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Contents List. Click on a chapter.
AIRCRAFT HANDLING Chapter 1 Aircraft Maintenance. Chapter 2 Ground Handling. Chapter 3 Preparation for Flight. Chapter 4 General Flying. Chapter 5 Aerobatics and Formation Flying. Chapter 6 Aircraft Emergencies. exit

Chapter 1 Aircraft Maintenance
AIRCRAFT HANDLING Chapter 1 Aircraft Maintenance Return to contents list exit

Aircraft Maintenance The RAF’s maintenance policy is based on a finely judged balance of preventative and corrective maintenance.

policy Aircraft Maintenance
The RAF’s maintenance policy is based on a finely judged balance of preventative and corrective maintenance. policy

police policy Aircraft Maintenance
The RAF’s maintenance policy is based on a finely judged balance of preventative and corrective maintenance. police policy

police police Aircraft Maintenance
The RAF’s maintenance policy is based on a finely judged balance of preventative and corrective maintenance. police police

police P C Aircraft Maintenance
The RAF’s maintenance policy is based on a finely judged balance of preventative and corrective maintenance. P C police

police P C Aircraft Maintenance reventative orrective
The RAF’s maintenance policy is based on a finely judged balance of preventative and corrective maintenance. P C reventative orrective police

policy police P C Aircraft Maintenance reventative orrective
The RAF’s maintenance policy is based on a finely judged balance of preventative and corrective maintenance. P C reventative orrective policy police

Aircraft Maintenance The RAF’s maintenance policy is based on a finely judged balance of preventative and corrective maintenance. A policy aimed too much at preventing breakdowns (over maintenance) would keep the aircraft in the hangar most of the time. The objectives of the RAF’s maintenance organisation are in 2 main categories: ‘maintenance’ and ‘operational’.

Aircraft Maintenance O M O
The objectives of the RAF’s maintenance organisation are in 2 main categories: ‘maintenance’ and ‘operational’.

Aircraft Maintenance Objectives: Maintenance Operational
The objectives of the RAF’s maintenance organisation are in 2 main categories: ‘maintenance’ and ‘operational’.

The RAF’s maintenance policy is based on a finely judged balance of measures, they are known as:
a) Corrective and permanent. b) Preventative and corrective. c) Operational and preventative. d) Operational and corrective.

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The RAF’s maintenance policy is based on a finely judged balance of measures, they are known as:
a) Corrective and permanent. b) Preventative and corrective. c) Operational and preventative. d) Operational and corrective.

The maintenance policy aimed too much at preventing breakdowns is known as:
a) Time-maintenance b) Operational maintenance. c) Over-maintenance. d) Under maintenance.

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The maintenance policy aimed too much at preventing breakdowns is known as:
a) Time-maintenance b) Operational maintenance. c) Over-maintenance. d) Under maintenance.

A policy of over-maintenance would:
a) Ensure that aircraft were never in the hangar. b) Ensure that the aircraft were always serviceable. c) Keep the aircraft in the hangar most of the time. d) Generate the aircraft to counter a surprise attack.

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A policy of over-maintenance would:
a) Ensure that aircraft were never in the hangar. b) Ensure that the aircraft were always serviceable. c) Keep the aircraft in the hangar most of the time. d) Generate the aircraft to counter a surprise attack.

The objectives of the RAF's maintenance organisation fall into 2 main categories. They are:
a) Technical and tactical. b) Operational and maintenance. c) Operational and tactical. d) Maintenance and technical.

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The objectives of the RAF's maintenance organisation fall into 2 main categories. They are:
a) Technical and tactical. b) Operational and maintenance. c) Operational and tactical. d) Maintenance and technical.

Aircraft Maintenance Let us examine types of maintenance utilised by the RAF: Preventive Maintenance Servicing Scheduled Maintenance Condition-based Maintenance Out-of-Phase Maintenance Corrective Maintenance Contingency Maintenance Modifications

Aircraft Maintenance Let us examine types of maintenance utilised by the RAF: Preventive Maintenance The aims of preventive maintenance is to reduce the probability of failures, restore levels of reliability, and ensure that time and use do not affect aircraft performance. Servicing Scheduled Maintenance Condition-based Maintenance Out-of-Phase Maintenance Corrective Maintenance Contingency Maintenance Modifications

Maintenance which is aimed to reduce the probability of failures, restore levels of reliability, and ensure that time and use do not affect aircraft performance is called: a) Preventive maintenance. b) Phased maintenance. c) Scheduled maintenance. d) Corrective maintenance.

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Maintenance which is aimed to reduce the probability of failures, restore levels of reliability, and ensure that time and use do not affect aircraft performance is called: a) Preventive maintenance. b) Phased maintenance. c) Scheduled maintenance. d) Corrective maintenance.

Aircraft Maintenance Let us examine types of maintenance utilised by the RAF: Preventive Maintenance The aims of preventive maintenance is to reduce the probability of failures and ensure that performance of aircraft and equipment is maintained. Servicing Scheduled Maintenance Condition-based Maintenance Out-of-Phase Maintenance Corrective Maintenance Within the RAF this comprises 4 types of maintenance. Contingency Maintenance Modifications

Aircraft Maintenance Let us examine types of maintenance utilised by the RAF: Preventive Maintenance Servicing (or ‘flight servicing’ when applied to aircraft) is the maintenance needed after a period of use, e.g. a flight, plus preparation for the next period of use. Servicing Scheduled Maintenance Condition-based Maintenance Out-of-Phase Maintenance Corrective Maintenance Contingency Maintenance Modifications

Aircraft Maintenance Let us examine types of maintenance utilised by the RAF: Preventive Maintenance Regular maintenance to: Servicing Keep the aircraft in a sound overall condition. Scheduled Maintenance Condition-based Maintenance Out-of-Phase Maintenance Minimise random faults. Corrective Maintenance Minimise the amount of routine day to day attention needed. Contingency Maintenance Modifications

Aircraft Maintenance Let us examine types of maintenance utilised by the RAF: Preventive Maintenance Some aircraft parts are continuously monitored using non-destructive testing (NDT) e.g.X-rays or Spectrum Oil Analyzed Particles (SOAP) techniques until a condition that needs attention is revealed. Servicing Scheduled Maintenance Condition-based Maintenance Out-of-Phase Maintenance Corrective Maintenance Contingency Maintenance Modifications

Aircraft Maintenance Let us examine types of maintenance utilised by the RAF: Preventive Maintenance Servicing Scheduled Maintenance Scheduled or condition-based maintenance that does not fit the maintenance cycle. Condition-based Maintenance Out-of-Phase Maintenance Corrective Maintenance Contingency Maintenance Modifications

Servicing, scheduled maintenance, condition-based maintenance and out-of-phase maintenance are all types of: a) Corrective maintenance. b) Preventive maintenance. c) Contingency maintenance. d) Operational maintenance.

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Servicing, scheduled maintenance, condition-based maintenance and out-of-phase maintenance are all types of: a) Corrective maintenance. b) Preventive maintenance. c) Contingency maintenance. d) Operational maintenance.

Maintenance performed after aircraft use, and in preparation for the next flight, is called:
a) Over maintenance. b) Flight servicing. c) Corrective maintenance. d) Scheduled maintenance.

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Maintenance performed after aircraft use, and in preparation for the next flight, is called:
a) Over maintenance. b) Flight servicing. c) Corrective maintenance. d) Scheduled maintenance.

Keeping an aircraft in sound overall condition, minimising random faults and minimising the amount of routine day-to-day attention needed are all aims of: a) Corrective maintenance. b) Scheduled maintenance. c) Condition-based maintenance. d) Flight servicing.

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Keeping an aircraft in sound overall condition, minimising random faults and minimising the amount of routine day-to-day attention needed are all aims of: a) Corrective maintenance. b) Scheduled maintenance. c) Condition-based maintenance. d) Flight servicing.

The use of NDT and SOAP are elements of:
a) Corrective maintenance. b) Condition-based maintenance. c) Out-of-phase maintenance. d) Scheduled servicing.

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The use of NDT and SOAP are elements of:
a) Corrective maintenance. b) Condition-based maintenance. c) Out-of-phase maintenance. d) Scheduled servicing.

Scheduled or condition-based maintenance which is needed at intervals that do not fit the maintenance cycle are called: a) Scheduled condition maintenance. b) Condition-based maintenance. c) Out of Phase maintenance. d) Corrective maintenance.

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Scheduled or condition-based maintenance which is needed at intervals that do not fit the maintenance cycle are called: a) Scheduled condition maintenance. b) Condition-based maintenance. c) Out of Phase maintenance. d) Corrective maintenance.

Aircraft Maintenance Let us examine types of maintenance utilised by the RAF: Preventive Maintenance Servicing Scheduled Maintenance Condition-based Maintenance Out-of-Phase Maintenance Corrective Maintenance Corrective maintenance is carried out when a fault occurs. Contingency Maintenance Modifications

Aircraft Maintenance Let us examine types of maintenance utilised by the RAF: Preventive Maintenance Servicing Scheduled Maintenance Condition-based Maintenance In war operations it may be necessary to relax maintenance standards, suspending scheduled and condition-based maintenance. Out-of-Phase Maintenance Corrective Maintenance Contingency Maintenance Modifications

Aircraft Maintenance Let us examine types of maintenance utilised by the RAF: Preventive Maintenance Servicing Scheduled Maintenance Condition-based Maintenance Out-of-Phase Maintenance Corrective Maintenance Modifications are made to remedy any design faults that come to light. Contingency Maintenance Modifications

Aircraft Maintenance Let us examine types of maintenance utilised by the RAF: Preventive Maintenance Servicing Scheduled Maintenance Condition-based Maintenance Out-of-Phase Maintenance Corrective Maintenance Contingency Maintenance Modifications

Maintenance which is carried out when a fault occurs is:
a) Corrective maintenance. b) Scheduled maintenance. c) Preventive maintenance. d) Flight servicing.

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Maintenance which is carried out when a fault occurs is:
a) Corrective maintenance. b) Scheduled maintenance. c) Preventive maintenance. d) Flight servicing.

In wartime operations it may be necessary to relax maintenance standards, suspend scheduled and condition-based maintenance and adopt a policy of: a) Out-of-phase maintenance. b) Modifications. c) Scheduled servicing. d) Contingency maintenance.

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In wartime operations it may be necessary to relax maintenance standards, suspend scheduled and condition-based maintenance and adopt a policy of: a) Out-of-phase maintenance. b) Modifications. c) Scheduled servicing. d) Contingency maintenance.

If a design fault comes to light in a type of aircraft it might be necessary to correct the fault by introducing: a) Out-of-phase maintenance. b) A cancellation. c) Contingency maintenance. d) A modification.

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If a design fault comes to light in a type of aircraft it might be necessary to correct the fault by introducing: a) Out-of-phase maintenance. b) A cancellation. c) Contingency maintenance. d) A modification.

A modification to an aircraft might become necessary:
a) To alter the engineers' working programme. b) To change the name of an aircraft. c) To remedy a design fault. d) To prepare an aircraft in time of war.

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A modification to an aircraft might become necessary:
a) To alter the engineers' working programme. b) To change the name of an aircraft. c) To remedy a design fault. d) To prepare an aircraft in time of war.

Every aircraft has an Aircraft Maintenance Data Log:
MOD Form 700 Series Every aircraft has an Aircraft Maintenance Data Log: MOD Form 700 Examples of some of the more important forms are: MOD Form 701 fuel and oil types, tyre pressures MOD Form 703 onboard software log MOD Form 725 flying log & fatigue data sheet MOD Form 725A air-to-air in flight refuelling MOD Form 705 flight servicing & fuel certificate There is no requirement to know specific form numbers.

The Aircraft Maintenance Data Form is called:
a) MOD Form 7000 b) MOD Form 700 c) MID Form 70 d) MAD Form 700

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The Aircraft Maintenance Data Form is called:
a) MOD Form 7000 b) MOD Form 700 c) MID Form 70 d) MAD Form 700

Chapter 2 Ground Handling
AIRCRAFT HANDLING Chapter 2 Ground Handling Return to contents list exit

Ground Handling Handling Teams
Aircraft arrivals and departures are attended by two tradesmen known as the handling team.

Ground Handling FOD = Foreign Object Damage
- objects which have the potential to damage aircraft either by being sucked into an engine, blown by jet efflux into another aircraft, or damaging aircraft tyres.

Aircraft arrivals and departures are attended by two tradesmen known as:
a) A handling team. b) A FOD team. c) A manhandling team. d) A refuelling team.

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Aircraft arrivals and departures are attended by two tradesmen known as:
a) A handling team. b) A FOD team. c) A manhandling team. d) A refuelling team.

Foreign objects and such objects as discarded drinks cans, stones and old cleaning rags are known as: a) FUD. b) FOD. c) FAD. d) FOB.

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Foreign objects and such objects as discarded drinks cans, stones and old cleaning rags are known as: a) FUD. b) FOD. c) FAD. d) FOB.

The expression FOD is short for:
a) Foreign Objects Discarded. b) Foreign Object Damage. c) Found Object Dropped. d) Found Object Damage.

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The expression FOD is short for:
a) Foreign Objects Discarded. b) Foreign Object Damage. c) Found Object Dropped. d) Found Object Damage.

Ground Handling Marshalling
- the aim of the marshaller is to assist the pilot in the safe manoeuvring of the aircraft on the ground.

Ground Handling Marshalling at night
- navigation lights must be on (red & green on the wingtips, white on the tail). - taxi lights should be used, but care should be taken not to dazzle the marshaller.

The person who assists the pilot in the safe manoeuvring of the aircraft on the ground is:
a) The Supervisor. b) The Director. c) The Refueller. d) The Marshaller.

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The person who assists the pilot in the safe manoeuvring of the aircraft on the ground is:
a) The Supervisor. b) The Director. c) The Refueller. d) The Marshaller.

What colours are the navigation lights on the wing-tips of an aircraft?
a) Red and green. b) Red and white. c) Red and blue. d) Green and white.

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What colours are the navigation lights on the wing-tips of an aircraft?
a) Red and green. b) Red and white. c) Red and blue. d) Green and white.

What precautions should be taken when using taxi-lights?
a) That the marshaller should not be dazzled. b) That the aircraft batteries are not overloaded. c) That the taxi-light bulbs are not burned out. d) That people in adjacent buildings are not dazzled.

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What precautions should be taken when using taxi-lights?
a) That the marshaller should not be dazzled. b) That the aircraft batteries are not overloaded. c) That the taxi-light bulbs are not burned out. d) That people in adjacent buildings are not dazzled.

Ground Handling Danger Zones
- areas around engine intakes and exhausts - areas near propellers - areas close to helicopter rotors

Ground Handling Danger Zones
- areas around engine intakes and exhausts - areas near propellers - areas close to helicopter rotors Note that with helicopters, strong gusts of wind can cause blade sailing bringing the rotating blades closer to the ground than normal.

Ground Handling Wheel and brake fires
- stand forward or rearward of the wheels depending upon the wind, but never in line with the axle. - spray extinguishant so that the flow strikes the ground 0.3 metres away from the wheels.

Areas around propellers, engine intakes, exhausts, rotors etc
Areas around propellers, engine intakes, exhausts, rotors etc. should always be considered to be: a) Active areas. b) Rotation areas. c) Blade sailing areas. d) Danger zones.

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Areas around propellers, engine intakes, exhausts, rotors etc
Areas around propellers, engine intakes, exhausts, rotors etc. should always be considered to be: a) Active areas. b) Rotation areas. c) Blade sailing areas. d) Danger zones.

When a helicopter has its engines running on the ground a gust of wind can cause its blades to be closer to the ground than normal; this effect is called: a) Plain sailing. b) Blade planing. c) Blade sailing. d) Blade failing.

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When a helicopter has its engines running on the ground a gust of wind can cause its blades to be closer to the ground than normal; this effect is called: a) Plain sailing. b) Blade planing. c) Blade sailing. d) Blade failing.

Where is the safest place to stand when attending an aircraft brake fire?
a) Forward or rearward of the wheels. b) Inline with the axle. c) Downwind. d) In line with the wings.

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Where is the safest place to stand when attending an aircraft brake fire?
a) Forward or rearward of the wheels. b) Inline with the axle. c) Downwind. d) In line with the wings.

When fighting an aircraft wheel fire, where should you aim the extinguisher jet?
a) 0.3 m behind the wheels. b) 3.0 m above the wheels. c) 0.3 m away from the wheels. d) Directly onto the wheels.

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When fighting an aircraft wheel fire, where should you aim the extinguisher jet?
a) 0.3 m behind the wheels. b) 3.0 m above the wheels. c) 0.3 m away from the wheels. d) Directly onto the wheels.

Ground Handling Refuelling
Aircraft are normally refuelled after every flight to prevent condensation in the empty tank. Bonding (linking metal parts with a conductor) prevents sparks from static electricity during refuelling. Fire is a real risk during refuelling. Work on electrical or radio equipment is prohibited within 15 metres of an aircraft being refuelled.

One of the reasons we refuel aircraft after every flight is to prevent:
a) Condensation in fuel tanks. b) Condensation in refuelling hoses. c) Static electricity. d) Condensation in fuel bowsers.

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One of the reasons we refuel aircraft after every flight is to prevent:
a) Condensation in fuel tanks. b) Condensation in refuelling hoses. c) Static electricity. d) Condensation in fuel bowsers.

What is the greatest risk during open-line refuelling?
a) Condensation. b) Leaks. c) Water. d) Fire

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What is the greatest risk during open-line refuelling?
a) Condensation. b) Leaks. c) Water. d) Fire

During open-line refuelling we link metal parts by a conductor to prevent a spark from static electricity. This is called: a) Blonding. b) Bonding. c) Binding. d) Blinding.

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During open-line refuelling we link metal parts by a conductor to prevent a spark from static electricity. This is called: a) Blonding. b) Bonding. c) Binding. d) Blinding.

During refuelling, aircraft bonding is achieved to eliminate the fire risk caused by:
a) Condensation. b) Static electricity. c) Over-pressurisation. d) Leaks.

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During refuelling, aircraft bonding is achieved to eliminate the fire risk caused by:
a) Condensation. b) Static electricity. c) Over-pressurisation. d) Leaks.

During refuelling, work on electrical or radio equipment should not be conducted within what range of an aircraft? a) 15 m b) .15 m c) 150 m d) 1.5 m

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During refuelling, work on electrical or radio equipment should not be conducted within what range of an aircraft? a) 15 m b) .15 m c) 150 m d) 1.5 m

Pressure refuelling (where fuel is pumped into the aircraft at high pressure) dramatically reduces refuelling time.

Aircraft are fitted with shut off valves which automatically close when the fuel in the tanks reaches the required level.

What type of aircraft refuelling can be used to dramatically reduce refuelling time?
a) Pressure refuelling. b) Mobile bowser refuelling. c) Team refuelling. d) Open-line refuelling.

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What type of aircraft refuelling can be used to dramatically reduce refuelling time?
a) Pressure refuelling. b) Mobile bowser refuelling. c) Team refuelling. d) Open-line refuelling.

What are fitted to aircraft to ensure that, during refuelling, the desired fuel level is reached?
a) Shut-off valves. b) Fuel-tight joints. c) Bonded couplings. d) Aircraft switches are set.

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What are fitted to aircraft to ensure that, during refuelling, the desired fuel level is reached?
a) Shut-off valves. b) Fuel-tight joints. c) Bonded couplings. d) Aircraft switches are set.

Fuels used in the RAF and RN fall into one of 4 categories:
Ground Handling Aviation Fuel Fuels used in the RAF and RN fall into one of 4 categories: AVGAS AVTUR AVTAG AVCAT

Ground Handling Aviation Fuel Fuels used in the RAF and RN fall into one of 4 categories: AVGAS Most gas turbine engines can be run on AVTUR or AVTAG. AVTUR Remember the middle ‘T’ for Turbine. AVTAG AVCAT

Ground Handling Aviation Fuel Fuels used in the RAF and RN fall into one of 4 categories: AVGAS AVGAS and AVTAG are both types of Gasoline. AVTUR Remember that if the fuel name has a ‘G’ in it, then it is a type of Gasoline. AVTAG AVCAT

Ground Handling Aviation Fuel Fuels used in the RAF and RN fall into one of 4 categories: AVGAS AVTUR is made from kerosene. AVTUR Match the ‘R’ from AVTUR with the ‘R’ in kerosene to remember the link. AVTAG AVCAT

Ground Handling Aviation Fuel Fuels used in the RAF and RN fall into one of 4 categories: AVGAS AVTUR is made from kerosene. AVTUR Match the ‘R’ from AVTUR with the ‘R’ in keRosene to remember the link. AVTAG AVCAT

Fuel used in the RAF and the RN falls into how many categories?
b) 3. c) 4. d) 6.

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Fuel used in the RAF and the RN falls into how many categories?
b) 3. c) 4. d) 6.

Which aviation turbine fuel is made from kerosene?
a) AVGAS b) AVTUR c) AVTAG d) AVCAT

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Which aviation turbine fuel is made from kerosene?
a) AVGAS b) AVTUR c) AVTAG d) AVCAT

The majority of gas turbine engines run on one of which two fuels?
a) AVGAS or AVTUR b) AVTUR or AVTAG c) AVTAG or AVGAS d) AVCAT or AVTUR

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The majority of gas turbine engines run on one of which two fuels?
a) AVGAS or AVTUR b) AVTUR or AVTAG c) AVTAG or AVGAS d) AVCAT or AVTUR

AVGAS and AVTAG are both types of:
a) Tanker. b) Turbine fuel. c) Kerosene. d) Gasoline.

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AVGAS and AVTAG are both types of:
a) Tanker. b) Turbine fuel. c) Kerosene. d) Gasoline.

Ground Handling Loading
Aircraft loads must be securely stowed and correctly distributed to ensure that the centre of gravity (C of G) is within the limits. Overloading has the following effects: It increases the stalling speed and landing and take-off run. It reduces the rate of climb. It reduces range and endurance.

Increased stalling speed, landing run and take-off run, and reduced climb performance, range and endurance can all be the results of: a) Poor planning. b) High winds. c) Low temperatures. d) Overloading.

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Increased stalling speed, landing run and take-off run, and reduced climb performance, range and endurance can all be the results of: a) Poor planning. b) High winds. c) Low temperatures. d) Overloading.

The aircraft load must be correctly distributed to ensure that:
a) Freight can be offloaded in the correct order. b) No damage is done to the load in flight. c) The centre of gravity is within limits. d) Access to aircraft doors is not impaired.

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The aircraft load must be correctly distributed to ensure that:
a) Freight can be offloaded in the correct order. b) No damage is done to the load in flight. c) The centre of gravity is within limits. d) Access to aircraft doors is not impaired.

Chapter 3 Preparation for Flight
AIRCRAFT HANDLING Chapter 3 Preparation for Flight Return to contents list exit

Preparation for Flight
The most important quality of the Captain of an aircraft is LEADERSHIP. It is the Captain’s responsibility to ensure that: - he and his crew are fully prepared for the flight. - all the necessary information to ensure the safe navigation of the aircraft has been obtained. - that he and his crew have read and understood all of the relevant order books.

The most important quality of the Captain of an aircraft is LEADERSHIP. It is the Captain’s responsibility to ensure that: - serviceability checks have been made on personal safety equipment items by each individual user.

The most important quality of the Captain of an aircraft is LEADERSHIP. It is the Captain’s responsibility to ensure that: - where passengers are carried, they are fully briefed.

The most important quality of the Captain of an aircraft is LEADERSHIP. It is the Captain’s responsibility to ensure that: - where passengers are carried, they are fully briefed. On a transport aircraft, the Captain will normally delegate this responsibility to the Air Loadmaster.

What is the most important quality of the captain of an aircraft?
a) Persuasiveness. b) Drive. c) Leadership. d) Determination.

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What is the most important quality of the captain of an aircraft?
a) Persuasiveness. b) Drive. c) Leadership. d) Determination.

Whose duty is it to ensure that a crew is properly prepared for a flight?
a) The Station Commander. b) The Navigator. c) The aircraft Captain. d) The crew chief.

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Whose duty is it to ensure that a crew is properly prepared for a flight?
a) The Station Commander. b) The Navigator. c) The aircraft Captain. d) The crew chief.

Who is responsible for serviceability checks on personal safety equipment items?
a) The flying clothing section. b) The aircraft Captain. c) The flight engineer. d) The individual.

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Who is responsible for serviceability checks on personal safety equipment items?
a) The flying clothing section. b) The aircraft Captain. c) The flight engineer. d) The individual.

Who is responsible for ensuring that all the information necessary for the safe navigation of an aircraft has been obtained before flight? a) The navigator. b) The aircraft Captain. c) The Station Navigation Officer. d) Station Operations.

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Who is responsible for ensuring that all the information necessary for the safe navigation of an aircraft has been obtained before flight? a) The navigator. b) The aircraft Captain. c) The Station Navigation Officer. d) Station Operations.

Who is responsible for ensuring that all crew are familiar with the relevant order books?
a) OC Operations Wing. b) The aircraft Captain. c) The Station Commander. d) The Station Library.

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Who is responsible for ensuring that all crew are familiar with the relevant order books?
a) OC Operations Wing. b) The aircraft Captain. c) The Station Commander. d) The Station Library.

Who is responsible for ensuring that any passengers are briefed before a flight?
a) The movements officer. b) The crew chief. c) The aircraft captain. d) The operations officer.

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Who is responsible for ensuring that any passengers are briefed before a flight?
a) The movements officer. b) The crew chief. c) The aircraft captain. d) The operations officer.

Who will normally brief passengers before flight on a transport aircraft?
a) The movements officer. b) The captain. c) The air loadmaster. d) The navigator.

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Who will normally brief passengers before flight on a transport aircraft?
a) The movements officer. b) The captain. c) The air loadmaster. d) The navigator.

Flight Planning Self-briefing Mass briefing The pilot and / or navigator use weather and ATC information displayed in the operations or flight planning room to complete the flight plan. On many bases, particularly training units, a mass briefing for all aircrew is held at the start of the day’s flying.

When pilots or navigators use information displayed in the flight planning room to do their flight planning it is known as: a) Mass briefing. b) DIY briefing. c) Self-briefing. d) Solo briefing.

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When pilots or navigators use information displayed in the flight planning room to do their flight planning it is known as: a) Mass briefing. b) DIY briefing. c) Self-briefing. d) Solo briefing.

On many units all aircrew are briefed together at the start of a day's flying. This is known as:
a) Mess briefing. b) Mass briefing. c) Self briefing. d) Combined briefing.

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On many units all aircrew are briefed together at the start of a day's flying. This is known as:
a) Mess briefing. b) Mass briefing. c) Self briefing. d) Combined briefing.

Authorisation Formal authorisation is required before every flight. This is normally done by the Flight or Squadron Commander in the Flight Authorisation Book (Form 3562). In the event of an accident or breach of flying discipline, the relevant form 3562 will be impounded by the investigating authority.

Authorisation The Captain must also sign one of the Form 700 series, Form 705 before and after each flight.

Pre-Flight Checks Before starting engines, the Captain must check that his starting crew are in place with fire extinguishers at hand. Pre-Flight Checks vary considerably from aircraft to aircraft, but the relevant ones for each type are found in the Aircrew Manual.

What is the purpose of RAF Form F3562?
a) Flight authorization. b) Defect reporting. c) Fatigue data sheet. d) Replenishment certificate.

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What is the purpose of RAF Form F3562?
a) Flight authorization. b) Defect reporting. c) Fatigue data sheet. d) Replenishment certificate.

Following an aircraft accident or breach of flying discipline, which of the following RAF Forms is impounded by the investigating authority? a) F 3562. b) F 1771. c) F 1250. d) F 252.

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Following an aircraft accident or breach of flying discipline, which of the following RAF Forms is impounded by the investigating authority? a) F 3562. b) F 1771. c) F 1250. d) F 252.

Which of the following forms does an aircraft captain sign before flight and after flight?
b) F1771 c) F252 d) F1369

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Which of the following forms does an aircraft captain sign before flight and after flight?
b) F1771 c) F252 d) F1369

During his pre-flight checks an aircraft captain will ensure that the starter crew are in place with which of the following close at hand? a) Fuel. b) Fire extinguishers. c) FOD. d) Ear defenders.

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During his pre-flight checks an aircraft captain will ensure that the starter crew are in place with which of the following close at hand? a) Fuel. b) Fire extinguishers. c) FOD. d) Ear defenders.

Where would you find detailed checklists for a particular aircraft type?
a In the aircrew manual. b) In the F700 c) In the F3562 d) In the aircraft manual.

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Where would you find detailed checklists for a particular aircraft type?
a) In the aircrew manual. b) In the F700 c) In the F3562 d) In the aircraft manual.

Marshalling Signals ! Stop Cut Engines Hot Brakes

Marshalling Signals This way Proceed to next marshaller

What is the meaning of this marshalling signal?
a) Brakes on. b) Move ahead. c) Remove chocks. d) Stop.

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a) Brakes on. b) Move ahead. c) Remove chocks. d) Stop.

a) Remove chocks. b) Stop. c) Cut engine. d) Disconnect ground power.

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a) Remove chocks. b) Stop. c) Cut engine. d) Disconnect ground power.

a) Hot brakes. b) This way. c) Slow down. d) Abandon aircraft.

Try again! OK exit

a) Hot brakes. b) This way. c) Slow down. d) Abandon aircraft.

a) Affirmative. b) Turn to left. c) Proceed to next marshaller. d) Remove chocks.

Try again! OK exit

a) Affirmative. b) Turn to left. c) Proceed to next marshaller. d) Remove chocks.

Chapter 4 General Flying
AIRCRAFT HANDLING Chapter 4 General Flying Return to contents list exit

General Flying Taxiing for take-off, the pilot stops at the holding point, a white line across the taxiway from which the pilot has a good view of the runway and final approach.

General Flying At the holding point, light aircraft pilots turn their aircraft about 45 degrees into wind to complete their pre take-off checks.

General Flying The caravan close to the runway holding position is occupied by the runway controller.

The white line across a taxiway, from which the pilot has a good view of the runway and of the final approach is called: a) The dead side. b) Upwind. c) The holding position. d) The servicing platform.

Try again! OK exit

The white line across a taxiway, from which the pilot has a good view of the runway and of the final approach is called: a) The dead side. b) Upwind. c) The holding position. d) The servicing platform.

What do light aircraft normally do at the runway holding point?
a) Turn downwind. b) Stop heading along the taxiway. c) Turn into wind. d) Close down their engines.

Try again! OK exit

What do light aircraft normally do at the runway holding point?
a) Turn downwind. b) Stop heading along the taxiway. c) Turn into wind. d) Close down their engines.

Who occupies the caravan on the airfield close to the runway holding position?
a) OC Operations Wing. b) The duty pilot. c) The runway controller. d) The Air Traffic Controller.

Try again! OK exit

Who occupies the caravan on the airfield close to the runway holding position?
a) OC Operations Wing. b) The duty pilot. c) The runway controller. d) The Air Traffic Controller.

General Flying Take-off is normally made into wind.
As the aircraft lines up, any headwind along the runway will serve to shorten the take-off run.

General Flying A 30 knot headwind along the runway will be indicated as 30 kts on the aircraft’s airspeed indicator (ASI).

Take-off is normally made:
a) In still air only. b) Into wind. c) Cross-wind. d) Downwind.

Try again! OK exit

Take-off is normally made:
a) In still air only. b) Into wind. c) Cross-wind. d) Downwind.

If an aircraft is positioned on the end of the runway ready for take-off and the headwind is 30 kts, what will be indicated on the ASI? a) 60 kts. b) 15 kts. c) 30 kts. d) Zero.

Try again! OK exit

If an aircraft is positioned on the end of the runway ready for take-off and the headwind is 30 kts, what will be indicated on the ASI? a) 60 kts. b) 15 kts. c) 30 kts. d) Zero.

General Flying ‘Dead’ side Runway Wind The circuit Downwind leg
pre-landing checks completed on this leg

General Flying On approach, flaps are lowered to give a steeper descent for a set speed, a lower stalling speed and a better view over the nose of the aircraft. Runway Final approach Wind The circuit Downwind leg

General Flying It must be remembered on approach that when the throttle is opened, a jet engine does not respond as quickly as a piston engine. Runway Final approach Wind The circuit Downwind leg

On which side of an aerodrome's circuit does a pilot perform his pre-landing checks?
a) Downwind leg. b) Finals turn. c) Dead side. d) Crosswind leg.

Try again! OK exit

On which side of an aerodrome's circuit does a pilot perform his pre-landing checks?
a) Downwind leg. b) Finals turn. c) Dead side. d) Crosswind leg.

The opposite side of an aerodrome's downwind side is known as:
a) Live side. b) Finals turn. c) Dead side. d) Upwind side.

Try again! OK exit

The opposite side of an aerodrome's downwind side is known as:
a) Live side. b) Finals turn. c) Dead side. d) Upwind side.

On the approach to a runway, what is used to give a pilot a steeper descent for a set speed, a lower stalling speed and a better view over the nose of the aircraft? a) Flaps. b) Sideslip. c) Power. d) Airbrakes.

Try again! OK exit

On the approach to a runway, what is used to give a pilot a steeper descent for a set speed, a lower stalling speed and a better view over the nose of the aircraft? a) Flaps. b) Sideslip. c) Power. d) Airbrakes.

When the throttle of a jet engine is opened the engine responds:
a) At the same speed as a piston engine. b) Faster if the temperature is higher. c) Quicker than a piston engine. d) Slower than a piston engine.

Try again! OK exit

When the throttle of a jet engine is opened the engine responds:
a) At the same speed as a piston engine. b) Faster if the temperature is higher. c) Quicker than a piston engine. d) Slower than a piston engine.

This is known as the ‘round out’.
General Flying To land the aircraft the pilot changes the descending path of the approach to one level with, and just above, the ground. This is known as the ‘round out’.

This is known as the ‘hold-off’ or ‘float’.
General Flying The aircraft is then flown parallel to the ground with increasing angle of attack and falling airspeed until touchdown. This is known as the ‘hold-off’ or ‘float’.

General Flying Landing a nose-wheel aircraft, the nose-wheel should be held off the ground until after the main wheels touch.

General Flying With tail wheel aircraft, all three wheels should touch the ground together – a three point touchdown.

In the landing phase, the point where the pilot changes the descending path of the approach to one level with, and just above, the ground is called: a) Round-out. b) Hold-off. c) Float. d) Round-up.

Try again! OK exit

In the landing phase, the point where the pilot changes the descending path of the approach to one level with, and just above, the ground is called: a) Round-out. b) Hold-off. c) Float. d) Round-up.

In the landing phase the period in which the aircraft is flown parallel to the ground with increasing angle of attack and falling airspeed to the touchdown point is called: a) Round-up. b) Round-out. c) Hold-up or float. d) Hold-off or float.

Try again! OK exit

In the landing phase the period in which the aircraft is flown parallel to the ground with increasing angle of attack and falling airspeed to the touchdown point is called: a) Round-up. b) Round-out. c) Hold-up or float. d) Hold-off or float.

When landing a nose-wheel aircraft the nose-wheel should touch the ground:
a) Before the main-wheels. b) Simultaneously with the main-wheels. c) After the main-wheels. d) Behind the main-wheels.

Try again! OK exit

When landing a nose-wheel aircraft the nose-wheel should touch the ground:
a) Before the main-wheels. b) Simultaneously with the main-wheels. c) After the main-wheels. d) Behind the main-wheels.

Chapter 5 Aerobatics and Formation Flying
AIRCRAFT HANDLING Chapter 5 Aerobatics and Formation Flying Return to contents list exit

Before any aerobatic flying, a pilot must carry out his HASELL checks:
Aerobatics Before any aerobatic flying, a pilot must carry out his HASELL checks: Height Airframe Security Engine Lookout Location

The pilot uses a mnemonic to remember to carry out one of his checks
The pilot uses a mnemonic to remember to carry out one of his checks. Complete the mnemonic: HAS_ _ _ . a) HASSEL. b) HASELL. c) HASTLE. d) HASTEL.

Try again! OK exit

The pilot uses a mnemonic to remember to carry out one of his checks
The pilot uses a mnemonic to remember to carry out one of his checks. Complete the mnemonic: HAS_ _ _ . a) HASSEL. b) HASELL. c) HASTLE. d) HASTEL.

Before which phase of flight does a pilot carry out his HASELL checks?
a) Taxiing. b) Aerobatics. c) Take-off. d) Landing.

Try again! OK exit

Before which phase of flight does a pilot carry out his HASELL checks?
a) Taxiing. b) Aerobatics. c) Take-off. d) Landing.

Aerobatics An aircraft can be manoeuvred in three planes:
Looping or Pitching plane. Rolling plane. Yawing plane.

The simplest aerobatic manoeuvre in the pitching plane is the loop. Looping or Pitching plane.

The simplest aerobatic manoeuvre in the pitching plane is the loop. Looping or Pitching plane. Repeat

An aircraft can be manoeuvred in three planes:
Aerobatics An aircraft can be manoeuvred in three planes: Rolling plane. The simplest aerobatic manoeuvre in the rolling plane is the barrel roll.

Aerobatics An aircraft can be manoeuvred in three planes: Rolling plane. The simplest aerobatic manoeuvre in the rolling plane is the barrel roll. Repeat

Aerobatics An aircraft can be manoeuvred in three planes: The stall turn is the only basic manoeuvre in the yawing plane. Yawing plane.

Aerobatics An aircraft can be manoeuvred in three planes: The stall turn is the only basic manoeuvre in the yawing plane.

Aerobatics An aircraft can be manoeuvred in three planes: The stall turn is the only basic manoeuvre in the yawing plane. Repeat

When the nose of an aircraft is moving left and right relative to the pilot, it is moving in the:
a) Rolling plane. b) Pitching plane. c) Spinning plane. d) Yawing plane.

Try again! OK exit

When the nose of an aircraft is moving up and down relative to the pilot, it is moving in the:

Try again! OK exit

When the nose of an aircraft is moving up and down relative to the pilot, it is moving in the:

What is the simplest aerobatic manoeuvre in the pitching plane?
a) A loop. b) A spin. c) A stall turn. d) A barrel roll.

Try again! OK exit

What is the simplest aerobatic manoeuvre in the pitching plane?
a) A loop. b) A spin. c) A stall turn. d) A barrel roll.

A loop is the simplest aerobatic manoeuvre in which plane?
a) Pitching. b) Spinning. c) Yawing. d) Rolling.

Try again! OK exit

A loop is the simplest aerobatic manoeuvre in which plane?
a) Pitching. b) Spinning. c) Yawing. d) Rolling.

What is the simplest aerobatic manoeuvre in the rolling plane?
a) A slow roll. b) A roll off the top. c) A swiss roll. d) A barrel roll.

Try again! OK exit

What is the simplest aerobatic manoeuvre in the rolling plane?
a) A slow roll. b) A roll off the top. c) A swiss roll. d) A barrel roll.

The stall turn is the only basic aerobatic manoeuvre in which plane?
a) Pitching b) Yawing. c) Rolling. d) Stalling.

Try again! OK exit

The stall turn is the only basic aerobatic manoeuvre in which plane?
a) Pitching b) Yawing. c) Rolling. d) Stalling.

Aerobatics Aircraft flying inverted appear to be flying with the nose well above the horizon. Aircraft wings are less efficient inverted, so a higher angle of attack is required for straight and level (inverted) flight. The angle marked in the diagram is still the angle of attack even though the aircraft is inverted.

In the diagram, what is represented by the angle shown?
a) Angle of attack. b) Low dive angle. c) Angle of incidence. d) High climb angle.

Try again! OK exit

In the diagram, what is represented by the angle shown?
a) Angle of attack. b) Low dive angle. c) Angle of incidence. d) High climb angle.

Formation Flying The RAF’s definition of formation flying is:
‘An ordered arrangement of two or more aircraft proceeding together as an element.’ There are two types of formation flying: Close Tactical Take-off & Landing Used for all tactical fighter operations Cloud penetration Show and Display flying

There are five standard section formations:
Formation Flying There are five standard section formations: Vic formation Think of the ‘V’ in Vic and invert it.

Formation Flying There are five standard section formations: Vic formation Echelon formation

Formation Flying There are five standard section formations: Line abreast

Formation Flying Line astern There are five standard section formations: Line abreast

Formation Flying There are five standard section formations: Box formation

"An ordered arrangement of two or more aircraft proceeding together as an element"…..is the RAF's definition of: a) Aerobatics. b) Formation flying. c) Transit flying. d) Ferry flights.

Try again! OK exit

"An ordered arrangement of two or more aircraft proceeding together as an element"…..is the RAF's definition of: a) Aerobatics. b) Formation flying. c) Transit flying. d) Ferry flights.

In the RAF there are two types of formation flying, they are:
a) Close and loose. b) Loose and tactical. c) Strategic and tactical. d) Close and tactical.

Try again! OK exit

In the RAF there are two types of formation flying, they are:
a) Close and loose. b) Loose and tactical. c) Strategic and tactical. d) Close and tactical.

What formation is shown in this diagram?
a) Box. b) Vic. c) Card. d) Diamond.

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a) Box. b) Vic. c) Card. d) Diamond.

a) Box. b) Vic. c) Echelon. d) Diamond.

Try again! OK exit

a) Box. b) Vic. c) Echelon. d) Diamond.

a) Box. b) Vic. c) Line abreast. d) Line astern.

Try again! OK exit

a) Box. b) Vic. c) Line abreast. d) Line astern.

a) Box. b) Diamond. c) Echelon. d) Line astern.

Try again! OK exit

a) Box. b) Diamond. c) Echelon. d) Line astern.

a) Line astern. b) Line abreast. c) Echelon. d) Box.

Try again! OK exit

a) Line astern. b) Line abreast. c) Echelon. d) Box.

Chapter 6 Aircraft Emergencies
AIRCRAFT HANDLING Chapter 6 Aircraft Emergencies Return to contents list exit

Two degrees of aircraft emergency are recognised internationally:
Emergencies Two degrees of aircraft emergency are recognised internationally: Urgency – a message concerning the safety of persons or the aircraft. Distress – the aircraft is threatened by serious or imminent danger & is in need of immediate assistance.

Each of these emergency messages have their own pro-word to alert ATC:
Emergencies Each of these emergency messages have their own pro-word to alert ATC: Urgency – ‘Pan, Pan, Pan’ Distress – ‘Mayday, Mayday, Mayday’

How many degrees of aircraft emergency are recognised internationally?
b) 2. c) 3. d) 4.

Try again! OK exit

How many degrees of aircraft emergency are recognised internationally?
b) 2. c) 3. d) 4.

What are the two degrees of aircraft emergency which are accepted internationally?
a) Distress and panic. b) Emergency and distress. c) Urgency and emergency. d) Distress and urgency.

Try again! OK exit

What are the two degrees of aircraft emergency which are accepted internationally?
a) Distress and panic. b) Emergency and distress. c) Urgency and emergency. d) Distress and urgency.

In an aircraft urgency message, what is the pro-word used?
a) PAN, PAN, PAN. b) MAYDAY, MAYDAY, MAYDAY. c) SOS, SOS, SOS. d) MAN, MAN, MAN.

Try again! OK exit

In an aircraft urgency message, what is the pro-word used?
a) PAN, PAN, PAN. b) MAYDAY, MAYDAY, MAYDAY. c) SOS, SOS, SOS. d) MAN, MAN, MAN.

In an aircraft distress message, what is the pro-word used?
a) PAN, PAN, PAN. b) MAYDAY, MAYDAY, MAYDAY. c) SOS, SOS, SOS. d) XXX, XXX, XXX.

Try again! OK exit

In an aircraft distress message, what is the pro-word used?
a) PAN, PAN, PAN. b) MAYDAY, MAYDAY, MAYDAY. c) SOS, SOS, SOS. d) XXX, XXX, XXX.

Emergencies When using Secondary Surveillance Radar (SSR), Air Traffic Control give a four digit code to the pilot which he enters into an instrument on the flight deck. This code enables the aircraft to be positively identified on the controllers radar screen (along with the aircraft’s callsign and height readout).

Emergencies In the event of a total radio failure, the pilot will enter the code 7600 to alert ATC to the problem. Within the U.K. a network of stations provide an emergency fixer service on the UHF frequency of 243 MHz.

When using secondary surveillance radar, what code indicates a total radio failure?
b) 7700 c) 7060 d) 7600

Try again! OK exit

When using secondary surveillance radar, what code indicates a total radio failure?
b) 7700 c) 7060 d) 7600

The frequency 243 MHz is used within the UK to provide:
a) An SSR emergency frequency. b) An HF fixer service. c) A UHF fixer service. d) A VHF fixer service.

Try again! OK exit

The frequency 243 MHz is used within the UK to provide:
a) An SSR emergency frequency. b) An HF fixer service. c) A UHF fixer service. d) A VHF fixer service.

Within the UK, on what frequency is the UHF emergency fixer service provided?
a) 342 MHz. b) 423 MHz. c) 243 MHz. d) 234 MHz.

Try again! OK exit

Within the UK, on what frequency is the UHF emergency fixer service provided?
a) 342 MHz. b) 423 MHz. c) 243 MHz. d) 234 MHz.

SARSAT stands for Search And Rescue Satellite Aided Tracking.
Emergencies SARSAT also operates within the U.K. It is a satellite aided system for search and rescue. SARSAT stands for Search And Rescue Satellite Aided Tracking.

In the UK a satellite-aided system is used for search and rescue
In the UK a satellite-aided system is used for search and rescue. It is known as: a) SARTAS b) SARSAT c) SATRAS d) RASTAT

Try again! OK exit

In the UK a satellite-aided system is used for search and rescue
In the UK a satellite-aided system is used for search and rescue. It is known as: a) SARTAS b) SARSAT c) SATRAS d) RASTAT

What is the meaning of SARSAT?
a) Search and Recovery Satellite Aided Tracking. b) Search and Rescue System and Technology. c) Search and Recovery Search and Tracking. d) Search and Rescue Satellite Aided Tracking.

Try again! OK exit

What is the meaning of SARSAT?
a) Search and Recovery Satellite Aided Tracking. b) Search and Rescue System and Technology. c) Search and Recovery Search and Tracking. d) Search and Rescue Satellite Aided Tracking.

Communications Failure
The pilot of an aircraft with radio problems can alert ATC by flying a triangular pattern.

The pilot of an aircraft with radio problems can alert ATC by flying a triangular pattern. If the transmitter only has failed, he will fly an equilateral triangle to the right.

The pilot of an aircraft with radio problems can alert ATC by flying a triangular pattern. If the transmitter and receiver have both failed, he will fly an equilateral triangle to the left.

If a pilot has a failed transmitter only, in which direction should he fly an equilateral triangle?
a) Left to right. b) To the left. c) Anticlockwise. d) To the right.

Try again! OK exit

If a pilot has a failed transmitter only, in which direction should he fly an equilateral triangle?
a) Left to right. b) To the left. c) Anticlockwise. d) To the right.

If a pilot has a failed transmitter and receiver, in which direction should he fly an equilateral triangle? a) To the left. b) Clockwise. c) To the right. d) Right to left

Try again! OK exit

If a pilot has a failed transmitter and receiver, in which direction should he fly an equilateral triangle? a) To the left. b) Clockwise. c) To the right. d) Right to left

AIRCRAFT HANDLING The End Return to contents list exit

Aircraft Handling This has been a production PMT Panther Modular
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