相关题目
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?
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.4.Air operation of seaplane and land plane （ ） ．
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.3.The most common seaplanes are （ ） ．
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.2.An airplane designed to operate on both land and water is called （ ） ．
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.1.The passage is mainly about （ ） ．
We noticed a flash of lightning that just occurred at the north of our track. Using the WX radar we were only able to paint light to medium precipitation at north of our track. Looking ahead visually we saw nothing but clear sky and stars above, but there was no moon yet and it was very dark. The dispatcher said in an ASARS (aircraft communication addressing and reporting system) message just minutes before that all the rides ahead had been reported smooth. All of a sudden the overspeed EICAS and aural warnings went off and the captain immediately retarded the throttles and turned off the auto throttles and autopilot. He told me to turn on the seatbelt sign and the ignition switches to continuous. He was battling very hard as we immediately started climbing at about 3000 fpm. I then told the flight attendants over the PA to take their seats immediately. The captain finally got control of the aircraft as we were approaching FL370, and then eased it back down to FL350. The turbulence we encountered was moderate to severe as for a few moments we were unable to control the aircraft. During the steep climb I made a transmission to any other aircraft that might be along our track, but fortunately we were ahead of the track that night. We talked to the flight attendants right away and it has aggravated a previous back injury. No passenger was even out of their seats so that was good. No other flights behind us encountered anything other than a little light to moderate chop. We notified commercial radio immediately and had them pass everything along to dispatch, who talked with us eventually on a phone patch. We made a logbook entry and after a cabin inspection and group discussion we deemed the aircraft able to continue on to our destination.5.How many passengers were injured during the event?
We noticed a flash of lightning that just occurred at the north of our track. Using the WX radar we were only able to paint light to medium precipitation at north of our track. Looking ahead visually we saw nothing but clear sky and stars above, but there was no moon yet and it was very dark. The dispatcher said in an ASARS (aircraft communication addressing and reporting system) message just minutes before that all the rides ahead had been reported smooth. All of a sudden the overspeed EICAS and aural warnings went off and the captain immediately retarded the throttles and turned off the auto throttles and autopilot. He told me to turn on the seatbelt sign and the ignition switches to continuous. He was battling very hard as we immediately started climbing at about 3000 fpm. I then told the flight attendants over the PA to take their seats immediately. The captain finally got control of the aircraft as we were approaching FL370, and then eased it back down to FL350. The turbulence we encountered was moderate to severe as for a few moments we were unable to control the aircraft. During the steep climb I made a transmission to any other aircraft that might be along our track, but fortunately we were ahead of the track that night. We talked to the flight attendants right away and it has aggravated a previous back injury. No passenger was even out of their seats so that was good. No other flights behind us encountered anything other than a little light to moderate chop. We notified commercial radio immediately and had them pass everything along to dispatch, who talked with us eventually on a phone patch. We made a logbook entry and after a cabin inspection and group discussion we deemed the aircraft able to continue on to our destination.4.Who told the flight attendants over the PA to take their seats immediately?
We noticed a flash of lightning that just occurred at the north of our track. Using the WX radar we were only able to paint light to medium precipitation at north of our track. Looking ahead visually we saw nothing but clear sky and stars above, but there was no moon yet and it was very dark. The dispatcher said in an ASARS (aircraft communication addressing and reporting system) message just minutes before that all the rides ahead had been reported smooth. All of a sudden the overspeed EICAS and aural warnings went off and the captain immediately retarded the throttles and turned off the auto throttles and autopilot. He told me to turn on the seatbelt sign and the ignition switches to continuous. He was battling very hard as we immediately started climbing at about 3000 fpm. I then told the flight attendants over the PA to take their seats immediately. The captain finally got control of the aircraft as we were approaching FL370, and then eased it back down to FL350. The turbulence we encountered was moderate to severe as for a few moments we were unable to control the aircraft. During the steep climb I made a transmission to any other aircraft that might be along our track, but fortunately we were ahead of the track that night. We talked to the flight attendants right away and it has aggravated a previous back injury. No passenger was even out of their seats so that was good. No other flights behind us encountered anything other than a little light to moderate chop. We notified commercial radio immediately and had them pass everything along to dispatch, who talked with us eventually on a phone patch. We made a logbook entry and after a cabin inspection and group discussion we deemed the aircraft able to continue on to our destination.3.Why did the captain direct the first officer to turn on the seatbelt sign and the ignition switches to continuous?
We noticed a flash of lightning that just occurred at the north of our track. Using the WX radar we were only able to paint light to medium precipitation at north of our track. Looking ahead visually we saw nothing but clear sky and stars above, but there was no moon yet and it was very dark. The dispatcher said in an ASARS (aircraft communication addressing and reporting system) message just minutes before that all the rides ahead had been reported smooth. All of a sudden the overspeed EICAS and aural warnings went off and the captain immediately retarded the throttles and turned off the auto throttles and autopilot. He told me to turn on the seatbelt sign and the ignition switches to continuous. He was battling very hard as we immediately started climbing at about 3000 fpm. I then told the flight attendants over the PA to take their seats immediately. The captain finally got control of the aircraft as we were approaching FL370, and then eased it back down to FL350. The turbulence we encountered was moderate to severe as for a few moments we were unable to control the aircraft. During the steep climb I made a transmission to any other aircraft that might be along our track, but fortunately we were ahead of the track that night. We talked to the flight attendants right away and it has aggravated a previous back injury. No passenger was even out of their seats so that was good. No other flights behind us encountered anything other than a little light to moderate chop. We notified commercial radio immediately and had them pass everything along to dispatch, who talked with us eventually on a phone patch. We made a logbook entry and after a cabin inspection and group discussion we deemed the aircraft able to continue on to our destination.2.What did the crew see in the sky ahead?
