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IRC Exam|Latest Update Complete With Questions with A+ Graded Answers
SECTION A (1-200): AFMAN 11-217, Volume 1, Instrument Flight Procedures
SECTION A (1-200): AFMAN 11-217, Volume 1, Instrument Flight Procedures
1. [A] Control instruments:
a. Display attitude and power.
b. Are calibrated...
IRC Exam|Latest Update Complete With
Questions with A+ Graded Answers
SECTION A (1-200): AFMAN 11-217, Volume 1, Instrument Flight Procedures
SECTION A (1-200): AFMAN 11-217, Volume 1, Instrument Flight Procedures
1. [A] Control instruments:
a. Display attitude and power.
b. Are calibrated to permit definite adjustments to attitude and (or) power.
c. Both A and B above.
d. Measure aircraft performance.
C
1.1.1
2. [A] Performance instruments:
a. Indicate actual aircraft performance.
b. Include the altimeter, airspeed indicator, attitude indicator and turn and slip.
c. Both A and B above.
d. Indicate aircraft relative position.
A
1.1.2
3. [A] Pilots or other crewmembers who can modify the cockpit display configuration must ensure
primary flight instrumentation is always present. Primary flight instrumentation must provide:
a. An immediately discernible attitude recognition capability and an unusual attitude
recovery capability.
b. Full-time attitude, altitude and airspeed information.
c. Complete fault indications.
d. All of the above.
D
1.3.1
4. [A] Which statement concerning unusual attitudes is correct?
a. The primary attitude indicator would be considered the most reliable instrument unless a
warning flag is displayed.
b. If the attitude indicator is inoperative, rolling "toward" the turn needle will bring the
aircraft to an upright attitude.
c. Prior to initiating unusual attitude recovery on the attitude indicator, verify that an unusual
attitude exists.
d. To minimize the altitude loss, the power should be at idle during a nose-low unusual
attitude recovery.
C
2.5.4
5. [A] The TO-FROM indicator on the course indicator:
a. Depends on aircraft heading relative to the selected course.
b. Is not affected by the aircraft heading.
c. Is of no value when flying VOR or TACAN.
d. Always indicates TO when the heading pointer or course arrow is in the top half of the
instrument case.
B
3.2.2.1.2
,6. [A] You are inbound on the back course of a localizer approach. The published inbound front course
is 030° (figure 6). To intercept course (no wind), you should:
a. Turn right.
b. Turn left.
c. Maintain present heading.
d. Insufficient information is available.
A
3.2.2.2.1.3
7. [A] If there is a malfunction of the compass system or compass card, the VOR or TACAN bearing
pointers:
a. must be considered unreliable until verified.
b. will indicate relative bearing only.
c. point to the station.
d. will indicate magnetic bearing only.
A
3.2.1
8. [A] You have selected VOR or TACAN and have the indications shown in figure 1. What is your
position in figure 2?
a. Insufficient information is given.
b. Position 10.
c. Position 9.
d. Position 8.
D
3.2.2.1
9. [A] You have selected VOR or TACAN and have the indications shown in figure 3. What is your
position in figure 2?
a. Position 5.
b. Position 7.
c. Position 9.
d. Insufficient information is given.
C
3.2.2.1
10. [A] In figure 4, your position is:
a. SW of the VORTAC, heading 360°.
b. SE of the VORTAC, heading 045°.
c. NW of the VORTAC, heading 045°.
d. NE of the VORTAC, heading 360°.
D
3.2.2.1
11. [A] The published ILS front course is 300°. Using figure 5, which statement is correct?
a. If you continue the present heading, you will intercept the localizer back course inbound.
b. To center the CDI, you should make an immediate right turn.
c. Your aircraft is heading 255° and headed toward the localizer course.
d. Both a and c are correct.
C
,3.2.2.2.1.3
12. [A] Using information provided in figure 5 to complete a course intercept, which of the following
is/are true?
a. A lead-point must be calculated to complete the intercept.
b. This intercept heading will take the aircraft toward the NAVAID.
c. The aircraft is on a 45o intercept to the desired course.
d. All of the above.
D
5.4.1.4.1
5.4.2
5.4.2.3.2
13. [A] Using figure 7, in which direction and to what heading should you turn to intercept the 180°
radial inbound in a no-wind situation?
a. Right turn to a heading of 260°.
b. Left turn to a heading of 300°.
c. Right turn to a heading of 300°.
d. Left turn to a heading between 270° and 330°.
C
5.4.2.3
14. [A] Using the cockpit indications shown in figure 8, you want to intercept the 300° magnetic
course outbound from the selected NAVAID. You should:
a. maintain your present heading.
b. turn right to a heading greater than 300°.
c. turn 90° to the left to place the bearing pointer on the 45° index marker.
d. insufficient information is given.
A
5.4.7.2
15. [A] VOR and VOR/ DME station passage occurs:
a. when the TO-FROM indicator makes the first positive change to FROM.
b. with the first positive FROM indication for VOR and when range stops decreasing for
VOR/ DME.
c. when the bearing pointer passes 90° to the inbound course.
d. all of the above.
A
5.5.1
16. [A] Which statement is correct concerning station passage?
a. With VOR and VOR/DME, station passage occurs when the TO-FROM indicator makes
the first positive change to FROM.
b. With TACAN, station passage is determined when the range indicator stops decreasing.
c. When established in the VOR or TACAN holding patterns, station passage is determined
when the bearing pointer first moves through the wingtip position.
d. Both a and b are correct.
D
5.5
, 17. [A] Your aircraft is positioned relative to the Boomer TACAN as indicated in figure 9. You are
cleared direct to the 35 mile DME fix, Boomer TACAN 090° radial. Your initial no-wind heading should
be:
a. 060°.
b. 120°.
c. 210°.
d. 300°.
B
5.8.3.2
18. [A] Required Navigation Performance Type (RNP Type) is a value stating the actual position of the
aircraft for at least 95 percent of the total flying time from the intended position of that aircraft. This
must remain within value is typically expressed in:
a. kilometers.
b. nautical miles.
c. thousands of feet.
d. degrees of deviation from desired track.
B
5.9.3
19. [A] After setting the reported altimeter setting, the maximum error allowed when comparing the
indicated altitude to the elevation of a known ground checkpoint is:
a. 25 feet.
b. 50 feet.
c. 75 feet.
d. none of the above.
C
6.6.7.2
20. [A] Cold weather altimeter corrections are designed to adjust published instrument approach
procedure altitudes to ensure adequate obstacle clearance. This adjustment becomes important in
temperatures lower than standard since:
a. the aircraft's altitude is above the figure indicated by the altimeter.
b. the aircraft's higher true airspeed decreases the required obstruction clearance radius.
c. the aircraft's altitude is below the figure indicated by the altimeter.
d. both a and b above.
C
6.3.1
21. [A] MAJCOMs allowing aircraft to fly an instrument approach procedure using a lower category
must publish procedures to ensure that aircraft do not exceed _______________________.
a. TERPS airspace for the IAP being flown to include circling and missed approach.
b. 260 KTAS during a missed approach from an IAP flown to category C minimums.
c. minimum maneuvering airspeeds throughout the procedure.
d. all of the above.
A
6.5.1.1.5.1
22. [A] An aircraft can fly an IAP:
a. only for its own category.
b. only for its own category or lower.
c. only for its own category or higher unless authorized by MAJCOM directives.
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