The altimeter of your aircraft indicates 17000 ft with a subscale setting of 1013 25 hPa QNH is 1031 hPa The pressure altitude of the aircraft is ?
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Source: Telepilote theorique examen 43
The altimeter of your aircraft indicates 16000 ft with a subscale setting of 1013 25 mb QNH is 993 hPa OAT is 3°C The pressure altitude of the aircraft is ?
An aeroplane is in a steady climb The auto throttle maintains a constant Mach number If the total temperature remains constant the calibrated airspeed ?
An angle of attack sensor may consist of 1 an inertial system computing difference between flight path and flight attitude2 a slotted probe which positions itself to determine angle of attack3 a vane detector which positions rotor of a synchro transmitter the combination regrouping all correct statements conical slotted probe the angle of attack (aoa) probe provides aoa or sideslip (ss) sensing direction of local airflow it mounted on fuselage with sensing probe extending through aircraft fuselage the sensing probe continually driven to null pressure differential between upper lower slots in its forward surface these features sense direction of air stream flow (local aoa or ss) the angular position of sensing probe converted to an electrical output an angular sensor vane detector the angle of attack sensor of wind vane type its sensing element a small wing which positioned in direction of airflow the small wing mechanically linked to a free turn shaft which drives devices transmitting local angle of attack signal . 
An airplane in steady cruise at flight level 290 the auto throttle maintains a constant mach number if total temperature increases calibrated airspeed Mach = tas / local speed of sound local speed of sound varies only with temperature the question states 'total temperature increase thus lss increases to maintain a constant mach number tas must increase cas = 1/2 rho tas² rho decreases when temperature increases ans since tas increased cas will remain constant you can use your computer those questions mach number cas are attached on inner scale they move together with temperature adjustments. 
In standard atmosphere when climbing at constant cas Tas mach number increase. for those questions use very simple 'ertm' diagram the cas line vertical because question states climb at a constant cas ertm e as/r as(rectified air speed or cas)/t as/m ach mach number = tas/local speed of sound tas mach number increase during a climb at a constant cas lss decreases if oat (outside air temperature) decreases. 
In a standard atmosphere and at sea level calibrated airspeed cas Equal to true airspeed (tas). for those questions use very simple 'ertm' diagram the cas line vertical because question states climb at a constant cas ertm e as/r as(rectified air speed or cas)/t as/m ach mach number = tas/local speed of sound tas mach number increase during a climb at a constant cas lss decreases if oat (outside air temperature) decreases. Question 43-8
The parameter that determines relationship between eas and tas Equal to true airspeed (tas). for those questions use very simple 'ertm' diagram the cas line vertical because question states climb at a constant cas ertm e as/r as(rectified air speed or cas)/t as/m ach mach number = tas/local speed of sound tas mach number increase during a climb at a constant cas lss decreases if oat (outside air temperature) decreases. Question 43-9
With cas and pressure altitude we can deduce Equal to true airspeed (tas). for those questions use very simple 'ertm' diagram the cas line vertical because question states climb at a constant cas ertm e as/r as(rectified air speed or cas)/t as/m ach mach number = tas/local speed of sound tas mach number increase during a climb at a constant cas lss decreases if oat (outside air temperature) decreases. Question 43-10
Speed of sound proportional to The square root of absolute temperature. for those questions use very simple 'ertm' diagram the cas line vertical because question states climb at a constant cas ertm e as/r as(rectified air speed or cas)/t as/m ach mach number = tas/local speed of sound tas mach number increase during a climb at a constant cas lss decreases if oat (outside air temperature) decreases. Question 43-11
The total air temperature tat The temperature resulting from aircraft motion in air. total air temperature tat the temperature that would be measured a temperature probe if all of kinetic energy of air resulting from aircraft's motion was totally recovered this can never be very accurately measured because 100% recovery of kinetic energy impossible a number of reasons. Question 43-12
During a climb if total pressure head rapidly clogged up ice sensed total pressure remains constant and The static pressure decreases implying an increasing ias. 'total pressure hea = pitot tube (it senses dynamic pressure + static pressure) while climbing static pressure decreases if total pressure head clogged up ice airspeed indicator will then show an increasing speed indicated airspeed = (dynamic pressure + static pressure) static pressure since question states the sensed total pressure remains constant value '(dynamic pressure + static pressure)' does not change only 'static pressure' reduces consequence an increasing indicated airspeed. Question 43-13
The static air temperature sat The ambient outside air temperature. in aviation terminology outside air temperature (oat) or static air temperature (sat) refers to temperature of air around an aircraft but unaffected the passage of aircraft through it. Question 43-14
The limits of green scale of an airspeed indicator are The ambient outside air temperature. in aviation terminology outside air temperature (oat) or static air temperature (sat) refers to temperature of air around an aircraft but unaffected the passage of aircraft through it. Question 43-15
Concerning pitot and static system static pressure error varies according to 1 altimeter setting2 speed3 angle of attackthe combination that regroups all of correct statements The ambient outside air temperature. the static port will be affected speed (compressibility effect) by angle of attack (air flow aournd fuselage will change) altimeter setting irrelevant to pressure sensed at static port. Question 43-16
The alternate static source used When static ports become blocked. the alternate static vent of an unpressurised aircraft senses air pressure in flight deck/cockpit in flight air outside flight deck accelerates over aircraft canopy (venturi effect) this causes a drop in static pressure air will always flow from a high pressure to a low pressure so air in flight deck flows outside this flow to outside causes pressure in cabin to be lower than undisturbed static pressure around aircraft. Question 43-17
The machmeter subject to position error this error varies according to 1 angle of attack2 oat3 tasthe combination that regroups all of correct statements When static ports become blocked. position (pressure) error varies with angle of attack speed but not with temperature. Question 43-18
The data output from adc are 1 barometric altitude2 mach number3 cas4 tas5 satthe combination that regroups all of correct statements When static ports become blocked. position (pressure) error varies with angle of attack speed but not with temperature. Question 43-19
An aeroplane cruising at fl 60 with a tas of 100 kt in standard atmosphere in these conditions 1 tas approximately 10% higher than ias2 difference between eas and cas negligible3 speed displayed on airspeed indicator a cas if position error and instrument error are zerothe combination regrouping all of correct statements When static ports become blocked. tas = ias + 2% per 1000 ft altitude eas cas corrected compressibility at low speed low altitude compressibility negligeable cas ias corrected position instrument errors. Question 43-20
The tas obtained from cas correcting the following errors 1 instrument2 compressibility3 position4 densitythe combination that regroups all of correct statements When static ports become blocked. tas = ias + 2% per 1000 ft altitude eas cas corrected compressibility at low speed low altitude compressibility negligeable cas ias corrected position instrument errors. Question 43-21
The cas obtained from ias correcting the following errors 1 position2 compressibility3 instrument4 densitythe combination that regroups all of correct statements When static ports become blocked. tas = ias + 2% per 1000 ft altitude eas cas corrected compressibility at low speed low altitude compressibility negligeable cas ias corrected position instrument errors. Question 43-22
The eas obtained from cas correcting the following errors 1 position2 compressibility3 instrument4 densitythe combination that regroups all of correct statements When static ports become blocked. tas = ias + 2% per 1000 ft altitude eas cas corrected compressibility at low speed low altitude compressibility negligeable cas ias corrected position instrument errors. Question 43-23
If static ports are completely clogged up ice during a climb vertical speed indicator shows When static ports become blocked. tas = ias + 2% per 1000 ft altitude eas cas corrected compressibility at low speed low altitude compressibility negligeable cas ias corrected position instrument errors. Question 43-24
Eas equal to Cas corrected compressibility error. tas = ias + 2% per 1000 ft altitude eas cas corrected compressibility at low speed low altitude compressibility negligeable cas ias corrected position instrument errors. Question 43-25
During a climb at a constant mach number below tropopause in standard atmosphere Cas corrected compressibility error. for those questions use very simple 'ertm' diagram the mach line vertical because question states climb at a constant mach number ertm e as/r as(rectified air speed or cas)/t as/m ach. Question 43-26
When climbing at a constant cas through an isothermal layer mach number Cas corrected compressibility error. for those questions use very simple 'ertm' diagram the cas line vertical because question states climbing at a constant cas ertm e as/r as(rectified air speed or cas)/t as/m ach tas will increase since density decreases with altitude mach = tas / local speed of sound local speed of sound varies only with temperature the question states 'isothermal layer' (temperature remains constant) thus lss increases. Question 43-27
If pilot increases reference pressure using sub scale setting knob altitude indicated the altimeter Cas corrected compressibility error. you have to turn altimeter setting adjustement knob in a clockwise direction to increase indicated pressure this will increase indicated altitude. Question 43-28
The alternate static source of a light non pressurized aircraft located in flight deck when used static pressure sensed likely to be Lower than ambient pressure due to aerodynamic suction. the alternate static vent of an unpressurised aircraft senses air pressure in flight deck/cockpit in flight air outside flight deck accelerates over aircraft canopy (venturi effect) this causes a drop in static pressure air will always flow from a high pressure to a low pressure so air in flight deck flows outside this flow to outside causes pressure in cabin to be lower than undisturbed static pressure around aircraft. Question 43-29
Eas can be obtained from following data Cas pressure altitude. eas cas corrected compressibility which you would work out from pressure altitude with eas density altitude we can deduce tas. Question 43-30
Cas equal to Ias corrected position instrument errors. an airspeed indicator displays ias the error in altimeter readings caused the variation of static pressure near source known as position error instrument error refers to combined accuracy precision of a measuring instrument or difference between actual value the value indicated cas ias corrected position instrument errors. Question 43-31
Eas equal to Ias corrected position instrument compressibility errors. eas cas corrected compressibility cas ias corrected position instrument errors therefore eas ias corrected position instrument compressibility errors position error error in altimeter readings caused the variation of static pressure near source instrument error refers to combined accuracy precision of a measuring instrument or difference between actual value the value indicated compressibility the error in readings of a differential pressure type airspeed indicator due to compression of air on forward part of pitot tube component moving at high speeds. Question 43-32
The altimeter subject to static pressure error this error results from Incorrect pressure sensing caused disturbed airflow around static ports. eas cas corrected compressibility cas ias corrected position instrument errors therefore eas ias corrected position instrument compressibility errors position error error in altimeter readings caused the variation of static pressure near source instrument error refers to combined accuracy precision of a measuring instrument or difference between actual value the value indicated compressibility the error in readings of a differential pressure type airspeed indicator due to compression of air on forward part of pitot tube component moving at high speeds. Question 43-33
The machmeter subject to position error this error results from Incorrect pressure sensing caused disturbed airflow around pitot tube and/or static ports. eas cas corrected compressibility cas ias corrected position instrument errors therefore eas ias corrected position instrument compressibility errors position error error in altimeter readings caused the variation of static pressure near source instrument error refers to combined accuracy precision of a measuring instrument or difference between actual value the value indicated compressibility the error in readings of a differential pressure type airspeed indicator due to compression of air on forward part of pitot tube component moving at high speeds. Question 43-34
The eas obtained from ias correcting the following errors 1 instrument2 position3 density 4 compressibilitythe combination that regroups all of correct statements Incorrect pressure sensing caused disturbed airflow around pitot tube and/or static ports. eas cas corrected compressibility cas ias corrected position instrument errors therefore eas ias corrected position instrument compressibility errors position error error in altimeter readings caused the variation of static pressure near source instrument error refers to combined accuracy precision of a measuring instrument or difference between actual value the value indicated compressibility the error in readings of a differential pressure type airspeed indicator due to compression of air on forward part of pitot tube component moving at high speeds. Question 43-35
When descending at a constant cas through an isothermal layer mach number Incorrect pressure sensing caused disturbed airflow around pitot tube and/or static ports. for those questions use very simple 'ertm' diagram the cas line vertical because question states climbing at a constant cas ertm e as/r as(rectified air speed or cas)/t as/m ach tas will decrease since density increases with altitude mach = tas / local speed of sound local speed of sound varies only with temperature the question states 'isothermal layer' (temperature remains constant) thus lss decreases. Question 43-36
In standard atmosphere at sea level eas Incorrect pressure sensing caused disturbed airflow around pitot tube and/or static ports. True air speed (tas) obtained from equivalent air speed (eas) correcting density error thus in a standard atmosphere at sea level eas = tas. Question 43-37
The alternate static source of a light non pressurized aircraft located in flight deck as alternate static source opened vertical airspeed indicator may Indicate a momentary climb. the terms 'vertical speed indicator' or 'vsi' or 'vertical airspeed indicator' are used the variometer an alternate source static pressure provided in some airplanes in event static ports become blocked this source usually vented to pressure inside cockpit because of venturi effect of flow of air over cockpit this alternate static pressure usually lower than pressure provided the normal static air source when alternate static source used following differences in instrument indications usually occur altimeter will indicate higher than actual altitude airspeed will indicate greater than actual airspeed the vertical speed will indicate a climb while in level flight. Question 43-38
Concerning pitot and static system static pressure error Is caused disturbed airflow around static ports. the terms 'vertical speed indicator' or 'vsi' or 'vertical airspeed indicator' are used the variometer an alternate source static pressure provided in some airplanes in event static ports become blocked this source usually vented to pressure inside cockpit because of venturi effect of flow of air over cockpit this alternate static pressure usually lower than pressure provided the normal static air source when alternate static source used following differences in instrument indications usually occur altimeter will indicate higher than actual altitude airspeed will indicate greater than actual airspeed the vertical speed will indicate a climb while in level flight. Question 43-39
The output data from adc are used 1 transponder2 efis3 automatic flight control system afcs the combination that regroups all of correct statements Is caused disturbed airflow around static ports. the terms 'vertical speed indicator' or 'vsi' or 'vertical airspeed indicator' are used the variometer an alternate source static pressure provided in some airplanes in event static ports become blocked this source usually vented to pressure inside cockpit because of venturi effect of flow of air over cockpit this alternate static pressure usually lower than pressure provided the normal static air source when alternate static source used following differences in instrument indications usually occur altimeter will indicate higher than actual altitude airspeed will indicate greater than actual airspeed the vertical speed will indicate a climb while in level flight. Question 43-40
Maintaining cas and flight level constant a fall in ambient temperature results in Lower tas because air density increases. lower temperature means an increase of air density (air mass contracting) it similar to a descent (to a lower altitude) you can use 'ertm' diagram the cas line vertical because cas constant ertm e as/r as(rectified air speed or cas)/t as/m ach cas = 1/2 rho v² density will increase during descent in order to maintain constant cas only v (tas) can be reduced.
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