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If you are in contact with a Tower, a Center, or an FSS when either a distress or/and urgency develops, the communication would obviously be directed to that facility. A distress message should start with the word Mayday and be repeated at least three times. (Mayday comes from the French, M＇ aides, is pronounced Mayday, and means help me.).In an urgency, the term Panpan, again repeated three times, starts the radio transmission. Distress messages have absolute priority over all others. And the word Mayday commands radio silence on the frequency in use. Urgency messages have priority over all others except distress. Panpan warns other stations not to interfere with urgency transmissions.If, as the pilot, you have not been receiving services from an ATC facility, and if time permits, the Center. Tower or FSS in whose area of responsibility you are flying, should be contacted on the appropriate frequency. By so doing, a more rapid response to your call is likely, which is another reason for listing the various en route frequencies in the preflight planning and having the list immediately available in the cockpit. Conditions might be such, though; that there is no time to search for the correct frequency, even though a list had been prepared. In that event, two other frequencies can be used: the emergency-only frequencies of 121.5 or 243.0. Both have a range - that is generally limited to line of sight. 121.5 is guarded by direction finding stations and certain military and civil aircraft, while 243.0 is guarded by military aircraft. In addition, both frequencies are guarded by military Towers, most civil Towers, FSSs, and radar facilities. Again, if time permits, the most logical facility to try to reach first is the ARTCC in whose area you are flying, but the ARTCC’s emergency frequency capability does not nor mally extend to its radar coverage limits. If the ARTCC does not respond when called on 121.5 or 243.0 address the call to the nearest Tower or FSS. Time is crucial in a distress condition, but as much of the following as possible. Preferably in the order suggested should be communicated:(1) Mayday, Mayday, Mayday or Panpan, Panpan, Panpan(2) Name of facility addressed(3) Aircraft identification and type(4) Nature of distress or urgency(5) Weather(6) Pilot＇s intentions and request(7) Present position and heading, or if lost, last known Position, time and heading since that position.(8) Altitude or flight level(9) Hours and minutes of fuel remaining(10) Any other useful information，as visible landmarks, aircraft color, emergency equip ment on board, number of people on board.(11) Activate the ELT (Emergency Locator Transmitter) if installation permits.1.If you are in contact with a Center when a distress develops you should direct the communication to （ ） .
Other factors will affect the accuracy of GPS receivers. One of these is that the speed of light varies as it goes through the atmosphere. This might result in a receiver error of up to 12 feet. The clock error alone might add up to 2 feet. Built-in receiver errors might come to another 4 feet. The worst case satellite selection errors might add up to another 25 feet, and the ephemeris error will result in 2 more feet. AU of this adds up to somewhere between 10 and 30 feet of error. One other error has until recently prevented GPS from being used for precision IFR approaches: selective availability (SA). Two frequencies are used by the satellites. The precision code (P-code) is used by military and the course acquisition code (C/A code) is used by the public. The military can arbi trarily induce an error into the C/A – code, which can impart an error of up to 300 feet with out the user being aware of it. Naturally, an error of this magnitude would prevent the pilot from using GPSs for a precision approach. To overcome this, ground stations are being provided that know their position precisely. This ground station will then derive its own GPS position, recognize any error, and then transmit that difference to the user＇s receiver so that the receiver’s computer will then be able to give a precise location with repeatable accuracy of within 3-10 meters (roughly 10-30 feet.) This is called differential GPS (DGPS). It is this precision that is enabling aircraft to make fully-occupied autopilots landings, and which, someday, will make all other types of navigation obsolete. ARNAV Systems, Inc. has two types of GPS receivers available. The first type uses a separate receiver (GPS-506) that interfaces with the FMS-5000 or R-5000 receiver. This combination will provide the pilot with either a loran or GPS position, whichever signal is deemed most accurate. The pilot can also manually select either mode of navigation. The three-dimensional accuracy in the GPS mode (without SA) is within 15 meters horizontally and 90 feet vertically. The second GPS available from ARNAV is the pure GPS receiver, the STAR 5000. The only physical difference between this receiver and the FMS-5000 is appar ently the name on the lower right hand side, the letters GPS on the upper left hand side, and the absence of the XP light on the STAR 5000.5.GPS-506 is superior just because that （ ） .
Other factors will affect the accuracy of GPS receivers. One of these is that the speed of light varies as it goes through the atmosphere. This might result in a receiver error of up to 12 feet. The clock error alone might add up to 2 feet. Built-in receiver errors might come to another 4 feet. The worst case satellite selection errors might add up to another 25 feet, and the ephemeris error will result in 2 more feet. AU of this adds up to somewhere between 10 and 30 feet of error. One other error has until recently prevented GPS from being used for precision IFR approaches: selective availability (SA). Two frequencies are used by the satellites. The precision code (P-code) is used by military and the course acquisition code (C/A code) is used by the public. The military can arbi trarily induce an error into the C/A – code, which can impart an error of up to 300 feet with out the user being aware of it. Naturally, an error of this magnitude would prevent the pilot from using GPSs for a precision approach. To overcome this, ground stations are being provided that know their position precisely. This ground station will then derive its own GPS position, recognize any error, and then transmit that difference to the user＇s receiver so that the receiver’s computer will then be able to give a precise location with repeatable accuracy of within 3-10 meters (roughly 10-30 feet.) This is called differential GPS (DGPS). It is this precision that is enabling aircraft to make fully-occupied autopilots landings, and which, someday, will make all other types of navigation obsolete. ARNAV Systems, Inc. has two types of GPS receivers available. The first type uses a separate receiver (GPS-506) that interfaces with the FMS-5000 or R-5000 receiver. This combination will provide the pilot with either a loran or GPS position, whichever signal is deemed most accurate. The pilot can also manually select either mode of navigation. The three-dimensional accuracy in the GPS mode (without SA) is within 15 meters horizontally and 90 feet vertically. The second GPS available from ARNAV is the pure GPS receiver, the STAR 5000. The only physical difference between this receiver and the FMS-5000 is appar ently the name on the lower right hand side, the letters GPS on the upper left hand side, and the absence of the XP light on the STAR 5000.4.The most suitable title for this passage can be （ ） .
Other factors will affect the accuracy of GPS receivers. One of these is that the speed of light varies as it goes through the atmosphere. This might result in a receiver error of up to 12 feet. The clock error alone might add up to 2 feet. Built-in receiver errors might come to another 4 feet. The worst case satellite selection errors might add up to another 25 feet, and the ephemeris error will result in 2 more feet. AU of this adds up to somewhere between 10 and 30 feet of error. One other error has until recently prevented GPS from being used for precision IFR approaches: selective availability (SA). Two frequencies are used by the satellites. The precision code (P-code) is used by military and the course acquisition code (C/A code) is used by the public. The military can arbi trarily induce an error into the C/A – code, which can impart an error of up to 300 feet with out the user being aware of it. Naturally, an error of this magnitude would prevent the pilot from using GPSs for a precision approach. To overcome this, ground stations are being provided that know their position precisely. This ground station will then derive its own GPS position, recognize any error, and then transmit that difference to the user＇s receiver so that the receiver’s computer will then be able to give a precise location with repeatable accuracy of within 3-10 meters (roughly 10-30 feet.) This is called differential GPS (DGPS). It is this precision that is enabling aircraft to make fully-occupied autopilots landings, and which, someday, will make all other types of navigation obsolete. ARNAV Systems, Inc. has two types of GPS receivers available. The first type uses a separate receiver (GPS-506) that interfaces with the FMS-5000 or R-5000 receiver. This combination will provide the pilot with either a loran or GPS position, whichever signal is deemed most accurate. The pilot can also manually select either mode of navigation. The three-dimensional accuracy in the GPS mode (without SA) is within 15 meters horizontally and 90 feet vertically. The second GPS available from ARNAV is the pure GPS receiver, the STAR 5000. The only physical difference between this receiver and the FMS-5000 is appar ently the name on the lower right hand side, the letters GPS on the upper left hand side, and the absence of the XP light on the STAR 5000. 3.From the passage, we can infer that （ ） .
Other factors will affect the accuracy of GPS receivers. One of these is that the speed of light varies as it goes through the atmosphere. This might result in a receiver error of up to 12 feet. The clock error alone might add up to 2 feet. Built-in receiver errors might come to another 4 feet. The worst case satellite selection errors might add up to another 25 feet, and the ephemeris error will result in 2 more feet. AU of this adds up to somewhere between 10 and 30 feet of error. One other error has until recently prevented GPS from being used for precision IFR approaches: selective availability (SA). Two frequencies are used by the satellites. The precision code (P-code) is used by military and the course acquisition code (C/A code) is used by the public. The military can arbi trarily induce an error into the C/A – code, which can impart an error of up to 300 feet with out the user being aware of it. Naturally, an error of this magnitude would prevent the pilot from using GPSs for a precision approach. To overcome this, ground stations are being provided that know their position precisely. This ground station will then derive its own GPS position, recognize any error, and then transmit that difference to the user＇s receiver so that the receiver’s computer will then be able to give a precise location with repeatable accuracy of within 3-10 meters (roughly 10-30 feet.) This is called differential GPS (DGPS). It is this precision that is enabling aircraft to make fully-occupied autopilots landings, and which, someday, will make all other types of navigation obsolete. ARNAV Systems, Inc. has two types of GPS receivers available. The first type uses a separate receiver (GPS-506) that interfaces with the FMS-5000 or R-5000 receiver. This combination will provide the pilot with either a loran or GPS position, whichever signal is deemed most accurate. The pilot can also manually select either mode of navigation. The three-dimensional accuracy in the GPS mode (without SA) is within 15 meters horizontally and 90 feet vertically. The second GPS available from ARNAV is the pure GPS receiver, the STAR 5000. The only physical difference between this receiver and the FMS-5000 is appar ently the name on the lower right hand side, the letters GPS on the upper left hand side, and the absence of the XP light on the STAR 5000.2.GPS has been prevented from being used for precision IFR approach just because of （ ）.
Other factors will affect the accuracy of GPS receivers. One of these is that the speed of light varies as it goes through the atmosphere. This might result in a receiver error of up to 12 feet. The clock error alone might add up to 2 feet. Built-in receiver errors might come to another 4 feet. The worst case satellite selection errors might add up to another 25 feet, and the ephemeris error will result in 2 more feet. AU of this adds up to somewhere between 10 and 30 feet of error. One other error has until recently prevented GPS from being used for precision IFR approaches: selective availability (SA). Two frequencies are used by the satellites. The precision code (P-code) is used by military and the course acquisition code (C/A code) is used by the public. The military can arbi trarily induce an error into the C/A – code, which can impart an error of up to 300 feet with out the user being aware of it. Naturally, an error of this magnitude would prevent the pilot from using GPSs for a precision approach. To overcome this, ground stations are being provided that know their position precisely. This ground station will then derive its own GPS position, recognize any error, and then transmit that difference to the user＇s receiver so that the receiver’s computer will then be able to give a precise location with repeatable accuracy of within 3-10 meters (roughly 10-30 feet.) This is called differential GPS (DGPS). It is this precision that is enabling aircraft to make fully-occupied autopilots landings, and which, someday, will make all other types of navigation obsolete. ARNAV Systems, Inc. has two types of GPS receivers available. The first type uses a separate receiver (GPS-506) that interfaces with the FMS-5000 or R-5000 receiver. This combination will provide the pilot with either a loran or GPS position, whichever signal is deemed most accurate. The pilot can also manually select either mode of navigation. The three-dimensional accuracy in the GPS mode (without SA) is within 15 meters horizontally and 90 feet vertically. The second GPS available from ARNAV is the pure GPS receiver, the STAR 5000. The only physical difference between this receiver and the FMS-5000 is appar ently the name on the lower right hand side, the letters GPS on the upper left hand side, and the absence of the XP light on the STAR 5000.1.With respect to all the factors, the GPS error might be （ ）.
After receiving clearance to takeoff from runway 23L, the captain ordered F/O to perform Before Takeoff Checklist and confirm runway 23L Final Clear, then execute time set and make right turn to line up using tiller and then transfer control to F/O. F/O did not confirm on flap 20 Set from the checklist due to read back of the takeoff clearance to the tower as he performed the Before Takeoff Checklist.F/O pushed the TOGA switch when he saw the thrust was approaching 1.1 EPR but Auto Trust did not operate, so the captain advanced the thrust by manual. At this moment, the warning horn sounded and F/O called we’d better Reject Takeoff but the captain decided to continue takeoff based on his misjudgment of lightweight(633,280lbs) and sufficient runway. The captain pulled down the flap lever and took the control and continued to takeoff. The aircraft lifted off with flap 4.9, flap 10 when passing 35 ft, flap 20 when passing 156 ft, which led the aircraft to takeoff without the required flap setting. Warning horn sounded for 22 seconds until V1, 128 kts during takeoff and the captain realized Less Flap when rotated and increased speed quickly by maintaining less pitch(less than 10 degrees).5. What was the flap setting at the moment of lift-off?
After receiving clearance to takeoff from runway 23L, the captain ordered F/O to perform Before Takeoff Checklist and confirm runway 23L Final Clear, then execute time set and make right turn to line up using tiller and then transfer control to F/O. F/O did not confirm on flap 20 Set from the checklist due to read back of the takeoff clearance to the tower as he performed the Before Takeoff Checklist.F/O pushed the TOGA switch when he saw the thrust was approaching 1.1 EPR but Auto Trust did not operate, so the captain advanced the thrust by manual. At this moment, the warning horn sounded and F/O called we’d better Reject Takeoff but the captain decided to continue takeoff based on his misjudgment of lightweight(633,280lbs) and sufficient runway. The captain pulled down the flap lever and took the control and continued to takeoff. The aircraft lifted off with flap 4.9, flap 10 when passing 35 ft, flap 20 when passing 156 ft, which led the aircraft to takeoff without the required flap setting. Warning horn sounded for 22 seconds until V1, 128 kts during takeoff and the captain realized Less Flap when rotated and increased speed quickly by maintaining less pitch(less than 10 degrees).4. Why didn’t the captain abort the takeoff?
After receiving clearance to takeoff from runway 23L, the captain ordered F/O to perform Before Takeoff Checklist and confirm runway 23L Final Clear, then execute time set and make right turn to line up using tiller and then transfer control to F/O. F/O did not confirm on flap 20 Set from the checklist due to read back of the takeoff clearance to the tower as he performed the Before Takeoff Checklist.F/O pushed the TOGA switch when he saw the thrust was approaching 1.1 EPR but Auto Trust did not operate, so the captain advanced the thrust by manual. At this moment, the warning horn sounded and F/O called we’d better Reject Takeoff but the captain decided to continue takeoff based on his misjudgment of lightweight(633,280lbs) and sufficient runway. The captain pulled down the flap lever and took the control and continued to takeoff. The aircraft lifted off with flap 4.9, flap 10 when passing 35 ft, flap 20 when passing 156 ft, which led the aircraft to takeoff without the required flap setting. Warning horn sounded for 22 seconds until V1, 128 kts during takeoff and the captain realized Less Flap when rotated and increased speed quickly by maintaining less pitch(less than 10 degrees). 3.Why did the F/O call we’d better Reject Takeoff?
After receiving clearance to takeoff from runway 23L, the captain ordered F/O to perform Before Takeoff Checklist and confirm runway 23L Final Clear, then execute time set and make right turn to line up using tiller and then transfer control to F/O. F/O did not confirm on flap 20 Set from the checklist due to read back of the takeoff clearance to the tower as he performed the Before Takeoff Checklist.F/O pushed the TOGA switch when he saw the thrust was approaching 1.1 EPR but Auto Trust did not operate, so the captain advanced the thrust by manual. At this moment, the warning horn sounded and F/O called we’d better Reject Takeoff but the captain decided to continue takeoff based on his misjudgment of lightweight(633,280lbs) and sufficient runway. The captain pulled down the flap lever and took the control and continued to takeoff. The aircraft lifted off with flap 4.9, flap 10 when passing 35 ft, flap 20 when passing 156 ft, which led the aircraft to takeoff without the required flap setting. Warning horn sounded for 22 seconds until V1, 128 kts during takeoff and the captain realized Less Flap when rotated and increased speed quickly by maintaining less pitch(less than 10 degrees). 2.Why didn’t the F/O confirm on Flaps 20 Set from the checklist according to the passage?
