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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.
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.3. doesn＇t go with the other three.
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.2. is the special component on board the aircraft
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.1. The basic radar equipment can detect .
It can be argued that the most violent weather in the U.S. is related to spring time storms. The other prime candidate would be the strong hurricane, which may do far more property damage than a springtime storm. The thunderstorm may, in turn, cause a far greater loss of life than a hurricane. As pilots, we have to study storm systems at all times of the year, but it＇s in the springtime that we face the greatest challenge - simply because there are more storms and they are more violent. Clues we might use in other seasons take on new meaning in the spring. For any low-pressure system to develop and turn into a storm, it has to have upper-level support. A trough, or area of low pressure, aloft has to come along and aid and abet the development of a strong low at the surface. Often when conditions are turning up for a big storm the weather map will show several weak surface lows. One of those, the one that gets the proper upper-level support, will become the main event. Or a new low may form along a stationary front when conditions aloft provide the necessary support. Temperature contrast is one reason that springtime storms are often so strong. In the spring the air aloft remains cold, especially the air that moves down from over Canada, but the surface air is warming up and tends to become warmer earlier in the season than does the air aloft. Cold air over warm is the unstable condition, the upper-level support. How might even a southwesterly flow aloft be cold? It could be air drawn down from Canada that turned the tip of a trough aloft and then headed back toward the northeast，flowing over warmer air at the surface. It is that condition that creates a firecracker effect in the springtime atmo sphere. In the springtime, then, a strong southwesterly flow aloft - 500 millibars or about 18,000ft is the key level - means that conditions can become active. It doesn＇t happen every time but, on the other hand, severe storm activity doesn＇t often develop when the gener al upper level flows, is out of the northwest. There you have cold air aloft over cold air at the surface. Likewise, a straight east-west flows aloft doesn＇t suggest a high likelihood of severe weather. But there are always exceptions to meteorological rules of thumb. With those basics, which, hopefully, we all review before each spring flying season, let’s go flying.5. Severe storms in the springtime are highly associated with .
It can be argued that the most violent weather in the U.S. is related to spring time storms. The other prime candidate would be the strong hurricane, which may do far more property damage than a springtime storm. The thunderstorm may, in turn, cause a far greater loss of life than a hurricane. As pilots, we have to study storm systems at all times of the year, but it＇s in the springtime that we face the greatest challenge - simply because there are more storms and they are more violent. Clues we might use in other seasons take on new meaning in the spring. For any low-pressure system to develop and turn into a storm, it has to have upper-level support. A trough, or area of low pressure, aloft has to come along and aid and abet the development of a strong low at the surface. Often when conditions are turning up for a big storm the weather map will show several weak surface lows. One of those, the one that gets the proper upper-level support, will become the main event. Or a new low may form along a stationary front when conditions aloft provide the necessary support. Temperature contrast is one reason that springtime storms are often so strong. In the spring the air aloft remains cold, especially the air that moves down from over Canada, but the surface air is warming up and tends to become warmer earlier in the season than does the air aloft. Cold air over warm is the unstable condition, the upper-level support. How might even a southwesterly flow aloft be cold? It could be air drawn down from Canada that turned the tip of a trough aloft and then headed back toward the northeast，flowing over warmer air at the surface. It is that condition that creates a firecracker effect in the springtime atmo sphere. In the springtime, then, a strong southwesterly flow aloft - 500 millibars or about 18,000ft is the key level - means that conditions can become active. It doesn＇t happen every time but, on the other hand, severe storm activity doesn＇t often develop when the gener al upper level flows, is out of the northwest. There you have cold air aloft over cold air at the surface. Likewise, a straight east-west flows aloft doesn＇t suggest a high likelihood of severe weather. But there are always exceptions to meteorological rules of thumb. With those basics, which, hopefully, we all review before each spring flying season, let’s go flying.4. Upper - level support hereby refers to .
