相关题目
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). 1.In ...the pilot should scrupulously review the details in order to decide the best route of flight, the word scrupulously means（ ）.
As air rises and expands in the atmosphere, the temperature decreases. There is an atmospheric anomaly that can occur; however, that changes this typical pattern of atmospheric behavior. When the temperature of the air rises with altitude, a temperature inversion exists. Inversion layers are commonly shallow layers of smooth, stable air close to the ground. The temperature of the air increases with altitude to a certain point, which is the top of the inversion. The air at the top of the layer acts as a lid, keeping weather and pollutants trapped below. If the relative humidity of the air is high, it can contribute to the formation of clouds, fog, haze, or smoke, resulting in diminished visibility in the inversion layer.Surface-based temperature inversions occur on clear, cool nights when the air close to the ground is cooled by the lowering temperature of the ground. The air within a few hundred feet of the surface becomes cooler than the air above it. 5.Surface-based temperature inversions occur on （ ）.
As air rises and expands in the atmosphere, the temperature decreases. There is an atmospheric anomaly that can occur; however, that changes this typical pattern of atmospheric behavior. When the temperature of the air rises with altitude, a temperature inversion exists. Inversion layers are commonly shallow layers of smooth, stable air close to the ground. The temperature of the air increases with altitude to a certain point, which is the top of the inversion. The air at the top of the layer acts as a lid, keeping weather and pollutants trapped below. If the relative humidity of the air is high, it can contribute to the formation of clouds, fog, haze, or smoke, resulting in diminished visibility in the inversion layer.Surface-based temperature inversions occur on clear, cool nights when the air close to the ground is cooled by the lowering temperature of the ground. The air within a few hundred feet of the surface becomes cooler than the air above it. 4.What conditions can contribute to the formation of clouds, fog, haze, or smoke, resulting in diminished visibility in the inversion layer?
As air rises and expands in the atmosphere, the temperature decreases. There is an atmospheric anomaly that can occur; however, that changes this typical pattern of atmospheric behavior. When the temperature of the air rises with altitude, a temperature inversion exists. Inversion layers are commonly shallow layers of smooth, stable air close to the ground. The temperature of the air increases with altitude to a certain point, which is the top of the inversion. The air at the top of the layer acts as a lid, keeping weather and pollutants trapped below. If the relative humidity of the air is high, it can contribute to the formation of clouds, fog, haze, or smoke, resulting in diminished visibility in the inversion layer.Surface-based temperature inversions occur on clear, cool nights when the air close to the ground is cooled by the lowering temperature of the ground. The air within a few hundred feet of the surface becomes cooler than the air above it. 3.The air layer acts as a （ ） , keeping weather and pollutants trapped.
As air rises and expands in the atmosphere, the temperature decreases. There is an atmospheric anomaly that can occur; however, that changes this typical pattern of atmospheric behavior. When the temperature of the air rises with altitude, a temperature inversion exists. Inversion layers are commonly shallow layers of smooth, stable air close to the ground. The temperature of the air increases with altitude to a certain point, which is the top of the inversion. The air at the top of the layer acts as a lid, keeping weather and pollutants trapped below. If the relative humidity of the air is high, it can contribute to the formation of clouds, fog, haze, or smoke, resulting in diminished visibility in the inversion layer.Surface-based temperature inversions occur on clear, cool nights when the air close to the ground is cooled by the lowering temperature of the ground. The air within a few hundred feet of the surface becomes cooler than the air above it. 2.What are the characteristics of inversion layers?
As air rises and expands in the atmosphere, the temperature decreases. There is an atmospheric anomaly that can occur; however, that changes this typical pattern of atmospheric behavior. When the temperature of the air rises with altitude, a temperature inversion exists. Inversion layers are commonly shallow layers of smooth, stable air close to the ground. The temperature of the air increases with altitude to a certain point, which is the top of the inversion. The air at the top of the layer acts as a lid, keeping weather and pollutants trapped below. If the relative humidity of the air is high, it can contribute to the formation of clouds, fog, haze, or smoke, resulting in diminished visibility in the inversion layer.Surface-based temperature inversions occur on clear, cool nights when the air close to the ground is cooled by the lowering temperature of the ground. The air within a few hundred feet of the surface becomes cooler than the air above it. 1.An air rises and expands in the atmosphere, the temperature normally （ ） .
Obstacle clearance is based on the aircraft climbing at 200ft per nautical mile, cross ing the end of the runway at 35ft AGL, and climbing to 400ft above the airport eleva tion before turning unless otherwise specified in the procedure. This is the basic obstacle clearance specification. A slope of 152ft per mile, starting no higher than 35ft above the departure end of the runway, is assessed for obstacles. A minimum of 48ft of obstacle clearance is provided for each mile of flight. If no obstacles penetrate the 152ft per mile slope, IFR departure procedures are not published. So far so good. If nothing is specified on the SID or in the takeoff section of the airport plan chart, then all you need to do is meet the above climb criteria. If obstacles penetrate the slope, obstacle avoidance procedures are speci fied. These procedures may be a ceiling and visibility to allow the obstacles to be seen and avoided; a climb gradient greater than 200ft per mile, detailed flight maneuvers, or a combination of the above. In extreme cases, IFR takeoff may not be authorized for some runways. Unless you have some really bad problems, any aircraft capable of IFR flight is able to meet the standard obstacle climb gradient.Climb gradients are specified when required for obstacle clearance. Crossing restrictions in the SIDs may be established for traffic separation or obstacle clearance. When no gradient is specified, the pilot is expected to climb at least 200ft per mile to MEA unless required to level of fly a crossing restriction. Perhaps we should get our heads together here. We are used to thinking in terms of climbing and descending at a certain feet per minute rate. These climb gradients are based on climbing so many feet per mile. To meet these restrictions, the rate of climb will be a function of both airspeed and ground speed. The faster you fly across the ground, the higher your rate of climb will have to be to meet the climb gradient. Climb gradients may be specified to an altitude/fix, above which the normal gradient applies. Some procedures require a climb in visual conditions to cross the airport at or above an altitude. The specified ceiling and visibility minimums will be enough to allow the pilot to see and avoid ob stacles near the airport. Obstacle avoidance is not guaranteed if the pilot maneuvers farther from the airport than the visibility minimum. This is a very important point. If you are giv en an IFR clearance with a two-mile visibility restriction, it is your responsibility to stay within two miles of the airport until above the ceiling specified in the same clearance. You must remain in visual conditions to see and avoid any obstacles. That segment of the proce dure which requires the pilot to see and avoid obstacles ends when the aircraft crosses the specified point at the required altitude. Thereafter, standard obstacle protection is provided.5.To guarantee standard obstacle protection, the aircraft （ ） ．
Obstacle clearance is based on the aircraft climbing at 200ft per nautical mile, cross ing the end of the runway at 35ft AGL, and climbing to 400ft above the airport eleva tion before turning unless otherwise specified in the procedure. This is the basic obstacle clearance specification. A slope of 152ft per mile, starting no higher than 35ft above the departure end of the runway, is assessed for obstacles. A minimum of 48ft of obstacle clearance is provided for each mile of flight. If no obstacles penetrate the 152ft per mile slope, IFR departure procedures are not published. So far so good. If nothing is specified on the SID or in the takeoff section of the airport plan chart, then all you need to do is meet the above climb criteria. If obstacles penetrate the slope, obstacle avoidance procedures are speci fied. These procedures may be a ceiling and visibility to allow the obstacles to be seen and avoided; a climb gradient greater than 200ft per mile, detailed flight maneuvers, or a combination of the above. In extreme cases, IFR takeoff may not be authorized for some runways. Unless you have some really bad problems, any aircraft capable of IFR flight is able to meet the standard obstacle climb gradient.Climb gradients are specified when required for obstacle clearance. Crossing restrictions in the SIDs may be established for traffic separation or obstacle clearance. When no gradient is specified, the pilot is expected to climb at least 200ft per mile to MEA unless required to level of fly a crossing restriction. Perhaps we should get our heads together here. We are used to thinking in terms of climbing and descending at a certain feet per minute rate. These climb gradients are based on climbing so many feet per mile. To meet these restrictions, the rate of climb will be a function of both airspeed and ground speed. The faster you fly across the ground, the higher your rate of climb will have to be to meet the climb gradient. Climb gradients may be specified to an altitude/fix, above which the normal gradient applies. Some procedures require a climb in visual conditions to cross the airport at or above an altitude. The specified ceiling and visibility minimums will be enough to allow the pilot to see and avoid ob stacles near the airport. Obstacle avoidance is not guaranteed if the pilot maneuvers farther from the airport than the visibility minimum. This is a very important point. If you are giv en an IFR clearance with a two-mile visibility restriction, it is your responsibility to stay within two miles of the airport until above the ceiling specified in the same clearance. You must remain in visual conditions to see and avoid any obstacles. That segment of the proce dure which requires the pilot to see and avoid obstacles ends when the aircraft crosses the specified point at the required altitude. Thereafter, standard obstacle protection is provided.4.To meet a certain climb gradient in a tailwind condition, your rate of climb should be （ ） ．
Obstacle clearance is based on the aircraft climbing at 200ft per nautical mile, cross ing the end of the runway at 35ft AGL, and climbing to 400ft above the airport eleva tion before turning unless otherwise specified in the procedure. This is the basic obstacle clearance specification. A slope of 152ft per mile, starting no higher than 35ft above the departure end of the runway, is assessed for obstacles. A minimum of 48ft of obstacle clearance is provided for each mile of flight. If no obstacles penetrate the 152ft per mile slope, IFR departure procedures are not published. So far so good. If nothing is specified on the SID or in the takeoff section of the airport plan chart, then all you need to do is meet the above climb criteria. If obstacles penetrate the slope, obstacle avoidance procedures are speci fied. These procedures may be a ceiling and visibility to allow the obstacles to be seen and avoided; a climb gradient greater than 200ft per mile, detailed flight maneuvers, or a combination of the above. In extreme cases, IFR takeoff may not be authorized for some runways. Unless you have some really bad problems, any aircraft capable of IFR flight is able to meet the standard obstacle climb gradient.Climb gradients are specified when required for obstacle clearance. Crossing restrictions in the SIDs may be established for traffic separation or obstacle clearance. When no gradient is specified, the pilot is expected to climb at least 200ft per mile to MEA unless required to level of fly a crossing restriction. Perhaps we should get our heads together here. We are used to thinking in terms of climbing and descending at a certain feet per minute rate. These climb gradients are based on climbing so many feet per mile. To meet these restrictions, the rate of climb will be a function of both airspeed and ground speed. The faster you fly across the ground, the higher your rate of climb will have to be to meet the climb gradient. Climb gradients may be specified to an altitude/fix, above which the normal gradient applies. Some procedures require a climb in visual conditions to cross the airport at or above an altitude. The specified ceiling and visibility minimums will be enough to allow the pilot to see and avoid ob stacles near the airport. Obstacle avoidance is not guaranteed if the pilot maneuvers farther from the airport than the visibility minimum. This is a very important point. If you are giv en an IFR clearance with a two-mile visibility restriction, it is your responsibility to stay within two miles of the airport until above the ceiling specified in the same clearance. You must remain in visual conditions to see and avoid any obstacles. That segment of the proce dure which requires the pilot to see and avoid obstacles ends when the aircraft crosses the specified point at the required altitude. Thereafter, standard obstacle protection is provided.3.Generally, all IFR flights （ ） ．
Obstacle clearance is based on the aircraft climbing at 200ft per nautical mile, cross ing the end of the runway at 35ft AGL, and climbing to 400ft above the airport eleva tion before turning unless otherwise specified in the procedure. This is the basic obstacle clearance specification. A slope of 152ft per mile, starting no higher than 35ft above the departure end of the runway, is assessed for obstacles. A minimum of 48ft of obstacle clearance is provided for each mile of flight. If no obstacles penetrate the 152ft per mile slope, IFR departure procedures are not published. So far so good. If nothing is specified on the SID or in the takeoff section of the airport plan chart, then all you need to do is meet the above climb criteria. If obstacles penetrate the slope, obstacle avoidance procedures are speci fied. These procedures may be a ceiling and visibility to allow the obstacles to be seen and avoided; a climb gradient greater than 200ft per mile, detailed flight maneuvers, or a combination of the above. In extreme cases, IFR takeoff may not be authorized for some runways. Unless you have some really bad problems, any aircraft capable of IFR flight is able to meet the standard obstacle climb gradient.Climb gradients are specified when required for obstacle clearance. Crossing restrictions in the SIDs may be established for traffic separation or obstacle clearance. When no gradient is specified, the pilot is expected to climb at least 200ft per mile to MEA unless required to level of fly a crossing restriction. Perhaps we should get our heads together here. We are used to thinking in terms of climbing and descending at a certain feet per minute rate. These climb gradients are based on climbing so many feet per mile. To meet these restrictions, the rate of climb will be a function of both airspeed and ground speed. The faster you fly across the ground, the higher your rate of climb will have to be to meet the climb gradient. Climb gradients may be specified to an altitude/fix, above which the normal gradient applies. Some procedures require a climb in visual conditions to cross the airport at or above an altitude. The specified ceiling and visibility minimums will be enough to allow the pilot to see and avoid ob stacles near the airport. Obstacle avoidance is not guaranteed if the pilot maneuvers farther from the airport than the visibility minimum. This is a very important point. If you are giv en an IFR clearance with a two-mile visibility restriction, it is your responsibility to stay within two miles of the airport until above the ceiling specified in the same clearance. You must remain in visual conditions to see and avoid any obstacles. That segment of the proce dure which requires the pilot to see and avoid obstacles ends when the aircraft crosses the specified point at the required altitude. Thereafter, standard obstacle protection is provided.2.If obstacles penetrate （ ） , obstacle avoidance procedures are specified.
