Answer C — Page 624, Lesson 729

This is the answers section for a set of practice questions, so I’m going to walk you through each one as a teaching moment. Let’s start with question 7, which is about the angle of bank for a rate one turn. The formula to calculate angle of bank for a rate one turn is: angle of bank equals true airspeed divided by 10, plus 7 degrees. So if your true airspeed is 120 knots, you do 120 divided by 10, which is 12, then add 7, giving you 19 degrees of bank. That’s the answer for question 7. Now question 8 — the answer is D, and I’ll explain the reasoning behind it. This is about the rate of descent. The rule of thumb to calculate rate of descent in feet per minute is 5 times the aircraft’s ground speed. So if your ground speed is 100 knots, you multiply 5 by 100, giving you 500 feet per minute rate of descent. That’s the answer for question 8. Question 9 — the answer is A. This one is about TCAS, the Traffic Collision Avoidance System. Let me break down the three versions. TCAS I will issue a Traffic Advisory only — that’s just a warning to the pilot, and manoeuvre of the aircraft is prohibited. TCAS II will issue a Corrective Resolution Advisory, which instructs the pilot to take corrective action in the vertical plane only. TCAS III will issue a Corrective Resolution Advisory instructing the pilot to take corrective action in the vertical and/or horizontal planes. Now, there’s an important note here — don’t confuse a “Corrective Resolution Advisory” with a “Preventative Resolution Advisory.” A Preventative Resolution Advisory only provides limitations on aircraft manoeuvres, meaning it tells you what you cannot do. A Corrective Resolution Advisory, on the other hand, issues corrective aircraft manoeuvres, meaning it tells you what action to take. So for question 9, the answer is A. Question 10 — the answer is A. This is about a leak in the total pressure line, also called the pitot pressure line. If there’s a leak, it will exhaust a percentage of that pressure to atmosphere. This causes both the Airspeed Indicator, or ASI, and the Machmeter to under-read. The loss of pressure causes the airspeed capsules in both instruments to under-expand. So the instruments show a lower reading than actual. Question 11 — the answer is B. This is about a classic attitude indicator, which refers to an air-driven artificial horizon. During a standard 360-degree turn, you’ll see specific indications. Let me walk through the pitch and roll indications at different points in the turn. At roll-in, at 360 degrees, pitch is normal and roll is normal. At 90 degrees into the turn, pitch appears high, meaning nose up, and roll appears too low. At 180 degrees, pitch is still high, nose up, and roll is normal. At 270 degrees, pitch is high, nose up, and roll appears too high. Then at roll-out, at 360 degrees, pitch is normal and roll is normal. This error is corrected by the application of compensation tilt. Question 12 — the answer is A. This one refers back to question 6, so I’ll keep it brief. Question 13 — the answer is A. This can be proved on the navigation computer. You set all parameters for ISA, which is International Standard Atmosphere, at mean sea level. Then you read off CAS, which is Calibrated Airspeed, on the inner scale against TAS, True Airspeed, on the outer scale. They are the same. That’s the answer for question 13. So to recap the key points: rate one turn angle of bank formula, rate of descent rule of thumb, the differences between TCAS I, II, and III, the pitot line leak effect, the classic attitude indicator errors, and the ISA relationship between CAS and TAS.