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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 （ ）.
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.2.When returning to the airport, the pilot was asked to（ ） .
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.1.How many people are there on the plane?
QNH altimeter setting: This means indicated altitude above mean sea level or the al timeter reads the elevation of the airport when the aircraft is on the ground. QNH is given to aircraft prior to takeoff as was the case for many aircraft. It is also given in flight so that the pilot may determine whether given flight levels provide adequate terrain clearance. In most areas, these are added to weather broadcasts. QNH altimeter settings are also given to air craft on approach clearances or on entering the traffic circuit. QFE altimeter setting: This setting indicates the height above the station, that is, the altimeter will read0when the aircraft lands at the station. These are normally made avail able in the landing instructions on request from the aircraft. QNE altimeter setting: QNE is always set with 29.92 inches of mercury hg (1013.25 millibars), and results in the altimeter indicating height above a standard datum plane or pressure altitude. In the United States it is used for all flight above 18,000ft MSL. This altitude is called a transition altitude. Many nations use the 29.92 inches hg/10l3.25mb altimeter setting for all flights above the transition altitude of the departure or arrival airport. However, many countries also have different altitudes where the setting may be changed. For example, the transition altitude for Frankfurt, Germany, is 5000ft (QNH), and for Nice/Cote D＇ Azure, France, it is 2000 ft. When an aircraft＇s vertical position is at or below the transition altitude, ICAO re quires altitude to be expressed QNH. When the aircraft is at or above the transition level, the plane＇s altitude is expressed in terms of flight levels (QNE). A pilot flies an aircraft at the flight levels specified for the various airways (or flight levels corresponding to the mag netic track if it is off the airway system) as shown in the en-route aeronautical publications. Of course, a pilot never accepts a flight level which does not allow for adequate terrain clearance.5.According to the passage, we can safely say （ ） .
QNH altimeter setting: This means indicated altitude above mean sea level or the al timeter reads the elevation of the airport when the aircraft is on the ground. QNH is given to aircraft prior to takeoff as was the case for many aircraft. It is also given in flight so that the pilot may determine whether given flight levels provide adequate terrain clearance. In most areas, these are added to weather broadcasts. QNH altimeter settings are also given to air craft on approach clearances or on entering the traffic circuit. QFE altimeter setting: This setting indicates the height above the station, that is, the altimeter will read0when the aircraft lands at the station. These are normally made avail able in the landing instructions on request from the aircraft. QNE altimeter setting: QNE is always set with 29.92 inches of mercury hg (1013.25 millibars), and results in the altimeter indicating height above a standard datum plane or pressure altitude. In the United States it is used for all flight above 18,000ft MSL. This altitude is called a transition altitude. Many nations use the 29.92 inches hg/10l3.25mb altimeter setting for all flights above the transition altitude of the departure or arrival airport. However, many countries also have different altitudes where the setting may be changed. For example, the transition altitude for Frankfurt, Germany, is 5000ft (QNH), and for Nice/Cote D＇ Azure, France, it is 2000 ft. When an aircraft＇s vertical position is at or below the transition altitude, ICAO re quires altitude to be expressed QNH. When the aircraft is at or above the transition level, the plane＇s altitude is expressed in terms of flight levels (QNE). A pilot flies an aircraft at the flight levels specified for the various airways (or flight levels corresponding to the mag netic track if it is off the airway system) as shown in the en-route aeronautical publications. Of course, a pilot never accepts a flight level which does not allow for adequate terrain clearance.4.FL should be set on （ ） .
QNH altimeter setting: This means indicated altitude above mean sea level or the al timeter reads the elevation of the airport when the aircraft is on the ground. QNH is given to aircraft prior to takeoff as was the case for many aircraft. It is also given in flight so that the pilot may determine whether given flight levels provide adequate terrain clearance. In most areas, these are added to weather broadcasts. QNH altimeter settings are also given to air craft on approach clearances or on entering the traffic circuit. QFE altimeter setting: This setting indicates the height above the station, that is, the altimeter will read0when the aircraft lands at the station. These are normally made avail able in the landing instructions on request from the aircraft. QNE altimeter setting: QNE is always set with 29.92 inches of mercury hg (1013.25 millibars), and results in the altimeter indicating height above a standard datum plane or pressure altitude. In the United States it is used for all flight above 18,000ft MSL. This altitude is called a transition altitude. Many nations use the 29.92 inches hg/10l3.25mb altimeter setting for all flights above the transition altitude of the departure or arrival airport. However, many countries also have different altitudes where the setting may be changed. For example, the transition altitude for Frankfurt, Germany, is 5000ft (QNH), and for Nice/Cote D＇ Azure, France, it is 2000 ft. When an aircraft＇s vertical position is at or below the transition altitude, ICAO re quires altitude to be expressed QNH. When the aircraft is at or above the transition level, the plane＇s altitude is expressed in terms of flight levels (QNE). A pilot flies an aircraft at the flight levels specified for the various airways (or flight levels corresponding to the mag netic track if it is off the airway system) as shown in the en-route aeronautical publications. Of course, a pilot never accepts a flight level which does not allow for adequate terrain clearance.3.On QNE altimeter setting, （ ） .
QNH altimeter setting: This means indicated altitude above mean sea level or the al timeter reads the elevation of the airport when the aircraft is on the ground. QNH is given to aircraft prior to takeoff as was the case for many aircraft. It is also given in flight so that the pilot may determine whether given flight levels provide adequate terrain clearance. In most areas, these are added to weather broadcasts. QNH altimeter settings are also given to air craft on approach clearances or on entering the traffic circuit. QFE altimeter setting: This setting indicates the height above the station, that is, the altimeter will read0when the aircraft lands at the station. These are normally made avail able in the landing instructions on request from the aircraft. QNE altimeter setting: QNE is always set with 29.92 inches of mercury hg (1013.25 millibars), and results in the altimeter indicating height above a standard datum plane or pressure altitude. In the United States it is used for all flight above 18,000ft MSL. This altitude is called a transition altitude. Many nations use the 29.92 inches hg/10l3.25mb altimeter setting for all flights above the transition altitude of the departure or arrival airport. However, many countries also have different altitudes where the setting may be changed. For example, the transition altitude for Frankfurt, Germany, is 5000ft (QNH), and for Nice/Cote D＇ Azure, France, it is 2000 ft. When an aircraft＇s vertical position is at or below the transition altitude, ICAO re quires altitude to be expressed QNH. When the aircraft is at or above the transition level, the plane＇s altitude is expressed in terms of flight levels (QNE). A pilot flies an aircraft at the flight levels specified for the various airways (or flight levels corresponding to the mag netic track if it is off the airway system) as shown in the en-route aeronautical publications. Of course, a pilot never accepts a flight level which does not allow for adequate terrain clearance.2.On QFE altimeter setting, （ ） .
QNH altimeter setting: This means indicated altitude above mean sea level or the al timeter reads the elevation of the airport when the aircraft is on the ground. QNH is given to aircraft prior to takeoff as was the case for many aircraft. It is also given in flight so that the pilot may determine whether given flight levels provide adequate terrain clearance. In most areas, these are added to weather broadcasts. QNH altimeter settings are also given to air craft on approach clearances or on entering the traffic circuit. QFE altimeter setting: This setting indicates the height above the station, that is, the altimeter will read0when the aircraft lands at the station. These are normally made avail able in the landing instructions on request from the aircraft. QNE altimeter setting: QNE is always set with 29.92 inches of mercury hg (1013.25 millibars), and results in the altimeter indicating height above a standard datum plane or pressure altitude. In the United States it is used for all flight above 18,000ft MSL. This altitude is called a transition altitude. Many nations use the 29.92 inches hg/10l3.25mb altimeter setting for all flights above the transition altitude of the departure or arrival airport. However, many countries also have different altitudes where the setting may be changed. For example, the transition altitude for Frankfurt, Germany, is 5000ft (QNH), and for Nice/Cote D＇ Azure, France, it is 2000 ft. When an aircraft＇s vertical position is at or below the transition altitude, ICAO re quires altitude to be expressed QNH. When the aircraft is at or above the transition level, the plane＇s altitude is expressed in terms of flight levels (QNE). A pilot flies an aircraft at the flight levels specified for the various airways (or flight levels corresponding to the mag netic track if it is off the airway system) as shown in the en-route aeronautical publications. Of course, a pilot never accepts a flight level which does not allow for adequate terrain clearance.1.On QNH altimeter setting, （ ） .
The need for prudence when flying through known areas of forecasted severe weather is well recognized. Presently, ATC procedures call for controllers to assist pilots, particularly when operating on IFR flight plans, in avoiding known areas of severe weather. It is impor tant to remember, however, that there are limitations to an air traffic controller＇s capability for providing such assistance. The controller’s primary responsibility is to provide safe sepa ration between aircraft. No additional services can be given which distract or derogate from that primary responsibility. Additionally, ATC radar equipment, communications conges tion, and traffic may also limit and reduce a controller’s ability to provide any additional service. To a large degree, the assistance that might be given by air traffic control depends upon the weather information available to controllers through weather reporting channels or by pi lots actually requesting to avoid severe weather areas. Because severe weather is extremely transitory in nature, the information available to controllers may be of only limited value, if any – unless frequently updated by pilot reports or radar weather information. In-flight reports from pilots in direct communications with controllers can give vital weather information. Pilots wishing to avoid severe weather along the route should request deviations from route and/or altitude as far in advance as possible. Obtaining clearance to avoid severe weath er can often be accommodated in the en-route areas, away from terminal areas, because there is less traffic congestion. In the terminal areas, ATC coordination is complicated by complex departure routes and adjacent airports. Consequently, controllers are less likely to be able to accommodate requests for weather detours. ATC also has other problems in handling the weather. Under certain conditions, echoes received from precipitation render ATC radar unusable because of clutter. To avoid disruption in radar service, modifications have been made too many radars to reduce precipitation clutter. This feature is known as circular polarization. Terminal radar systems use this feature to reduce clutter during moderate to heavy rain or snow storms in order to keep track of traffic. This necessary process, however, means the controller does not always see the weather on the radar scope. Moreover, if ATC is using a secondary radar system, the controller’s scope displays only those signals emitted by the airborne radar beacon transmitters. With this sys tem the radar scope does not display weather echoes at all. The controllers can, however, be alerted to turn on their normal radar to observe weather, provided this will not result in weather cluttering, rendering the scope unusable for air traffic control. The point to re member is that pilots should realize that the controller’s weather information is often far from complete.5.Which of the following is true? C.
