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PPL Course - (2) RPL (Exam Review) > Chapter 5.6 - Exam Review > Flashcards

Chapter 5.6 - Exam Review Flashcards

1
Q

What is the code (as used in altimetry) given to the actual or current sea level pressure?

A

QNH.

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2
Q

What is the value of the MSL pressure in the ISA?

A

1013 hPa.

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3
Q

What does the Altimeter indicate when the pressure-setting subscale is set to QNH?

A

Altitude.

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4
Q

With 1013 hPa set on the subscale, what will the Altimeter indicate?

A

Pressure Height.

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5
Q

In Australia, operations below 10,000ft must have the Altimeter subscale set to (1013 hPa/QNH) so that the Altimeter reads Altitude?

A

QNH.

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6
Q

The Altimeter utilises pressure information from the (Static Vent/Pitot Tube) for its operation?

A

Static Vent.

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7
Q

One way of obtaining local QNH is to set (Aerodrome Elevation/Standard Pressure) on the Altimeter subscale?

A

Aerodrome Elevation.

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8
Q

If the actual or current MSL pressure is 1028 hPa and the Altimeter subscale has been mistakenly set to 1026 hPa, what would be the resulting height error?

A

60ft lower than actual.

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9
Q

If the actual or current MSL pressure is 1018 hPa and the Altimeter subscale has been mistakenly set to 1028 hPa, what would be the resulting height error?

A

300ft higher than actual.

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10
Q

A VFR Altimeter with an accurate QNH set, reads site Elevation to within 100ft (Aerodrome Elevation below 3300ft). Is the Altimeter serviceable?

A

Yes.

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11
Q

An Altimeter does not respond instantly to rapid changes in pressure such as experienced during rapid rates of descent and takes a few seconds to read correctly. What is this momentary error called?

A

Instrument Lag.

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12
Q

On a climb to cruise at 8000ft, when should the Altimeter be changed from Local QNH to read Area QNH?

A

Top of the Climb.

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13
Q

What is the only pressure-operated instrument affected if the Pitot Tube becomes blocked?

A

Airspeed Indicator.

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14
Q

If the Static Vent becomes blocked during descent, the Altimeter and Airspeed Indicator will both (under-read/over-read)?

A

Over-Read.

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15
Q

If the Static Vent becomes blocked during a climb, the Altimeter and Airspeed Indicator will both (under-read/over-read)?

A

Under-Read.

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16
Q

A Static Vent blockage will cause the VSI to (over-read/read-zero)?

A

Read Zero.

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17
Q

If the Pitot Tube becomes blocked with ice while the Aircraft is in straight and level flight, the ASI will (over-read/remain constant/under-read)?

A

Remain Constant.

18
Q

A Pitot Tube blockage during descent will cause the ASI to read (higher/lower) than actual?

A

Lower.

19
Q

A Pitot Tube blockage during a climb will cause the ASI to read (higher/lower) than actual?

A

Higher.

20
Q

If the Alternate Static Source is used, the pressure instruments will not be as reliable since the cabin pressure will normally be different to the actual atmospheric (static) pressure. If the Altimeter and the ASI both read higher than actual, then the Alternate Static Source is (lower/higher) than the actual pressure?

A

Lower.

21
Q

True or False. If the Alternate Static Source is used and this pressure is lower than the actual static pressure, the VSI will be unaffected?

A

True.

22
Q

The ASI measures (static/dynamic) pressure and shows this as (indicated/calibrated) Airspeed in Knots?

A
  • Dynamic.

- Indicated.

23
Q

The ASI utilises the pressure sensed from (the Static Vent only/Pitot Tube only/both) for its operation?

A

Both.

24
Q

Does the Pitot Tube sense the (Total Pressure/Dynamic Pressure)?

A

Total Pressure.

25
Q

The rate of change of the (Static/Dynamic) pressure during a climb or descent is measured by the VSI?

A

Static.

26
Q

During steady climb or descent, how can the accuracy of the readings on the VSI be checked?

A

Against a stopwatch.

27
Q

The magnetic compass is a flight instrument which utilises (Air Pressure/Gyroscopes/the Earth’s Magnetic Field)?

A

The Earth’s Magnetic Field.

28
Q

Name two gyroscopic instruments in a training Aircraft in which the gyros are typically driven by suction from the vacuum system?

A
  • Attitude Indicator.

- Directional Indicator.

29
Q

The gyro in the modern Turn Coordinator in typical, modern training Aircraft’s, is spun (by suction/electrically)?

A

Electronically.

30
Q

Is the gyro in the modern Turn Coordinator likely to topple if certain pitch and roll limits are exceeded? Why or why not (2)?

A
  • No.

- Because the Turn Coordinator doesn’t reply on gyroscopic properties.

31
Q

Does the Balance Ball in the Turn Coordinator rely on a gyroscope for its operation?

A

No.

32
Q

If the reading on the suction gauge is lower than recommended, are the DI and AI still likely to give reliable readings?

A

No.

33
Q

The Attitude Indicator shows the (rate of turn/pitch and bank) of the Aircraft?

A

Pitch and Bank.

34
Q

True or False. The HI or DI must be aligned every 15-20mins with the Magnetic Compass in a wings-level Attitude?

A

True.

35
Q

Why must the DI be regularly synchronised with the Magnetic Compass?

A

Because the Directional Indicator has no in-built direction-seeking mechanism and proceeds to drift.

36
Q

If the gyros in the DI and AI have ‘topped’ in flight, the reading on the instruments will be (unaffected/inaccurate)?

A

Inaccurate.

37
Q

What causes the gyros in the AI and DI to topple?

A

When certain pitch and roll limits are exceeded.

38
Q

If the gyro in the DI has re-erected after toppling and therefore again giving reliable readings, there will be a heading increase when turning (right/left)?

A

Right.

39
Q

Any sign of air bubbles or discolouration of the fluid in the airtight case, is a sign that the (Attitude Indicator/Magnetic Compass) is unserviceable?

A

Magnetic Compass.

40
Q

Does the deviation correction card in the cockpit take account of such extra magnetic materials as clipboards, metal binders and so on being located relatively close to the compass?

A

No.

PPL Course - (2) RPL (Exam Review) (18 decks)

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