相关题目
Besides seeking information on the weather, the pilot also relies on the very important information contained within aeronautical publications. These tell the pilot of the availability of radar, radio frequencies, landing and weather minima, glide slope angles, and the types of approach available at a particular runway. The terminal or approach plates contain further information. They give a runway and airfield pictorial presentation of the obstructions surrounding the field, the approach lighting, and the relative position of the NAVAIDs. Additionally, they give the length and width of the runways, as well as information on rates of descent and ground speeds. All of this may be needed by the pilot in order to execute the approach.As previously mentioned, there are a variety of approaches used around the world at different airports. These approaches are divided into two major categories: precision and non-precision. Non-precision approach procedures are intended to provide an orderly and safe flight progression from the en-route structure to a position at an aerodrome from which a visual landing can be made. VOR, VORTAC, NDB and airport surveillance radar (ASR) are all examples of non-precision approaches. The only precision approaches available anywhere are the precision radar approach (PAR), the instrument landing system (ILS) and the new microwave landing system. Of these three, the ILS is the most prevalently used.On a precision radar approach，the controller interprets radar displays and transmits course and glide slope information to the pilot. The pilot then maneuvers the aircraft as directed by the controller in order to arrive at a position from which to land safely.The instrument landing system (ILS) is designed to provide an approach path for exact alignment and descent of an aircraft on its final approach to a runway. An ILS consists of a highly directional localizer and glide slope transmitter with associated marker beacons and at some sites，distance measuring equipment (DME). There are three ILS categories: category I equipment gives guidance information down to a decision height (DH) of not less than 200ft, while category Ⅱ gives a DH of not less than 100ft, and category Ⅲ ILS approach are subdivided into three groups, all of which allow descents to touchdown, since decision height are not specified.4.Which of the following is used most widely at present?
Besides seeking information on the weather, the pilot also relies on the very important information contained within aeronautical publications. These tell the pilot of the availability of radar, radio frequencies, landing and weather minima, glide slope angles, and the types of approach available at a particular runway. The terminal or approach plates contain further information. They give a runway and airfield pictorial presentation of the obstructions surrounding the field, the approach lighting, and the relative position of the NAVAIDs. Additionally, they give the length and width of the runways, as well as information on rates of descent and ground speeds. All of this may be needed by the pilot in order to execute the approach.As previously mentioned, there are a variety of approaches used around the world at different airports. These approaches are divided into two major categories: precision and non-precision. Non-precision approach procedures are intended to provide an orderly and safe flight progression from the en-route structure to a position at an aerodrome from which a visual landing can be made. VOR, VORTAC, NDB and airport surveillance radar (ASR) are all examples of non-precision approaches. The only precision approaches available anywhere are the precision radar approach (PAR), the instrument landing system (ILS) and the new microwave landing system. Of these three, the ILS is the most prevalently used.On a precision radar approach，the controller interprets radar displays and transmits course and glide slope information to the pilot. The pilot then maneuvers the aircraft as directed by the controller in order to arrive at a position from which to land safely.The instrument landing system (ILS) is designed to provide an approach path for exact alignment and descent of an aircraft on its final approach to a runway. An ILS consists of a highly directional localizer and glide slope transmitter with associated marker beacons and at some sites，distance measuring equipment (DME). There are three ILS categories: category I equipment gives guidance information down to a decision height (DH) of not less than 200ft, while category Ⅱ gives a DH of not less than 100ft, and category Ⅲ ILS approach are subdivided into three groups, all of which allow descents to touchdown, since decision height are not specified.3.Which of the following belongs to non-precision approach?
Besides seeking information on the weather, the pilot also relies on the very important information contained within aeronautical publications. These tell the pilot of the availability of radar, radio frequencies, landing and weather minima, glide slope angles, and the types of approach available at a particular runway. The terminal or approach plates contain further information. They give a runway and airfield pictorial presentation of the obstructions surrounding the field, the approach lighting, and the relative position of the NAVAIDs. Additionally, they give the length and width of the runways, as well as information on rates of descent and ground speeds. All of this may be needed by the pilot in order to execute the approach.As previously mentioned, there are a variety of approaches used around the world at different airports. These approaches are divided into two major categories: precision and non-precision. Non-precision approach procedures are intended to provide an orderly and safe flight progression from the en-route structure to a position at an aerodrome from which a visual landing can be made. VOR, VORTAC, NDB and airport surveillance radar (ASR) are all examples of non-precision approaches. The only precision approaches available anywhere are the precision radar approach (PAR), the instrument landing system (ILS) and the new microwave landing system. Of these three, the ILS is the most prevalently used.On a precision radar approach，the controller interprets radar displays and transmits course and glide slope information to the pilot. The pilot then maneuvers the aircraft as directed by the controller in order to arrive at a position from which to land safely.The instrument landing system (ILS) is designed to provide an approach path for exact alignment and descent of an aircraft on its final approach to a runway. An ILS consists of a highly directional localizer and glide slope transmitter with associated marker beacons and at some sites，distance measuring equipment (DME). There are three ILS categories: category I equipment gives guidance information down to a decision height (DH) of not less than 200ft, while category Ⅱ gives a DH of not less than 100ft, and category Ⅲ ILS approach are subdivided into three groups, all of which allow descents to touchdown, since decision height are not specified.2.The pilots can be sure of types of approach by reading （ ） ．
Besides seeking information on the weather, the pilot also relies on the very important information contained within aeronautical publications. These tell the pilot of the availability of radar, radio frequencies, landing and weather minima, glide slope angles, and the types of approach available at a particular runway. The terminal or approach plates contain further information. They give a runway and airfield pictorial presentation of the obstructions surrounding the field, the approach lighting, and the relative position of the NAVAIDs. Additionally, they give the length and width of the runways, as well as information on rates of descent and ground speeds. All of this may be needed by the pilot in order to execute the approach.As previously mentioned, there are a variety of approaches used around the world at different airports. These approaches are divided into two major categories: precision and non-precision. Non-precision approach procedures are intended to provide an orderly and safe flight progression from the en-route structure to a position at an aerodrome from which a visual landing can be made. VOR, VORTAC, NDB and airport surveillance radar (ASR) are all examples of non-precision approaches. The only precision approaches available anywhere are the precision radar approach (PAR), the instrument landing system (ILS) and the new microwave landing system. Of these three, the ILS is the most prevalently used.On a precision radar approach，the controller interprets radar displays and transmits course and glide slope information to the pilot. The pilot then maneuvers the aircraft as directed by the controller in order to arrive at a position from which to land safely.The instrument landing system (ILS) is designed to provide an approach path for exact alignment and descent of an aircraft on its final approach to a runway. An ILS consists of a highly directional localizer and glide slope transmitter with associated marker beacons and at some sites，distance measuring equipment (DME). There are three ILS categories: category I equipment gives guidance information down to a decision height (DH) of not less than 200ft, while category Ⅱ gives a DH of not less than 100ft, and category Ⅲ ILS approach are subdivided into three groups, all of which allow descents to touchdown, since decision height are not specified.1.To execute an approach, the pilots need to consult with （ ） ．
The FAA established categories based upon aircraft approach speeds to make primary minima as safe as possible. Here are the actual definitions according to the pilot/controller glossary:Aircraft Approach Category——A grouping of aircraft based on a speed of 1.3 times the stall speed in the landing configuration at maximum gross landing weight. An aircraft shall be in only one category. If it is necessary to maneuver at speeds in excess of the upper limit of a speed range for a category, the minimum for the next higher category should be used. For example, an aircraft is in Category A, but is circling to land at a speed in excess of 91 knots, should use the approach Category B minimums when circling to land. The categories are as follows:(1) Category A - speed less than 91 knots.(2) Category B - speed 91 knots or more, but less than 121 knots.(3) Category C - speed 121 knots or more, but less than 141 knots.(4) Category D - speed 141 knots or more but less than 166 knots.(5) Category E - speed 166 knots or more.5.Which of the following statements is not true?
The FAA established categories based upon aircraft approach speeds to make primary minima as safe as possible. Here are the actual definitions according to the pilot/controller glossary:Aircraft Approach Category——A grouping of aircraft based on a speed of 1.3 times the stall speed in the landing configuration at maximum gross landing weight. An aircraft shall be in only one category. If it is necessary to maneuver at speeds in excess of the upper limit of a speed range for a category, the minimum for the next higher category should be used. For example, an aircraft is in Category A, but is circling to land at a speed in excess of 91 knots, should use the approach Category B minimums when circling to land. The categories are as follows:(1) Category A - speed less than 91 knots.(2) Category B - speed 91 knots or more, but less than 121 knots.(3) Category C - speed 121 knots or more, but less than 141 knots.(4) Category D - speed 141 knots or more but less than 166 knots.(5) Category E - speed 166 knots or more.4.Both DH and MDA are used for （ ） ．
The FAA established categories based upon aircraft approach speeds to make primary minima as safe as possible. Here are the actual definitions according to the pilot/controller glossary:Aircraft Approach Category——A grouping of aircraft based on a speed of 1.3 times the stall speed in the landing configuration at maximum gross landing weight. An aircraft shall be in only one category. If it is necessary to maneuver at speeds in excess of the upper limit of a speed range for a category, the minimum for the next higher category should be used. For example, an aircraft is in Category A, but is circling to land at a speed in excess of 91 knots, should use the approach Category B minimums when circling to land. The categories are as follows:(1) Category A - speed less than 91 knots.(2) Category B - speed 91 knots or more, but less than 121 knots.(3) Category C - speed 121 knots or more, but less than 141 knots.(4) Category D - speed 141 knots or more but less than 166 knots.(5) Category E - speed 166 knots or more.3.Category B aircraft require （ ） visibility than Category C aircraft do.
The FAA established categories based upon aircraft approach speeds to make primary minima as safe as possible. Here are the actual definitions according to the pilot/controller glossary:Aircraft Approach Category——A grouping of aircraft based on a speed of 1.3 times the stall speed in the landing configuration at maximum gross landing weight. An aircraft shall be in only one category. If it is necessary to maneuver at speeds in excess of the upper limit of a speed range for a category, the minimum for the next higher category should be used. For example, an aircraft is in Category A, but is circling to land at a speed in excess of 91 knots, should use the approach Category B minimums when circling to land. The categories are as follows:(1) Category A - speed less than 91 knots.(2) Category B - speed 91 knots or more, but less than 121 knots.(3) Category C - speed 121 knots or more, but less than 141 knots.(4) Category D - speed 141 knots or more but less than 166 knots.(5) Category E - speed 166 knots or more.2.If a category B aircraft circles to land at 120 knots, it should use the approach Category （ ） minimums.
The FAA established categories based upon aircraft approach speeds to make primary minima as safe as possible. Here are the actual definitions according to the pilot/controller glossary:Aircraft Approach Category——A grouping of aircraft based on a speed of 1.3 times the stall speed in the landing configuration at maximum gross landing weight. An aircraft shall be in only one category. If it is necessary to maneuver at speeds in excess of the upper limit of a speed range for a category, the minimum for the next higher category should be used. For example, an aircraft is in Category A, but is circling to land at a speed in excess of 91 knots, should use the approach Category B minimums when circling to land. The categories are as follows:(1) Category A - speed less than 91 knots.(2) Category B - speed 91 knots or more, but less than 121 knots.(3) Category C - speed 121 knots or more, but less than 141 knots.(4) Category D - speed 141 knots or more but less than 166 knots.(5) Category E - speed 166 knots or more.1.If the stall speed in the landing configuration at maximum gross weight is 100 knots, the aircraft belongs to Category （ ） ．
A seaplane is defined as an airplane designed to take off from and land on water. Sea planes can be generally classified as either flying boats, or floatplanes. Those that can be op erated on both land and water are called amphibians. The floatplane is ordinarily understood to be a conventional landplane equipped with sep arate floats instead of wheels, as opposed to a flying boat in which the hull serves the dual purpose of providing buoyancy in the water and space for the pilot, crew, and passengers. The float type is the more common seaplane, particularly those with relatively low horsepow er. It may be equipped with either singly float or twin floats; however, most seaplanes are the twinboat variety. Though there is considerable difference between handling a floatplane and handling a flying boat, the theory on which the techniques are based is similar. There fore, with few exceptions, the explanations given here for one type may be considered to ap ply to the other. In the air the seaplane is operated and controlled in much the same manner as the land plane, since the only major difference between the floatplane and the landplane is the installa tion of floats instead of wheels. Generally, because of the float’s greater weight, replacing wheels with floats increases the airplane’s empty weight and thus decreases its useful load, and rate of climb.5.Which of the following statements is true?
