相关题目
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.
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.1.The basic obstacle clearance specifies that aircraft turns when （ ） ．
Unlike landplane operations at airports, seaplane operations are often conducted on water areas at which other activities are permitted. Therefore, the seaplane pilot is constantly confronted with floating, objects, some of which are almost submerged and difficult to see - swimmers, skiers, and a variety of wa tercraft. Before beginning the takeoff, it is advisable to taxi along the intended takeoff path to check for the presence of any hazardous objects or obstructions. Thorough scrutiny should be given to the area to assure not only that it is clear, but that it will remain clear throughout the takeoff. Operators of motorboats and sailboats often do not realize the hazard resulting from moving their vessels into the takeoff path of a seaplane.To accelerate during takeoff in a landplane, propeller thrust must overcome only the surface friction of the wheels and the increasing aerodynamic drag. During a seaplane take off, however, hydrodynamic or water drag becomes the major part of the forces resisting ac celeration. This resistance reaches its peak at a speed of about 27 knots, and just before the floats or hull are placed into a planning attitude.Several factors greatly increase the water drag or resistance: heavy loading of the air craft, or glassy water conditions in which no air bubbles slide under the floats or hull, as they do during a choppy water condition. In extreme cases, the drag may exceed the available thrust and prevent the seaplane from becoming airborne. This is particularly true when oper ating in areas with high density altitudes (high elevations/high temperatures) where the en gine cannot develop full rated power. For this reason the pilot should also practice takeoffs using only partial power to simulate the long takeoff run usually needed when operating at water areas where the density altitude is high and/or the seaplane is heavily loaded.5.A heavily loaded seaplane takes off under high density altitude requires （ ） takeoff run.
