Whatis Your Aviation Knowledge Ranking? Part 1/5

I have no idea. q = Dynamic Pressure = ½ρV² = ½ x Density x Velocity² q = Dynamic Pressure = ½ρV² = ½ x Fluid Density x True Airspeed² q = Dynamic Pressure = Pitot Pressure + Static Pressure q = Lift = ½βV² = ½ x Wing Surface x Velocity² q = Pressure = ½ρV² = ½ x Air Density x Acceleration² q = quantum energy²

i have no idea wing wing chord line wing leading edge wing mean chamber wing mean chord wing planform

Emergency Operations Standard Implementation Directive => Part of the local AIP published by the operator to make it complusory for pilots to follow standard procedures in emergency situations Emergency Operations Standard Instrument Doctrine => Part of the AFM produced by the local authorities which contains standard instrument procedures and checklists that is to be followed in case of an emergency or distress Engine Operational Standard Instrument Departure => Another name for SIDs that is part of the AIP, published by the local authorities as a standard procedure to be followed during departures in normal operational conditions Engine Operations and Standard Inspection Directive => A part of the AIP published by the authorities which regulates the operational standards and inspections of aircraft engines including regulations on noise abatement procedures Engine Out Standard Instrument Departure => A departure procedure diverging from the standard instrument departure and is to be used in an engine out situation. Published by the operator and proposed for approval to the local authorities Engine Out Standard Instrument Departure => A departure procedure diverging from the standard instrument departure procedure. To be followed in case of an engine failure. Published and implemented by the local authorities I have no idea

Because a boeing is heavier compared to a jet fighter and even with 4 engines, it will not be able to produce sufficient lift to counteract its weight thus unabling it to maintain altitude Because a boeing is not a jet fighter and does not have the maneuveribility of a jet fighter Because a jet fighter has a more powerful thrust compared to a 747 giving more accelration and thus producing more lift for it to maintain its altitude Because an F-22 has a thrust-to-weight ratio of more than 1, which if combined by any lift produced by its fuselage would be sufficient to counteract its weight and maintain its altitude in such a flight condition Because compared to a Boeing 747, an F-22 has more excess lift as an effect of its powerful thrust enabling it to maintain its altitude in any flight condition Because jet fighters are agile and powerful, plus it is lighter than a boeing 747. A Boeing is not designed to fly at such bank angles, thus it will exceed its limitations I have no idea

2.8 minutes 24 minutes 6 miles 7 minutes 8 minutes between 5 to 10 minutes What is a cone of confusion? I am confused

Because the TCAS can only give one information at a time and it also cannot give accurate horizontal directions because it was not set in the correct mode. Plus, an atc instruction was also given and this takes priority over the TCAS Because the TCAS cannot determine an aircraft's bearing in relation to another aircraft but can only read it's height. It works on the concept of a secondary radar where it interrogates the intruder aircraft for its baro-altitude. Because the TCAS of both aircrafts were malfunctioned. It should have given both information at the same time. Because the TCAS will take only the fastest possible solution and put it as an advisory, it this case, since the two aircrafts were already too close to each other, the TCAS advised them to climb and descent instead. It can give lateral directions. I have no idea TCAS works on the basis of CPA. At high closure speeds, time and not distance is more crucial. This plus to the fact that a transponder can give a more accurate baro information than bearing is why present TCAS only gives vertical resolutions The TCAS was wrongly programmed and it should have given both the lateral and the vertical resolutions

Air France 4590 - Gonesse, France KLM 4805, Tenerife Lauda Air Flight 004 - Ban Nong Rong, Thailand Pan American World Airways Flight 103 - Lockerbie, Scotland Southwest Airlines Flight 1248 - Chicago Midway Airport, United States TAM Linhas Aereas 3054 - Sao Paulo, Brazil TAM Linhas Aereas Flight 402 - Sao Paulo, Brazil

Amelia Earheart - Canary Amelia Earheart - Lady Luck Charles Lindbergh - Mary Belle Charles Lindbergh - Spirit of St. Louis I have no idea John Wilkes Booth - Bel Air Wilbur Wright - Kitty Hawk

Between 10 to 150 MW Between 10 to 90 Volts Between 10 to 90 Watts Between 100 to 170 KVA Between 100 to 170 kW Between 5 to 70 kW Between 60 to 70 kW

A340-500 is not a fly-by-wire aircraft I have no idea No, but the A340-500 has a Tail-strike Sensor which delivers an ECAM warning to the crew No, the A340-500 does not have a Pitch Limit Indication System Yes, it is provided at Takeoff) From beginning of roll to 3 seconds after takeoff where maximum pitch attitude is optimized between 10° and 15° & at Landing) 15° below 400 feet/AMSL Yes, it is provided at Takeoff) From breaks release during roll to 3 seconds after takeoff where maximum pitch attitude is optimized between 10° and 15° & at Landing) 15° below 400 feet/AGL Yes, it is provided, at Takeoff) From power application to 3 sec after take off where maximum pitch attitude is optimized between 9.5° and 14°, & at Landing) 10° below 400 feet/AGL

Acceleration Error but only occurs in a classic strapdown INS which does not have Ring Laser Gyros Calculation and Pilot Error I have no idea Integration Drift where small errors in the measurement of acceleration and angular velocity are integrated into progressively larger errors in velocity, which is compounded into still greater errors in position Integration Error where errors in the measurement of angular acceleration and velocity are integrated into progressively larger acceleration error, which is compounded into still greater errors in position Magnetic Dip error which occurs when the aircraft is flying at relatively high latitudes where the angle of magnetic dip is extremely high. This is the same form of error which occurs in regular magnetic compasses Waypoints are not input into the IRS but into the FMS

I have no idea It is a system used in jet and turbine engines where water and coolant is sprayed or injected into the compressor to avoid excessive heating to the compressor blades which could eventually lead to a compressor stall or a rotor burst It is a system where water is injected into the pistons of a piston engine immediately after combustion occurs and allow the piston heads to cool faster and avoid excessive thermal expansion which may affect engine performance It is an inflight medical procedure where passengers who suffers an acute dehydration due to abnormal cabin humidity or any other reasons are given pure saline or H2O glucose injections to avoid further aggravation of their condition It is used in many types of engines, where water is injected into the intake air, especially in a jet engine. The effect is not to cool to the engine but instead to cool the air itself and increase it's density as well as to increase the mass It was used in piston engines and early jet engines to give additional power especially during the takeoff run. Water is injected into the intake air to cool the engine and allow a better engine perfrormance Water injection is a system used in piston engines where additional to the air and fuel mixture in the carburetor, water droplets are also injected into the venturi to avoid overheating of the mixture and prevent premature combustion

I do not know any of them I have no idea I only know : Trans Continental Airways, Midland Airlines and Tomsonair Airways They are for : Aer Lingus, Thomsonfly, BMI, Trans Continental Airlines, US Airways, The Royal Australian Air Force and Air Mauritanie They are for : Cactus TransAmerica Airlines, Crystal Shamrock Airways, Midwest Airlines, Thomsonair, Transpacific Continental Airways, Australian Airways, Mexicana Regional Transports They are for : Trans Continental, Her Majesty's Australian Government, Irish Aer Lingus, BMI, US Airways, Tomson Fly and British Midwest Regional They are for : US Aiways, Australian Wetleasing, Air Tomisko, Crystal Shamrock, Midwest Airlines,Trans Continental Airways and Aero Mexico

Austria, Hungary, Dubai, Papua New Guinea, United States and Switzerland Germany, Spain, Saudi Arabia, Papua New Guinea, United States and Portugal I have no idea Malaysia, Switzerland, Bahrain, Portugal, United States and Denmark Netherlands, Phillipines, Spain, Oman, United States and Sweden Portugal, Germany, East Timor, United States, Bahrain and Sweden Sweden, Portugal, Oman, East Timor, United Kingdom and Denmark

Altocumuls Castellanus Altocumulus Undulatus Cirrocumulus Contrail Cumulunimbus Calvus Fog Stratocumulus

610802 is a turbulence forecast. The forecast is light turbulence from less than 30 meters up to 2,400m/8,000 ft. 6= Turbulence group 1= Light turbulence 08= Height above aerodrome 02= Thickness of layer 610802 is an icing forecast. The forecast is for light icing from a height of 2,400m/8,000 ft. up to 3,000m/10,000 ft. 6= Icing group 1= Type of icing 080= Height above aerodrome 2= Thickness of layer I have no idea It is a code for weather type and time of it forming. 61 = Thunderstorms and shower 0802 = around 0800 for 2 hours It stands for the date and time of the particular forecast. 6 = month of June, 1 = stand for 1st day of the month 0802 = TAF valid from 0800 to 0200 of the next day in UTC Its a reference code for its corresponding sattelite imagery and infra-red weather mapping Those are serial numbers for the forecast. All forecasts have serial numbers so that pilots do not get confused on which forecast is produced for which time and airport.

"Cleared descent 4500, maintain heading and radial for teardrop entry for standard rejoin, call holding" "Due traffic, cleared for standard hold overhead VOR, right-turns maintaining 4500, call overhead" "Due traffic, cleared for teardrop entry, standard pattern, maintain 4500, call holding" "Due traffic, hold northwest of the VOR on the 030° Radial, left-hand turns, maintain 4500, call overhead" "Due traffic, hold Southwest of VOR on the 150° Radial, right hand turns, maintain 4500, call overhead" "Due traffic, hold southwest of VOR on the 210° Radial, right-hand turns, maintain 4500, call overhead" I have no idea

Boeing 727-200 Hawker Siddeley Trident HS121 Ilyushin Il-76 Lockheed L-1011 Tristar McDonnell Douglas DC-10 Tupolev TU-154M Tupolev TU-22M

14 main bogies on each side with two wheels on each. 16 main bogies on the aircraft with 2 wheels on each. 20 main bogies on each side with 2 wheels on each. 30 main wheels on 15 bogies on both sides. 7 main bogies per side of the aircraft with two wheels on each. Total of 28 main wheels. I have no idea There are no bogies on an Antonov

Accumulators accumulates energy, so why does it require gasses? Hydraulic accumulators do not have any gasses in it instead, like any other hydraulic systems, it uses oil or any incompressible fluids. No it is not true because all the gasses have been used in hydraulic accumulators. As long as it is an imcompressible fluid, it will work in accumulators No, it is not true as hydraulic accumulators do use Carbon Dioxide as it is fire retardent and can never combust. Oxygen however is never used as it has a totally opposite characteristic than CO2 Yes it is true that Helium and Nitrogen is preferred over O2 or carbon dioxide. This is because Carbon Dioxide can liquify at a lower pressure than those applied to an acumulator (around 800-900 psi) and oxygen may leak into the oil system & combust Yes it is true that Helium and Nitrogen is preferred over O2 or CO2 because 02 may leak into the hydraulics system and cause a fire while CO2 has a low freezing point compared to Helium or Nitrogen Yes it is true that Helium and Nitrogen is preffered over O2 and CO2 because both of the latter gasses has a high combustability and may cause a very high fire risk especially when it leaks into the hydraulic oil lines