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Radio navigation is used by all commercial pilots, as well as by most other pilots. For this type of navigation, the pilot tunes the radio navigation equipment so as to receive a signal from a ground stationed NAVAID (navigation aid). A needle on the equipment tells the pilot when he is flying on a direct course to or from the station. It also shows when the aircraft drifts off course so that its direction can be corrected. The most common system designed for civil aircraft is called VOR (very-high frequency omni-directional radio beacon). In con junction with the VOR, airlines use another special device called DME (distance measuring equipment). This combined system is known as VOR/DME. A similar system used almost exclusively for military aircraft is called TACAN (tactical air navigation). A combined system, called VORTAC, can be used by both civil and military aircraft. Prior to the evolution of these systems (VOR, TACAN, and VORTAC) the radio compass low- frequency radio receiver in conjunction with the non-directional beacon (NDB) was the mainstay of air naviga tion. The low-frequency radio receiver allows the pilot to home on signals from the radio station. By applying certain procedural steps, the pilot is then able to navigate off of the station. These non-directional radio beacons, however, are subject to disturbances such as fading signals and interference from distant stations during night operations, which can cause the instrument to deviate drastically. There are three transoceanic navigation system commonly used by civilian air transports throughout the world:(1) Inertial Navigation Systems，(2) LORAN (long range navigation)，(3) Decca. Inertial navigation equipment is especially suitable for unaided operation during long flights over water or land areas without adequate radio stations on the ground; its functions naturally complement those of radio navigation systems. The LORAN (long range navigation) system was developed in the United States during World War II to overcome the accuracy limitations of older systems. Several LORAN sys tems cover most of the important trade routes of the world. They are used by marine naviga tors as well as air navigators. The Decca system was developed in Great Britain, also during World War II. It has since come into extensive use in many parts of the world. Decca is like LORAN in principle, the main difference being the type of signals used. Planes which use LORAN or Decca have equipment for receiving special signals, sent out continuously from transmitting stations, to indicate the plane’s exact position.3. is especially suitable for unaided operation during long flights over water or land areas without enough ground stations.
Radio navigation is used by all commercial pilots, as well as by most other pilots. For this type of navigation, the pilot tunes the radio navigation equipment so as to receive a signal from a ground stationed NAVAID (navigation aid). A needle on the equipment tells the pilot when he is flying on a direct course to or from the station. It also shows when the aircraft drifts off course so that its direction can be corrected. The most common system designed for civil aircraft is called VOR (very-high frequency omni-directional radio beacon). In con junction with the VOR, airlines use another special device called DME (distance measuring equipment). This combined system is known as VOR/DME. A similar system used almost exclusively for military aircraft is called TACAN (tactical air navigation). A combined system, called VORTAC, can be used by both civil and military aircraft. Prior to the evolution of these systems (VOR, TACAN, and VORTAC) the radio compass low- frequency radio receiver in conjunction with the non-directional beacon (NDB) was the mainstay of air naviga tion. The low-frequency radio receiver allows the pilot to home on signals from the radio station. By applying certain procedural steps, the pilot is then able to navigate off of the station. These non-directional radio beacons, however, are subject to disturbances such as fading signals and interference from distant stations during night operations, which can cause the instrument to deviate drastically. There are three transoceanic navigation system commonly used by civilian air transports throughout the world:(1) Inertial Navigation Systems，(2) LORAN (long range navigation)，(3) Decca. Inertial navigation equipment is especially suitable for unaided operation during long flights over water or land areas without adequate radio stations on the ground; its functions naturally complement those of radio navigation systems. The LORAN (long range navigation) system was developed in the United States during World War II to overcome the accuracy limitations of older systems. Several LORAN sys tems cover most of the important trade routes of the world. They are used by marine naviga tors as well as air navigators. The Decca system was developed in Great Britain, also during World War II. It has since come into extensive use in many parts of the world. Decca is like LORAN in principle, the main difference being the type of signals used. Planes which use LORAN or Decca have equipment for receiving special signals, sent out continuously from transmitting stations, to indicate the plane’s exact position.2. According to the passage, the most common system for military aircraft is .
Radio navigation is used by all commercial pilots, as well as by most other pilots. For this type of navigation, the pilot tunes the radio navigation equipment so as to receive a signal from a ground stationed NAVAID (navigation aid). A needle on the equipment tells the pilot when he is flying on a direct course to or from the station. It also shows when the aircraft drifts off course so that its direction can be corrected. The most common system designed for civil aircraft is called VOR (very-high frequency omni-directional radio beacon). In con junction with the VOR, airlines use another special device called DME (distance measuring equipment). This combined system is known as VOR/DME. A similar system used almost exclusively for military aircraft is called TACAN (tactical air navigation). A combined system, called VORTAC, can be used by both civil and military aircraft. Prior to the evolution of these systems (VOR, TACAN, and VORTAC) the radio compass low- frequency radio receiver in conjunction with the non-directional beacon (NDB) was the mainstay of air naviga tion. The low-frequency radio receiver allows the pilot to home on signals from the radio station. By applying certain procedural steps, the pilot is then able to navigate off of the station. These non-directional radio beacons, however, are subject to disturbances such as fading signals and interference from distant stations during night operations, which can cause the instrument to deviate drastically. There are three transoceanic navigation system commonly used by civilian air transports throughout the world:(1) Inertial Navigation Systems，(2) LORAN (long range navigation)，(3) Decca. Inertial navigation equipment is especially suitable for unaided operation during long flights over water or land areas without adequate radio stations on the ground; its functions naturally complement those of radio navigation systems. The LORAN (long range navigation) system was developed in the United States during World War II to overcome the accuracy limitations of older systems. Several LORAN sys tems cover most of the important trade routes of the world. They are used by marine naviga tors as well as air navigators. The Decca system was developed in Great Britain, also during World War II. It has since come into extensive use in many parts of the world. Decca is like LORAN in principle, the main difference being the type of signals used. Planes which use LORAN or Decca have equipment for receiving special signals, sent out continuously from transmitting stations, to indicate the plane’s exact position.1. According to the passage, the most common system for civil aircraft is .
American Airlines Flight 11, operated by a Boeing 767-223ER (N334AA) on the morning of September 11, 2001, departed runway 4R at Logan International Airport in Boston, Massachusetts for the 5+ hour flight to Los Angeles, California at 7:59 am local time. On board the aircraft were 81 passengers (including five hijackers), nine flight attendants, and the two pilots. Shortly after its departure, Flight 11 disappeared from FAA radar screens, and ceased responding to radio calls from air traffic controllers. At 8:24 am, the Captain of another aircraft on the air traffic control frequency, United Airlines Flight 175, reported that We heard a suspicious transmission on out departure from BOS, sounds like someone keyed the mike and said everyone stay in your seats. Less than ninety seconds later, UA 175 would suffer the same fate. At 8:45 am, Flight 11’s aircraft was flown into the side of the North 110-floor tower-between the 80th and 90th floors-of the World Trade Center Plaza in New York City＇s financial district. The aircraft impacted the tower at an estimated 350 knots. This fact, combined with the large amount of burning jet fuel, led to severe structural damage within the tower, which caused its eventual collapse some 104 minutes later at 10:29 am local time.5. Where did American Airlines Flight 11 impact with the tower?
American Airlines Flight 11, operated by a Boeing 767-223ER (N334AA) on the morning of September 11, 2001, departed runway 4R at Logan International Airport in Boston, Massachusetts for the 5+ hour flight to Los Angeles, California at 7:59 am local time. On board the aircraft were 81 passengers (including five hijackers), nine flight attendants, and the two pilots. Shortly after its departure, Flight 11 disappeared from FAA radar screens, and ceased responding to radio calls from air traffic controllers. At 8:24 am, the Captain of another aircraft on the air traffic control frequency, United Airlines Flight 175, reported that We heard a suspicious transmission on out departure from BOS, sounds like someone keyed the mike and said everyone stay in your seats. Less than ninety seconds later, UA 175 would suffer the same fate. At 8:45 am, Flight 11’s aircraft was flown into the side of the North 110-floor tower-between the 80th and 90th floors-of the World Trade Center Plaza in New York City＇s financial district. The aircraft impacted the tower at an estimated 350 knots. This fact, combined with the large amount of burning jet fuel, led to severe structural damage within the tower, which caused its eventual collapse some 104 minutes later at 10:29 am local time.4. At what speed did the aircraft impact the tower?
American Airlines Flight 11, operated by a Boeing 767-223ER (N334AA) on the morning of September 11, 2001, departed runway 4R at Logan International Airport in Boston, Massachusetts for the 5+ hour flight to Los Angeles, California at 7:59 am local time. On board the aircraft were 81 passengers (including five hijackers), nine flight attendants, and the two pilots. Shortly after its departure, Flight 11 disappeared from FAA radar screens, and ceased responding to radio calls from air traffic controllers. At 8:24 am, the Captain of another aircraft on the air traffic control frequency, United Airlines Flight 175, reported that We heard a suspicious transmission on out departure from BOS, sounds like someone keyed the mike and said everyone stay in your seats. Less than ninety seconds later, UA 175 would suffer the same fate. At 8:45 am, Flight 11’s aircraft was flown into the side of the North 110-floor tower-between the 80th and 90th floors-of the World Trade Center Plaza in New York City＇s financial district. The aircraft impacted the tower at an estimated 350 knots. This fact, combined with the large amount of burning jet fuel, led to severe structural damage within the tower, which caused its eventual collapse some 104 minutes later at 10:29 am local time.3. What happened to United Airlines Flight 175?
American Airlines Flight 11, operated by a Boeing 767-223ER (N334AA) on the morning of September 11, 2001, departed runway 4R at Logan International Airport in Boston, Massachusetts for the 5+ hour flight to Los Angeles, California at 7:59 am local time. On board the aircraft were 81 passengers (including five hijackers), nine flight attendants, and the two pilots. Shortly after its departure, Flight 11 disappeared from FAA radar screens, and ceased responding to radio calls from air traffic controllers. At 8:24 am, the Captain of another aircraft on the air traffic control frequency, United Airlines Flight 175, reported that We heard a suspicious transmission on out departure from BOS, sounds like someone keyed the mike and said everyone stay in your seats. Less than ninety seconds later, UA 175 would suffer the same fate. At 8:45 am, Flight 11’s aircraft was flown into the side of the North 110-floor tower-between the 80th and 90th floors-of the World Trade Center Plaza in New York City＇s financial district. The aircraft impacted the tower at an estimated 350 knots. This fact, combined with the large amount of burning jet fuel, led to severe structural damage within the tower, which caused its eventual collapse some 104 minutes later at 10:29 am local time.2. How many people were on board?
American Airlines Flight 11, operated by a Boeing 767-223ER (N334AA) on the morning of September 11, 2001, departed runway 4R at Logan International Airport in Boston, Massachusetts for the 5+ hour flight to Los Angeles, California at 7:59 am local time. On board the aircraft were 81 passengers (including five hijackers), nine flight attendants, and the two pilots. Shortly after its departure, Flight 11 disappeared from FAA radar screens, and ceased responding to radio calls from air traffic controllers. At 8:24 am, the Captain of another aircraft on the air traffic control frequency, United Airlines Flight 175, reported that We heard a suspicious transmission on out departure from BOS, sounds like someone keyed the mike and said everyone stay in your seats. Less than ninety seconds later, UA 175 would suffer the same fate. At 8:45 am, Flight 11’s aircraft was flown into the side of the North 110-floor tower-between the 80th and 90th floors-of the World Trade Center Plaza in New York City＇s financial district. The aircraft impacted the tower at an estimated 350 knots. This fact, combined with the large amount of burning jet fuel, led to severe structural damage within the tower, which caused its eventual collapse some 104 minutes later at 10:29 am local time.1. Which runway did the American Airlines Flight 11 depart from?
Primary radar is used to detect aircraft range and azimuth, this system utilizes ground based equipment and is not dependent upon special components on board the aircraft. How ever, because of its many disadvantages which limit its effectiveness in air traffic control, the air traffic control radar beacon system (ATCRBS) was developed to overcome the problems of primary radar. This system known as secondary radar requires the use of three additional components to the basic radar equipment. Interrogator - mounted on the radar antenna, this ground based transmitter receiver scans in synchronism with the primary radar and transmits discrete radio signals which repetitively request all transponders, on the mode being used, to reply. Decoder - attached to the radarscope console. This equipment enables the controller to assign discrete transponder codes to each aircraft under his control. Transponder -located in the aircraft. This airborne transmitter-receiver automatically receives the signals from the interrogator and selectively replies with a specific pulse group (code) only to those interrogators being received on the mode to which it is set. The advantages of secondary radar over primary radar include reinforcement of radar targets and rapid target identification. It also provides a unique display of selected codes as well as displaying altitude readout. Currently four radar systems have been put into use. Two provide azimuth and range data only and are called surveillance systems, they are airway surveillance radar and aerodrome surveillance radar. The other two provide altitude information, as well as azimuth and range, they are the automated radar terminal systems and precision approach radar. Airway surveillance radar is a long range radar system designed primarily to provide a display of aircraft locations over large areas for ATC controllers to separate en route aircraft. Aerodrome surveillance radar provides short range coverage in the vicinity of an airport and to serve as an expedition means of handling terminal area traffic through observation of precise aircraft locations on a radarscope. Approach controllers mainly use ASR as an instrument approach aid.5. Which of the following statements is not true?
Primary radar is used to detect aircraft range and azimuth, this system utilizes ground based equipment and is not dependent upon special components on board the aircraft. How ever, because of its many disadvantages which limit its effectiveness in air traffic control, the air traffic control radar beacon system (ATCRBS) was developed to overcome the problems of primary radar. This system known as secondary radar requires the use of three additional components to the basic radar equipment. Interrogator - mounted on the radar antenna, this ground based transmitter receiver scans in synchronism with the primary radar and transmits discrete radio signals which repetitively request all transponders, on the mode being used, to reply. Decoder - attached to the radarscope console. This equipment enables the controller to assign discrete transponder codes to each aircraft under his control. Transponder -located in the aircraft. This airborne transmitter-receiver automatically receives the signals from the interrogator and selectively replies with a specific pulse group (code) only to those interrogators being received on the mode to which it is set. The advantages of secondary radar over primary radar include reinforcement of radar targets and rapid target identification. It also provides a unique display of selected codes as well as displaying altitude readout. Currently four radar systems have been put into use. Two provide azimuth and range data only and are called surveillance systems, they are airway surveillance radar and aerodrome surveillance radar. The other two provide altitude information, as well as azimuth and range, they are the automated radar terminal systems and precision approach radar. Airway surveillance radar is a long range radar system designed primarily to provide a display of aircraft locations over large areas for ATC controllers to separate en route aircraft. Aerodrome surveillance radar provides short range coverage in the vicinity of an airport and to serve as an expedition means of handling terminal area traffic through observation of precise aircraft locations on a radarscope. Approach controllers mainly use ASR as an instrument approach aid.4. cannot provide altitude information.
