
OUTER GIMBAL
THE TURN & SLIP INDICATOR IS A RATE GYRO
GIMBAL LOCK IN A DISPLACEMENT GYRO OCCURS WHEN
SPIN AXIS BECOMES COINCIDENT WITH ANY OF THE AXIS OF
FREEDOM
IN A TURN COORDINATOR, OUTPUT AXIS OF RATE GYRO IS
SET AT 300 TO LONGITUDINAL AXIS

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