相关题目
Vertical situational awareness is your responsibility. If the Ground Proximity Warning System alert sounds, you must be prepared to execute an immediate pull up. Except in clear daylight visual conditions, the flight crew should immediately, and without hesitating to evaluate the warning, execute the pull up action recommended in their company’s procedure manual. Remember that the need to pull up or go around may occur for reasons other than terrain, such as an unstabilized approach, a high sink rate, improper configuration or deteriorating environmental conditions. It can also be driven by an unintentional error on the part of a controller or with the approach procedure design or other factors. In other words, you may be doing everything right from your point of view, but you may still get a pull up warning. It must not be ignored. Early generation GPWS sometimes gave false warnings and some flight crews became accustomed to ignoring the warnings leading to numerous CFIT accidents. Today, GPWS is extremely reliable due to enhancements in technology and advanced systems such as the Enhanced GPWS and the Terrain Awareness Warning System (TAWS) are even better. False warnings are highly unlikely with these new systems. The Flight Safety Foundation supports installation and usage of the newest technologies such as EGPWS and recommends that your fleet be updated to this type of equipment. As a pilot you should ensure that your operations are conducted with the most current version of the software for the system you are using. GPWS is designed to assist you by giving you warnings. Cautions given by the system require you to adjust the flight path. GLIDESLOPE, GLIDESLOPE Glideslope and bank angle for example. For extreme conditions these systems give warnings that you must react to immediately such as: Whoop, Whoop, PULL UP, Whoop, Whoop, PULL UP, Whoop, Whoop, PULL UP SINK RATE, SINK RATE, SINK RATE, SINK RATE When warnings do sound, the pilot not flying must be involved and assist the pilot flying. We＇re not stabilized, shouldn＇t we go around? Go Around!4. According to the passage, which warning system is less reliable?
Vertical situational awareness is your responsibility. If the Ground Proximity Warning System alert sounds, you must be prepared to execute an immediate pull up. Except in clear daylight visual conditions, the flight crew should immediately, and without hesitating to evaluate the warning, execute the pull up action recommended in their company’s procedure manual. Remember that the need to pull up or go around may occur for reasons other than terrain, such as an unstabilized approach, a high sink rate, improper configuration or deteriorating environmental conditions. It can also be driven by an unintentional error on the part of a controller or with the approach procedure design or other factors. In other words, you may be doing everything right from your point of view, but you may still get a pull up warning. It must not be ignored. Early generation GPWS sometimes gave false warnings and some flight crews became accustomed to ignoring the warnings leading to numerous CFIT accidents. Today, GPWS is extremely reliable due to enhancements in technology and advanced systems such as the Enhanced GPWS and the Terrain Awareness Warning System (TAWS) are even better. False warnings are highly unlikely with these new systems. The Flight Safety Foundation supports installation and usage of the newest technologies such as EGPWS and recommends that your fleet be updated to this type of equipment. As a pilot you should ensure that your operations are conducted with the most current version of the software for the system you are using. GPWS is designed to assist you by giving you warnings. Cautions given by the system require you to adjust the flight path. GLIDESLOPE, GLIDESLOPE Glideslope and bank angle for example. For extreme conditions these systems give warnings that you must react to immediately such as: Whoop, Whoop, PULL UP, Whoop, Whoop, PULL UP, Whoop, Whoop, PULL UP SINK RATE, SINK RATE, SINK RATE, SINK RATE When warnings do sound, the pilot not flying must be involved and assist the pilot flying. We＇re not stabilized, shouldn＇t we go around? Go Around!3. What should the pilot do when GPWS is alerted?
Vertical situational awareness is your responsibility. If the Ground Proximity Warning System alert sounds, you must be prepared to execute an immediate pull up. Except in clear daylight visual conditions, the flight crew should immediately, and without hesitating to evaluate the warning, execute the pull up action recommended in their company’s procedure manual. Remember that the need to pull up or go around may occur for reasons other than terrain, such as an unstabilized approach, a high sink rate, improper configuration or deteriorating environmental conditions. It can also be driven by an unintentional error on the part of a controller or with the approach procedure design or other factors. In other words, you may be doing everything right from your point of view, but you may still get a pull up warning. It must not be ignored. Early generation GPWS sometimes gave false warnings and some flight crews became accustomed to ignoring the warnings leading to numerous CFIT accidents. Today, GPWS is extremely reliable due to enhancements in technology and advanced systems such as the Enhanced GPWS and the Terrain Awareness Warning System (TAWS) are even better. False warnings are highly unlikely with these new systems. The Flight Safety Foundation supports installation and usage of the newest technologies such as EGPWS and recommends that your fleet be updated to this type of equipment. As a pilot you should ensure that your operations are conducted with the most current version of the software for the system you are using. GPWS is designed to assist you by giving you warnings. Cautions given by the system require you to adjust the flight path. GLIDESLOPE, GLIDESLOPE Glideslope and bank angle for example. For extreme conditions these systems give warnings that you must react to immediately such as: Whoop, Whoop, PULL UP, Whoop, Whoop, PULL UP, Whoop, Whoop, PULL UP SINK RATE, SINK RATE, SINK RATE, SINK RATE When warnings do sound, the pilot not flying must be involved and assist the pilot flying. We＇re not stabilized, shouldn＇t we go around? Go Around!2. What is not the reason for numerous CFIT accidents?
Vertical situational awareness is your responsibility. If the Ground Proximity Warning System alert sounds, you must be prepared to execute an immediate pull up. Except in clear daylight visual conditions, the flight crew should immediately, and without hesitating to evaluate the warning, execute the pull up action recommended in their company’s procedure manual. Remember that the need to pull up or go around may occur for reasons other than terrain, such as an unstabilized approach, a high sink rate, improper configuration or deteriorating environmental conditions. It can also be driven by an unintentional error on the part of a controller or with the approach procedure design or other factors. In other words, you may be doing everything right from your point of view, but you may still get a pull up warning. It must not be ignored. Early generation GPWS sometimes gave false warnings and some flight crews became accustomed to ignoring the warnings leading to numerous CFIT accidents. Today, GPWS is extremely reliable due to enhancements in technology and advanced systems such as the Enhanced GPWS and the Terrain Awareness Warning System (TAWS) are even better. False warnings are highly unlikely with these new systems. The Flight Safety Foundation supports installation and usage of the newest technologies such as EGPWS and recommends that your fleet be updated to this type of equipment. As a pilot you should ensure that your operations are conducted with the most current version of the software for the system you are using. GPWS is designed to assist you by giving you warnings. Cautions given by the system require you to adjust the flight path. GLIDESLOPE, GLIDESLOPE Glideslope and bank angle for example. For extreme conditions these systems give warnings that you must react to immediately such as: Whoop, Whoop, PULL UP, Whoop, Whoop, PULL UP, Whoop, Whoop, PULL UP SINK RATE, SINK RATE, SINK RATE, SINK RATE When warnings do sound, the pilot not flying must be involved and assist the pilot flying. We＇re not stabilized, shouldn＇t we go around? Go Around!1. According to the passage, what will an unstabilized approach result in?
Weather and runway conditions are two areas which can compound the risks during landing. For example, increased risk is involved with a short runway or a wet or icy runway. Wind or partial obscuration of the runway are also risk factors. A combination of any of these factors increases risk further. All flight crews must consider and discuss the effects of these types of risks that might be present on the approach and landing and how they might influence the landing itself and the airplane＇s ability to stop. Make preparations and decisions early. Remember that it＇s OK to say no to air traffic control when you cannot safely comply with their requests. It looks like air traffic is landing on both runways, 32 Right and runway 22. The wind is 280 degrees at 25 knots. Both runways are dry. So if ATC offers us an option to land on runway 22 we won＇t accept it. We＇ll stick with runway 32 Right because it＇s a better runway. Any questions? Plan for a safe arrival before an on-time arrival. Know where you are vertically. You are responsible. Be aware and discuss minimum safe altitude, area terrain, terrain clearance and altitude corrections if abnormally low temperature is a factor. In short, use the approach briefing to thoroughly discuss the approach and the use of all available resources.5. What is the main idea of the passage?
Weather and runway conditions are two areas which can compound the risks during landing. For example, increased risk is involved with a short runway or a wet or icy runway. Wind or partial obscuration of the runway are also risk factors. A combination of any of these factors increases risk further. All flight crews must consider and discuss the effects of these types of risks that might be present on the approach and landing and how they might influence the landing itself and the airplane＇s ability to stop. Make preparations and decisions early. Remember that it＇s OK to say no to air traffic control when you cannot safely comply with their requests. It looks like air traffic is landing on both runways, 32 Right and runway 22. The wind is 280 degrees at 25 knots. Both runways are dry. So if ATC offers us an option to land on runway 22 we won＇t accept it. We＇ll stick with runway 32 Right because it＇s a better runway. Any questions? Plan for a safe arrival before an on-time arrival. Know where you are vertically. You are responsible. Be aware and discuss minimum safe altitude, area terrain, terrain clearance and altitude corrections if abnormally low temperature is a factor. In short, use the approach briefing to thoroughly discuss the approach and the use of all available resources.4. According to the passage, what should be paid attention to when the temperature is extremely low?
Weather and runway conditions are two areas which can compound the risks during landing. For example, increased risk is involved with a short runway or a wet or icy runway. Wind or partial obscuration of the runway are also risk factors. A combination of any of these factors increases risk further. All flight crews must consider and discuss the effects of these types of risks that might be present on the approach and landing and how they might influence the landing itself and the airplane＇s ability to stop. Make preparations and decisions early. Remember that it＇s OK to say no to air traffic control when you cannot safely comply with their requests. It looks like air traffic is landing on both runways, 32 Right and runway 22. The wind is 280 degrees at 25 knots. Both runways are dry. So if ATC offers us an option to land on runway 22 we won＇t accept it. We＇ll stick with runway 32 Right because it＇s a better runway. Any questions? Plan for a safe arrival before an on-time arrival. Know where you are vertically. You are responsible. Be aware and discuss minimum safe altitude, area terrain, terrain clearance and altitude corrections if abnormally low temperature is a factor. In short, use the approach briefing to thoroughly discuss the approach and the use of all available resources.3. According to the passage, which factor should be the priority during an arrival?
Weather and runway conditions are two areas which can compound the risks during landing. For example, increased risk is involved with a short runway or a wet or icy runway. Wind or partial obscuration of the runway are also risk factors. A combination of any of these factors increases risk further. All flight crews must consider and discuss the effects of these types of risks that might be present on the approach and landing and how they might influence the landing itself and the airplane＇s ability to stop. Make preparations and decisions early. Remember that it＇s OK to say no to air traffic control when you cannot safely comply with their requests. It looks like air traffic is landing on both runways, 32 Right and runway 22. The wind is 280 degrees at 25 knots. Both runways are dry. So if ATC offers us an option to land on runway 22 we won＇t accept it. We＇ll stick with runway 32 Right because it＇s a better runway. Any questions? Plan for a safe arrival before an on-time arrival. Know where you are vertically. You are responsible. Be aware and discuss minimum safe altitude, area terrain, terrain clearance and altitude corrections if abnormally low temperature is a factor. In short, use the approach briefing to thoroughly discuss the approach and the use of all available resources.2. Which runway does the crew prefer to land?
Weather and runway conditions are two areas which can compound the risks during landing. For example, increased risk is involved with a short runway or a wet or icy runway. Wind or partial obscuration of the runway are also risk factors. A combination of any of these factors increases risk further. All flight crews must consider and discuss the effects of these types of risks that might be present on the approach and landing and how they might influence the landing itself and the airplane＇s ability to stop. Make preparations and decisions early. Remember that it＇s OK to say no to air traffic control when you cannot safely comply with their requests. It looks like air traffic is landing on both runways, 32 Right and runway 22. The wind is 280 degrees at 25 knots. Both runways are dry. So if ATC offers us an option to land on runway 22 we won＇t accept it. We＇ll stick with runway 32 Right because it＇s a better runway. Any questions? Plan for a safe arrival before an on-time arrival. Know where you are vertically. You are responsible. Be aware and discuss minimum safe altitude, area terrain, terrain clearance and altitude corrections if abnormally low temperature is a factor. In short, use the approach briefing to thoroughly discuss the approach and the use of all available resources.1. Which condition is considered as runway obscuration?
One key Standard Operating Procedure is the Approach Briefing. All crew members must understand what is planned for on the approach and must be involved during the discussion of the plan. Both horizontal and vertical position awareness elements need to be established. The Flight Safety Foundation recommends that in addition to the standard briefing items such as: ? chart date ? runway in use ? approach type ? glideslope angle and ? crossing altitudesThe following items should be briefed as appropriate: ? automation setup and usage ? navigation equipment setup and monitoring ? rate and angle of descent ? intermediate altitudes and call outs ? altitude alert settings and acknowledgements ? approach gates ? timing ? runway environment ? lighting ? expectations when going visual to include: ? offsets ? radio altimeter usage and awareness; and ? a discussion of possible risk factors including conditions that will dictate a go-around. Ok in the event of a missed approach we＇ll climb straight ahead to 1,800 feet, climbing right turn to 4,000...A number of specific items must be a part of the approach briefing. As previously reviewed, the crew must discuss, plan and prepare for the possibility of a go-around. The briefing should include a discussion of the use of all available navigation and approach aids appropriate to the approach being flown. A discussion of the use of the radio altimeter should also be a part of the briefing.5. Which word has the same meaning as all crew members must be involved during the discussion of the plan?
