相关题目
If First Officers are new to an airline, their first jet aircraft will probably be a Boeing 737, BA146, Fellowship, or MD80 variant. These all being relatively short-range ma chines, there will be plenty of handling practice during and after checkout which may be zero flight time so that their first takeoff and landing are on service. F/Os have the second best job in the world and often the youth and income to make the most of it. As they become more experienced they feel comfortable with the higher speed at which they are now flying and enjoy flying over most of the weather instead of through it. The job is very satisfying to deliver people safely without fuss or bother while on the flight deck every flight is different enough to be interesting. The challenge for a co-pilot is to always do their best. If you don’t try to do your best how can you be satisfied with the result. Many years may be spent in the right-hand seat and to some pilots, this becomes frustrating. The fact, is that we cannot control the promo tion rate, and aviation is a cyclical business, so enjoy the position you are holding and try not to spend your time thinking about being somebody else. It’s a losing battle like trying to change the past. After one of my first commercial jet flights an old friend gave me some good advice I have never forgotten. We were discussing Captains and how to get on with the obvi ously handicapped old gentlemen. A favorite and traditional topic for F/Os especially as the stack of cans grows higher and the evening wears on. His advice was toroll with the punch es. If Captains are casual it’s fine to be casual. If they want to be formal then play the formal game. There is a different routine for every player and every trip should be a pleasure to be on. It doesn＇t mean be subservient or lose your personality, just relax and go with the flow where it＇s reasonable to do so. The F/O is always an understudy for the Captain, and often is ready for the job long be fore it is available. There are still no partically good captaincy courses that I know of so it re mains a puzzle for the F/O to know what will be expected of them. One of the best ways to estimate this is to select two or three Captains who are well respected professionally and analyses what it is that they do differently, and then emulate that in your own duties. It is not possible to change overnight when the rows of braid on your sleeve increase. By practicing and observing the effects, one learns effective methods of leadership and command. Every one’s personality is different so it is neither possible nor desirable to pick up someone else’s personality. Rather the best commander’s features should be adapted to fit your own personal style. If practised, these features will then come back to you naturally when you need them. They must be natural or you will come across as insincere and that is death to leadership as you will no doubt already have noticed. There will be days when the Captain is having a bit of an off day, so when this occurs to be able to lift your game and pick up the extra load.2. How does the First Officer cooperate with a tiresome captain?
If First Officers are new to an airline, their first jet aircraft will probably be a Boeing 737, BA146, Fellowship, or MD80 variant. These all being relatively short-range ma chines, there will be plenty of handling practice during and after checkout which may be zero flight time so that their first takeoff and landing are on service. F/Os have the second best job in the world and often the youth and income to make the most of it. As they become more experienced they feel comfortable with the higher speed at which they are now flying and enjoy flying over most of the weather instead of through it. The job is very satisfying to deliver people safely without fuss or bother while on the flight deck every flight is different enough to be interesting. The challenge for a co-pilot is to always do their best. If you don’t try to do your best how can you be satisfied with the result. Many years may be spent in the right-hand seat and to some pilots, this becomes frustrating. The fact, is that we cannot control the promo tion rate, and aviation is a cyclical business, so enjoy the position you are holding and try not to spend your time thinking about being somebody else. It’s a losing battle like trying to change the past. After one of my first commercial jet flights an old friend gave me some good advice I have never forgotten. We were discussing Captains and how to get on with the obvi ously handicapped old gentlemen. A favorite and traditional topic for F/Os especially as the stack of cans grows higher and the evening wears on. His advice was toroll with the punch es. If Captains are casual it’s fine to be casual. If they want to be formal then play the formal game. There is a different routine for every player and every trip should be a pleasure to be on. It doesn＇t mean be subservient or lose your personality, just relax and go with the flow where it＇s reasonable to do so. The F/O is always an understudy for the Captain, and often is ready for the job long be fore it is available. There are still no partically good captaincy courses that I know of so it re mains a puzzle for the F/O to know what will be expected of them. One of the best ways to estimate this is to select two or three Captains who are well respected professionally and analyses what it is that they do differently, and then emulate that in your own duties. It is not possible to change overnight when the rows of braid on your sleeve increase. By practicing and observing the effects, one learns effective methods of leadership and command. Every one’s personality is different so it is neither possible nor desirable to pick up someone else’s personality. Rather the best commander’s features should be adapted to fit your own personal style. If practised, these features will then come back to you naturally when you need them. They must be natural or you will come across as insincere and that is death to leadership as you will no doubt already have noticed. There will be days when the Captain is having a bit of an off day, so when this occurs to be able to lift your game and pick up the extra load.1. Why is it beneficial for First Officer to serve in medium aircraft?
There are two basic types of approach procedures:precision and non-precision. Simply stated, the non-precision approach is a standard instrument procedure that does not use an electronic glide slope. Three precision approaches use a glide slope: instrument landing sys tem (ILS), microwave landing system (MLS), and the precision approach radar (PAR). Im plementation of the MLS has stagnated as a disappointment and will be disregarded in this discussion. PAR approaches are few and far between；they will also be disregarded because the ground controller talks the pilot in. and about all the pilot can do is listen and do what the controller says. Several components are necessary for an approach to be classified as an ILS. The ground components are a localizer, glide slope, outer marker, middle marker, and approach lights. If a procedure specifies a visibility minimum based on runway visual range (RVR), it will al so need high intensity runway lights (HIRL), touchdown zone lighting (TDZL), centerline lighting (RCLS) and markings, and, naturally, the RVR transmissometers for that runway. Of course, before the pilot can accept an ILS approach, her aircraft must have the airborne equipment necessary to receive the ground components. A few variations exist. The regulations do allow a compass locator or precision radar to be substituted for the outer marker (OM) or middle marker (MM), and an airport surveil lance radar (ASR) can usually be substituted for the outer marker. All other approaches are non-precision. These primarily consist of the localizer, back course, VOR，NDB (ADF), ASR, and the newest of all, GPS approaches - although be fore long you will see both precision and non-precision GPS approaches. The VOR and NDB (ADF) approach are, in effect, designed to bring the aircraft down to, the overall airport environment, while all other approaches will bring you right down to the runway.5. If the pilots desire an ILS approach, which of the following items may not be necessary?
There are two basic types of approach procedures:precision and non-precision. Simply stated, the non-precision approach is a standard instrument procedure that does not use an electronic glide slope. Three precision approaches use a glide slope: instrument landing sys tem (ILS), microwave landing system (MLS), and the precision approach radar (PAR). Im plementation of the MLS has stagnated as a disappointment and will be disregarded in this discussion. PAR approaches are few and far between；they will also be disregarded because the ground controller talks the pilot in. and about all the pilot can do is listen and do what the controller says. Several components are necessary for an approach to be classified as an ILS. The ground components are a localizer, glide slope, outer marker, middle marker, and approach lights. If a procedure specifies a visibility minimum based on runway visual range (RVR), it will al so need high intensity runway lights (HIRL), touchdown zone lighting (TDZL), centerline lighting (RCLS) and markings, and, naturally, the RVR transmissometers for that runway. Of course, before the pilot can accept an ILS approach, her aircraft must have the airborne equipment necessary to receive the ground components. A few variations exist. The regulations do allow a compass locator or precision radar to be substituted for the outer marker (OM) or middle marker (MM), and an airport surveil lance radar (ASR) can usually be substituted for the outer marker. All other approaches are non-precision. These primarily consist of the localizer, back course, VOR，NDB (ADF), ASR, and the newest of all, GPS approaches - although be fore long you will see both precision and non-precision GPS approaches. The VOR and NDB (ADF) approach are, in effect, designed to bring the aircraft down to, the overall airport environment, while all other approaches will bring you right down to the runway.4. Which of the following approaches won＇t bring you right down to the runway?
There are two basic types of approach procedures:precision and non-precision. Simply stated, the non-precision approach is a standard instrument procedure that does not use an electronic glide slope. Three precision approaches use a glide slope: instrument landing sys tem (ILS), microwave landing system (MLS), and the precision approach radar (PAR). Im plementation of the MLS has stagnated as a disappointment and will be disregarded in this discussion. PAR approaches are few and far between；they will also be disregarded because the ground controller talks the pilot in. and about all the pilot can do is listen and do what the controller says. Several components are necessary for an approach to be classified as an ILS. The ground components are a localizer, glide slope, outer marker, middle marker, and approach lights. If a procedure specifies a visibility minimum based on runway visual range (RVR), it will al so need high intensity runway lights (HIRL), touchdown zone lighting (TDZL), centerline lighting (RCLS) and markings, and, naturally, the RVR transmissometers for that runway. Of course, before the pilot can accept an ILS approach, her aircraft must have the airborne equipment necessary to receive the ground components. A few variations exist. The regulations do allow a compass locator or precision radar to be substituted for the outer marker (OM) or middle marker (MM), and an airport surveil lance radar (ASR) can usually be substituted for the outer marker. All other approaches are non-precision. These primarily consist of the localizer, back course, VOR，NDB (ADF), ASR, and the newest of all, GPS approaches - although be fore long you will see both precision and non-precision GPS approaches. The VOR and NDB (ADF) approach are, in effect, designed to bring the aircraft down to, the overall airport environment, while all other approaches will bring you right down to the runway.3. Which of the following has the least developing tendency? B.
There are two basic types of approach procedures:precision and non-precision. Simply stated, the non-precision approach is a standard instrument procedure that does not use an electronic glide slope. Three precision approaches use a glide slope: instrument landing sys tem (ILS), microwave landing system (MLS), and the precision approach radar (PAR). Im plementation of the MLS has stagnated as a disappointment and will be disregarded in this discussion. PAR approaches are few and far between；they will also be disregarded because the ground controller talks the pilot in. and about all the pilot can do is listen and do what the controller says. Several components are necessary for an approach to be classified as an ILS. The ground components are a localizer, glide slope, outer marker, middle marker, and approach lights. If a procedure specifies a visibility minimum based on runway visual range (RVR), it will al so need high intensity runway lights (HIRL), touchdown zone lighting (TDZL), centerline lighting (RCLS) and markings, and, naturally, the RVR transmissometers for that runway. Of course, before the pilot can accept an ILS approach, her aircraft must have the airborne equipment necessary to receive the ground components. A few variations exist. The regulations do allow a compass locator or precision radar to be substituted for the outer marker (OM) or middle marker (MM), and an airport surveil lance radar (ASR) can usually be substituted for the outer marker. All other approaches are non-precision. These primarily consist of the localizer, back course, VOR，NDB (ADF), ASR, and the newest of all, GPS approaches - although be fore long you will see both precision and non-precision GPS approaches. The VOR and NDB (ADF) approach are, in effect, designed to bring the aircraft down to, the overall airport environment, while all other approaches will bring you right down to the runway.2. Which of the following will belong to precision approaches?
There are two basic types of approach procedures:precision and non-precision. Simply stated, the non-precision approach is a standard instrument procedure that does not use an electronic glide slope. Three precision approaches use a glide slope: instrument landing sys tem (ILS), microwave landing system (MLS), and the precision approach radar (PAR). Im plementation of the MLS has stagnated as a disappointment and will be disregarded in this discussion. PAR approaches are few and far between；they will also be disregarded because the ground controller talks the pilot in. and about all the pilot can do is listen and do what the controller says. Several components are necessary for an approach to be classified as an ILS. The ground components are a localizer, glide slope, outer marker, middle marker, and approach lights. If a procedure specifies a visibility minimum based on runway visual range (RVR), it will al so need high intensity runway lights (HIRL), touchdown zone lighting (TDZL), centerline lighting (RCLS) and markings, and, naturally, the RVR transmissometers for that runway. Of course, before the pilot can accept an ILS approach, her aircraft must have the airborne equipment necessary to receive the ground components. A few variations exist. The regulations do allow a compass locator or precision radar to be substituted for the outer marker (OM) or middle marker (MM), and an airport surveil lance radar (ASR) can usually be substituted for the outer marker. All other approaches are non-precision. These primarily consist of the localizer, back course, VOR，NDB (ADF), ASR, and the newest of all, GPS approaches - although be fore long you will see both precision and non-precision GPS approaches. The VOR and NDB (ADF) approach are, in effect, designed to bring the aircraft down to, the overall airport environment, while all other approaches will bring you right down to the runway.1. Which of the following belongs to non - precision approaches?
After a short flight returning from a maintenance check with a passenger(one of my first), we approach ZBAA as I have done on many previous occasions. We reported Three miles east of the field as requested and were given a downwind joining for runway 04 left-hand circuit. Being used to taking off and returning from runway 22, the prevalent runway, I steered the aircraft at the 04 numbers, crossed and turned right onto downwind for runway 22. On the inbound approach to the 04 numbers, the windy weather conditions were making the aircraft more difficult to control than I was used to, as an inexperienced and, hence, sometimes nervous pilot, this took the greater proportion of my mental capacity. Also, I was preoccupied with my passenger who was having difficulty hearing due to a medical hearing problem, which was compounded by technical intercom difficulties. He was taking photographs and I could see arm movements in the corner of my eye, which were distracting. After flying the downwind leg for 22 right-hand, the Tower controller asked me if I was sure I was downwind left hand for 04. I went over his words in my head and then realized my positional error. I immediately informed him, I have made a mistake, I am late downwind right-hand for runway 22. I asked him what he wanted me to do and I was instructed to turn the aircraft through 180 degrees and take up a position downwind left-hand for runway 04. I did this and, after a short radiotelephony apology, landed, taxied and shut down without further incident.5.When did the pilot realize that he had made a mistake in his landing?
After a short flight returning from a maintenance check with a passenger(one of my first), we approach ZBAA as I have done on many previous occasions. We reported Three miles east of the field as requested and were given a downwind joining for runway 04 left-hand circuit. Being used to taking off and returning from runway 22, the prevalent runway, I steered the aircraft at the 04 numbers, crossed and turned right onto downwind for runway 22. On the inbound approach to the 04 numbers, the windy weather conditions were making the aircraft more difficult to control than I was used to, as an inexperienced and, hence, sometimes nervous pilot, this took the greater proportion of my mental capacity. Also, I was preoccupied with my passenger who was having difficulty hearing due to a medical hearing problem, which was compounded by technical intercom difficulties. He was taking photographs and I could see arm movements in the corner of my eye, which were distracting. After flying the downwind leg for 22 right-hand, the Tower controller asked me if I was sure I was downwind left hand for 04. I went over his words in my head and then realized my positional error. I immediately informed him, I have made a mistake, I am late downwind right-hand for runway 22. I asked him what he wanted me to do and I was instructed to turn the aircraft through 180 degrees and take up a position downwind left-hand for runway 04. I did this and, after a short radiotelephony apology, landed, taxied and shut down without further incident.4.On the inbound approach, the pilot was influenced by（ ） .
After a short flight returning from a maintenance check with a passenger(one of my first), we approach ZBAA as I have done on many previous occasions. We reported Three miles east of the field as requested and were given a downwind joining for runway 04 left-hand circuit. Being used to taking off and returning from runway 22, the prevalent runway, I steered the aircraft at the 04 numbers, crossed and turned right onto downwind for runway 22. On the inbound approach to the 04 numbers, the windy weather conditions were making the aircraft more difficult to control than I was used to, as an inexperienced and, hence, sometimes nervous pilot, this took the greater proportion of my mental capacity. Also, I was preoccupied with my passenger who was having difficulty hearing due to a medical hearing problem, which was compounded by technical intercom difficulties. He was taking photographs and I could see arm movements in the corner of my eye, which were distracting. After flying the downwind leg for 22 right-hand, the Tower controller asked me if I was sure I was downwind left hand for 04. I went over his words in my head and then realized my positional error. I immediately informed him, I have made a mistake, I am late downwind right-hand for runway 22. I asked him what he wanted me to do and I was instructed to turn the aircraft through 180 degrees and take up a position downwind left-hand for runway 04. I did this and, after a short radiotelephony apology, landed, taxied and shut down without further incident.3.According to the passage, the pilot was accustomed to （ ）.
