相关题目
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?
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).1.What were the flight doing while they were lining up?
Wind shear is a sudden, drastic shift in wind speed and/or direction that may occur at any altitude in a vertical or horizontal plane. It can subject your aircraft to sudden updrafts, downdrafts, or extreme horizontal wind components, causing loss of lift or violent changes in vertical speeds or altitude. In fact, when landing during gusty conditions, you should use a power-on approach and landing to minimize the effect of the wind and to retain positive control of the aircraft. Wind shear is associated with temperature inversions, the jet stream, thunderstorms, and frontal inversions. With a temperature inversion, it occurs when cold, calm air is near the surface and warmer air aloft is in motion. This can be a hazard during climbouts or approaches when your airspeed is relatively slow. Be alert for a sudden change in airspeed and carry an extra margin of speed if you suspect an inversion.With fronts, the most critical period is either just before or just after frontal passage. With a cold front, wind shear occurs just after the front passes and for a short time after ward. Studies indicate the amount of wind shear in a warm front is generally much greater than in a cold front. The wind shear below 5,000 ft AGL in a warm front may last for ap proximately six hours. The most critical period is before the front passes; the problem ceases to exist after it passes.A microburst is an intense, localized downdraft of brief duration which spreads out in all directions when it reaches the surface. This creates severe horizontal and vertical wind shears which pose serious hazards to aircraft, particularly those near the surface. An individual mi croburst typically covers an area of less than two and a half miles in diameter at the surface and usually lasts no longer than 15 minutes. Peak winds last two to four minutes and atten dant downdrafts can be as strong as 6,000 ft per minute.Any convective cloud can produce this phenomenon. Although microbursts are commonly associated with heavy precipitation in thunderstorms, they often occur in virga. If there is no precipitation, your only cue may be a ring of dust at the surface. If you suspect the pres ence of microbursts in your local area, delay your takeoff or landing. 5.Which of the following statements is true?
Wind shear is a sudden, drastic shift in wind speed and/or direction that may occur at any altitude in a vertical or horizontal plane. It can subject your aircraft to sudden updrafts, downdrafts, or extreme horizontal wind components, causing loss of lift or violent changes in vertical speeds or altitude. In fact, when landing during gusty conditions, you should use a power-on approach and landing to minimize the effect of the wind and to retain positive control of the aircraft. Wind shear is associated with temperature inversions, the jet stream, thunderstorms, and frontal inversions. With a temperature inversion, it occurs when cold, calm air is near the surface and warmer air aloft is in motion. This can be a hazard during climbouts or approaches when your airspeed is relatively slow. Be alert for a sudden change in airspeed and carry an extra margin of speed if you suspect an inversion.With fronts, the most critical period is either just before or just after frontal passage. With a cold front, wind shear occurs just after the front passes and for a short time after ward. Studies indicate the amount of wind shear in a warm front is generally much greater than in a cold front. The wind shear below 5,000 ft AGL in a warm front may last for ap proximately six hours. The most critical period is before the front passes; the problem ceases to exist after it passes.A microburst is an intense, localized downdraft of brief duration which spreads out in all directions when it reaches the surface. This creates severe horizontal and vertical wind shears which pose serious hazards to aircraft, particularly those near the surface. An individual mi croburst typically covers an area of less than two and a half miles in diameter at the surface and usually lasts no longer than 15 minutes. Peak winds last two to four minutes and atten dant downdrafts can be as strong as 6,000 ft per minute.Any convective cloud can produce this phenomenon. Although microbursts are commonly associated with heavy precipitation in thunderstorms, they often occur in virga. If there is no precipitation, your only cue may be a ring of dust at the surface. If you suspect the pres ence of microbursts in your local area, delay your takeoff or landing.4.An individual microburst （ ） ．
Wind shear is a sudden, drastic shift in wind speed and/or direction that may occur at any altitude in a vertical or horizontal plane. It can subject your aircraft to sudden updrafts, downdrafts, or extreme horizontal wind components, causing loss of lift or violent changes in vertical speeds or altitude. In fact, when landing during gusty conditions, you should use a power-on approach and landing to minimize the effect of the wind and to retain positive control of the aircraft. Wind shear is associated with temperature inversions, the jet stream, thunderstorms, and frontal inversions. With a temperature inversion, it occurs when cold, calm air is near the surface and warmer air aloft is in motion. This can be a hazard during climbouts or approaches when your airspeed is relatively slow. Be alert for a sudden change in airspeed and carry an extra margin of speed if you suspect an inversion.With fronts, the most critical period is either just before or just after frontal passage. With a cold front, wind shear occurs just after the front passes and for a short time after ward. Studies indicate the amount of wind shear in a warm front is generally much greater than in a cold front. The wind shear below 5,000 ft AGL in a warm front may last for ap proximately six hours. The most critical period is before the front passes; the problem ceases to exist after it passes.A microburst is an intense, localized downdraft of brief duration which spreads out in all directions when it reaches the surface. This creates severe horizontal and vertical wind shears which pose serious hazards to aircraft, particularly those near the surface. An individual mi croburst typically covers an area of less than two and a half miles in diameter at the surface and usually lasts no longer than 15 minutes. Peak winds last two to four minutes and atten dant downdrafts can be as strong as 6,000 ft per minute.Any convective cloud can produce this phenomenon. Although microbursts are commonly associated with heavy precipitation in thunderstorms, they often occur in virga. If there is no precipitation, your only cue may be a ring of dust at the surface. If you suspect the pres ence of microbursts in your local area, delay your takeoff or landing.3.With a warm front, the most critical period is （ ） ．
Wind shear is a sudden, drastic shift in wind speed and/or direction that may occur at any altitude in a vertical or horizontal plane. It can subject your aircraft to sudden updrafts, downdrafts, or extreme horizontal wind components, causing loss of lift or violent changes in vertical speeds or altitude. In fact, when landing during gusty conditions, you should use a power-on approach and landing to minimize the effect of the wind and to retain positive control of the aircraft. Wind shear is associated with temperature inversions, the jet stream, thunderstorms, and frontal inversions. With a temperature inversion, it occurs when cold, calm air is near the surface and warmer air aloft is in motion. This can be a hazard during climbouts or approaches when your airspeed is relatively slow. Be alert for a sudden change in airspeed and carry an extra margin of speed if you suspect an inversion.With fronts, the most critical period is either just before or just after frontal passage. With a cold front, wind shear occurs just after the front passes and for a short time after ward. Studies indicate the amount of wind shear in a warm front is generally much greater than in a cold front. The wind shear below 5,000 ft AGL in a warm front may last for ap proximately six hours. The most critical period is before the front passes; the problem ceases to exist after it passes.A microburst is an intense, localized downdraft of brief duration which spreads out in all directions when it reaches the surface. This creates severe horizontal and vertical wind shears which pose serious hazards to aircraft, particularly those near the surface. An individual mi croburst typically covers an area of less than two and a half miles in diameter at the surface and usually lasts no longer than 15 minutes. Peak winds last two to four minutes and atten dant downdrafts can be as strong as 6,000 ft per minute.Any convective cloud can produce this phenomenon. Although microbursts are commonly associated with heavy precipitation in thunderstorms, they often occur in virga. If there is no precipitation, your only cue may be a ring of dust at the surface. If you suspect the pres ence of microbursts in your local area, delay your takeoff or landing.2.If （ ） is in doubt, prepare for sudden airspeed changes when climb out.
Wind shear is a sudden, drastic shift in wind speed and/or direction that may occur at any altitude in a vertical or horizontal plane. It can subject your aircraft to sudden updrafts, downdrafts, or extreme horizontal wind components, causing loss of lift or violent changes in vertical speeds or altitude. In fact, when landing during gusty conditions, you should use a power-on approach and landing to minimize the effect of the wind and to retain positive control of the aircraft. Wind shear is associated with temperature inversions, the jet stream, thunderstorms, and frontal inversions. With a temperature inversion, it occurs when cold, calm air is near the surface and warmer air aloft is in motion. This can be a hazard during climbouts or approaches when your airspeed is relatively slow. Be alert for a sudden change in airspeed and carry an extra margin of speed if you suspect an inversion.With fronts, the most critical period is either just before or just after frontal passage. With a cold front, wind shear occurs just after the front passes and for a short time after ward. Studies indicate the amount of wind shear in a warm front is generally much greater than in a cold front. The wind shear below 5,000 ft AGL in a warm front may last for ap proximately six hours. The most critical period is before the front passes; the problem ceases to exist after it passes.A microburst is an intense, localized downdraft of brief duration which spreads out in all directions when it reaches the surface. This creates severe horizontal and vertical wind shears which pose serious hazards to aircraft, particularly those near the surface. An individual mi croburst typically covers an area of less than two and a half miles in diameter at the surface and usually lasts no longer than 15 minutes. Peak winds last two to four minutes and atten dant downdrafts can be as strong as 6,000 ft per minute.Any convective cloud can produce this phenomenon. Although microbursts are commonly associated with heavy precipitation in thunderstorms, they often occur in virga. If there is no precipitation, your only cue may be a ring of dust at the surface. If you suspect the pres ence of microbursts in your local area, delay your takeoff or landing.1.When operated in wind shear condition, （ ） ．
A pilot begins each international flight (or any flight) by getting all the pertinent facts and applying them correctly. In some countries computers play a large part in this preparation. Of a possible dozen routes of flight, a computer can automatically take into account the aircraft’s capabilities against the weather, types of clouds, winds aloft, altitudes, and dis tance to the final destination, to produce a flight plan or several possible courses from which the aircraft commander can choose. Without a computer, all the variables of flight must be taken into account and figured by hand. No matter which method is used, the pilot should scrupulously review the details in order to decide the best route of flight. He or she will then go to the weather forecaster for a briefing. The forecaster needs to know the type of aircraft the pilot is flying, the estimated time of departure (ETD), the proposed route and flight altitude, cruising airspeed, estimated time of arrival (ETA) and any other information which will assist in visualizing this particular flight. When the briefing is over, the pilot should have received the following flight informa tion: weather for takeoff and climb, forecast weather en-route, forecast weather for destina tion and alternates.The pilot now applies this important information to the proposed flight in order to judge what to expect at the point of takeoff, en-route, and at the destination or alternates. As a rule, if the departure is delayed longer than one and one half hours, the weather is re-checked. In addition to checking the weather, a pilot also checks the NOTAMs. Other members of the crew also play a vital role in assembling the hundreds of facts and details needed for the flight. The copilot figures the weight and balance of the aircraft by computing the position of either the passengers and their baggage or the cargo the plane is carrying. Computations are also made for fuel consumption, flight time endurance, and other details needed in preparation and filing of a flight plan. Out on the flight lines - hours before the arrival of the flight crew - other people have been deeply involved in the many, many details involved in launching a modern jet aircraft. The plane is fuelled. A crew chief or team of mechanics check the plane from the pressure in its tires to the oil in its engines. The purpose of the flight plan is to relay the desires of the pilot to the air traffic controller. IFR flight plans are normally filed in base operations at least thirty minutes prior to proposed takeoff, so that they can be transmitted to the appropriate air traffic service. Flight plans can also be filed by radio if no other means are available-except for those involving buffer zones or an ADIZ (air defense identification zone). 5.Which of the following is not true?
A pilot begins each international flight (or any flight) by getting all the pertinent facts and applying them correctly. In some countries computers play a large part in this preparation. Of a possible dozen routes of flight, a computer can automatically take into account the aircraft’s capabilities against the weather, types of clouds, winds aloft, altitudes, and dis tance to the final destination, to produce a flight plan or several possible courses from which the aircraft commander can choose. Without a computer, all the variables of flight must be taken into account and figured by hand. No matter which method is used, the pilot should scrupulously review the details in order to decide the best route of flight. He or she will then go to the weather forecaster for a briefing. The forecaster needs to know the type of aircraft the pilot is flying, the estimated time of departure (ETD), the proposed route and flight altitude, cruising airspeed, estimated time of arrival (ETA) and any other information which will assist in visualizing this particular flight. When the briefing is over, the pilot should have received the following flight informa tion: weather for takeoff and climb, forecast weather en-route, forecast weather for destina tion and alternates.The pilot now applies this important information to the proposed flight in order to judge what to expect at the point of takeoff, en-route, and at the destination or alternates. As a rule, if the departure is delayed longer than one and one half hours, the weather is re-checked. In addition to checking the weather, a pilot also checks the NOTAMs. Other members of the crew also play a vital role in assembling the hundreds of facts and details needed for the flight. The copilot figures the weight and balance of the aircraft by computing the position of either the passengers and their baggage or the cargo the plane is carrying. Computations are also made for fuel consumption, flight time endurance, and other details needed in preparation and filing of a flight plan. Out on the flight lines - hours before the arrival of the flight crew - other people have been deeply involved in the many, many details involved in launching a modern jet aircraft. The plane is fuelled. A crew chief or team of mechanics check the plane from the pressure in its tires to the oil in its engines. The purpose of the flight plan is to relay the desires of the pilot to the air traffic controller. IFR flight plans are normally filed in base operations at least thirty minutes prior to proposed takeoff, so that they can be transmitted to the appropriate air traffic service. Flight plans can also be filed by radio if no other means are available-except for those involving buffer zones or an ADIZ (air defense identification zone). 4.（ ） usually check the condition of weight and balance of the airplane.
