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| | {
| | "air-law": {
| | "code": "10",
| | "name": "Air Law",
| | "questions": [
| | {
| | "text": "Which area could be crossed with certain restrictions?",
| | "options": {
| | "A": "No-fly zone",
| | "B": "Restricted area",
| | "C": "Prohibited area",
| | "D": "Dangerous area"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 1
| | },
| | {
| | "text": "Where can the type of restriction for a restricted airspace be found?",
| | "options": {
| | "A": "AIC",
| | "B": "ICAO chart 1:500000",
| | "C": "AIP",
| | "D": "NOTAM"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 2
| | },
| | {
| | "text": "What is the status of the rules and procedures created by the EASA? (e.g. Part-SFCL, Part-MED)",
| | "options": {
| | "A": "They are not legally binding, they only serve as a guide",
| | "B": "Only after a ratification by individual EU member states they are legally binding",
| | "C": "They are part of the EU regulation and legally binding to all EU member states",
| | "D": "They have the same status as ICAO Annexes"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 3
| | },
| | {
| | "text": "What is the meaning of the abbreviation \"ARC\"?",
| | "options": {
| | "A": "Airworthiness Recurring Control",
| | "B": "Airspace Rulemaking Committee",
| | "C": "Airworthiness Review Certificate",
| | "D": "Airspace Restriction Criteria"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 4
| | },
| | {
| | "text": "The \"Certificate of Airworthiness\" is issued by the state...",
| | "options": {
| | "A": "Of the residence of the owner",
| | "B": "In which the aircraft is registered.",
| | "C": "In which the airworthiness review is done.",
| | "D": "In which the aircraft is constructed."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 5
| | },
| | {
| | "text": "The validity of a medical examination certificate class 2 for a 62 years old pilot is...",
| | "options": {
| | "A": "12 Months.",
| | "B": "48 Months.",
| | "C": "24 Months.",
| | "D": "60 Months."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 6
| | },
| | {
| | "text": "What is the meaning of the abbreviation \"TRA\"?",
| | "options": {
| | "A": "Transponder Area",
| | "B": "Temporary Reserved Airspace",
| | "C": "Terminal Area",
| | "D": "Temporary Radar Routing Area"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 7
| | },
| | {
| | "text": "What has to be considered when entering an RMZ?",
| | "options": {
| | "A": "To obtain a clearance to enter this area",
| | "B": "To permanently monitor the radio and if possible to establish radio contact",
| | "C": "To obtain a clearance from the local aviation authority",
| | "D": "The transponder has to be switched on Mode C and squawk 7000"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 8
| | },
| | {
| | "text": "What is the meaning of an area marked as \"TMZ\"?",
| | "options": {
| | "A": "Transponder Mandatory Zone",
| | "B": "Transportation Management Zone",
| | "C": "Touring Motorglider Zone",
| | "D": "Traffic Management Zone"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 9
| | },
| | {
| | "text": "Two engine-driven aircraft are flying on crossing courses at the same altitude. Which one has to divert?",
| | "options": {
| | "A": "Both have to divert to the left",
| | "B": "The lighter one has to climb",
| | "C": "The heavier one has to climb",
| | "D": "Both have to divert to the right"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 10
| | },
| | {
| | "text": "Two aeroplanes are flying on crossing tracks. Which one has to divert?",
| | "options": {
| | "A": "Both have to divert to the lef",
| | "B": "The aircraft which flies from left to right has the right of priority",
| | "C": "Both have to divert to the right",
| | "D": "The aircraft which flies from right to left has the right of priority"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 11
| | },
| | {
| | "text": "What is the minimum flight visibility in airspace \"E\" for an aircraft operating under VFR at FL75?",
| | "options": {
| | "A": "8000 m",
| | "B": "1500 m",
| | "C": "3000 m",
| | "D": "5000 m"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 12
| | },
| | {
| | "text": "What is the minimum flight visibility in airspace \"C\" below FL 100 for an aircraft operating under VFR?",
| | "options": {
| | "A": "1.5 km",
| | "B": "8 km",
| | "C": "5 km",
| | "D": "10 km"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 13
| | },
| | {
| | "text": "What is the minimum flight visibility in airspace \"C\" at and above FL 100 for an aircraft operating under VFR?",
| | "options": {
| | "A": "1.5 km",
| | "B": "10 km",
| | "C": "5 km",
| | "D": "8 km"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 14
| | },
| | {
| | "text": "The term \"ceiling\" is defined as the...",
| | "options": {
| | "A": "Height of the base of the highest layer of clouds covering more than half of the sky below 20000 ft.",
| | "B": "Height of the base of the lowest layer of clouds covering more than half of the sky below 10000 ft.",
| | "C": "Height of the base of the lowest layer of clouds covering more than half of the sky below 20000 ft.",
| | "D": "Altitude of the base of the lowest layer of clouds covering more than half of the sky below 20000 ft."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 15
| | },
| | {
| | "text": "A transponder with the ability to send the current pressure level is a...",
| | "options": {
| | "A": "Transponder approved for airspace \"B\".",
| | "B": "Mode C or S transponder.",
| | "C": "Pressure-decoder.",
| | "D": "Mode A transponder."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 16
| | },
| | {
| | "text": "Which transponder code indicates a loss of radio communication?",
| | "options": {
| | "A": "2000",
| | "B": "7600",
| | "C": "7000",
| | "D": "7700"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 17
| | },
| | {
| | "text": "What is the correct phrase with respect to wake turbulence to indicate that a light aircraft is following an aircraft of a higher wake turbulence category?",
| | "options": {
| | "A": "Caution wake turbulence",
| | "B": "Be careful wake winds",
| | "C": "Danger jet blast",
| | "D": "Attention propwash"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 18
| | },
| | {
| | "text": "What information is provided in the general part (GEN) of the AIP?",
| | "options": {
| | "A": "Table of content, classification of airfields with corresponding maps, approach charts, taxi charts, restricted and dangerous airspaces",
| | "B": "Access restrictions for airfields, passenger controls, requirements for pilots, license samples and validity periods",
| | "C": "Map icons, list of radio nav aids, time for sunrise and sunset, airport fees, air traffic control fees",
| | "D": "Warnings for aviation, ATS airspaces and routes, restricted and dangerous airspaces"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 19
| | },
| | {
| | "text": "Which are the different parts of the Aeronautical Information Publication (AIP)?",
| | "options": {
| | "A": "GEN MET RAC",
| | "B": "GEN AGA COM",
| | "C": "GEN COM MET",
| | "D": "GEN ENR AD"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 20
| | },
| | {
| | "text": "What is the purpose of the signal square at an aerodrome?",
| | "options": {
| | "A": "It is an illuminated area on which search and rescue and fire fighting vehicles are placed",
| | "B": "It contains special symbols to indicate the conditions at the aerodrome visually to over-flying aircraft",
| | "C": "Aircraft taxi to this square to get light signals for taxi and take-off clearance",
| | "D": "It is a specially marked area to pick up or drop towing objects"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 21
| | },
| | {
| | "text": "How are two parallel runways designated?",
| | "options": {
| | "A": "The left runway gets the suffix \"L\", the right runway remains unchanged",
| | "B": "The left runway gets the suffix \"L\", the right runway \"R\"",
| | "C": "The left runway remains unchanged, the right runway designator is increased by 1",
| | "D": "The left runway gets the suffix \"-1\", the right runway \"-2\""
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 22
| | },
| | {
| | "text": "Which runway designators are correct for 2 parallel runways?",
| | "options": {
| | "A": "\"26\" and \"26R\"",
| | "B": "\"06L\" and \"06R\"",
| | "C": "\"18\" and \"18-2\"",
| | "D": "\"24\" and \"25\""
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 23
| | },
| | {
| | "text": "What is the meaning of this sign at an aerodrome? See figure (ALW-011) Siehe Anlage 1",
| | "options": {
| | "A": "After take-off and before landing all turns have to be made to the right",
| | "B": "Caution, manoeuvring area is poor",
| | "C": "Glider flying is in progress",
| | "D": "Landing prohibited for a longer period"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 24
| | },
| | {
| | "text": "What is the meaning of \"DETRESFA\"?",
| | "options": {
| | "A": "Distress phase",
| | "B": "Alerting phase",
| | "C": "Uncertainty phase",
| | "D": "Rescue phase"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 25
| | },
| | {
| | "text": "Who provides search and rescue service?",
| | "options": {
| | "A": "Only civil organisations",
| | "B": "Both military and civil organisations",
| | "C": "Only military organisations",
| | "D": "International approved organisations"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 26
| | },
| | {
| | "text": "With respect to aircraft accident and incident investigation, what are the three categories regarding aircraft occurrences?",
| | "options": {
| | "A": "Event Crash Disaster",
| | "B": "Event Serious event Accident",
| | "C": "Happening Event Serious event",
| | "D": "Incident Serious incident Accident"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 27
| | },
| | {
| | "text": "During slope soaring you have the hill to your left side, another glider is approaching from the opposite side at the same altitude. How do you react?",
| | "options": {
| | "A": "You divert to the right",
| | "B": "You expect the opposite glider to divert",
| | "C": "You divert to the right and expect the opposite glider to do the same",
| | "D": "You pull on the elevator and divert upward"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 28
| | },
| | {
| | "text": "Along with other gliders, you are circling in a thermal updraft. Who determines the direction of circling?",
| | "options": {
| | "A": "Circling is general to the left",
| | "B": "The glider who entered the updraft at first",
| | "C": "The glider with greatest bank angle",
| | "D": "The glider at highest altitude"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 29
| | },
| | {
| | "text": "Is it possible to enter airspace C with a glider plane?",
| | "options": {
| | "A": "Yes, but only with transponder activated",
| | "B": "No",
| | "C": "With restrictions, in case of less air traffic",
| | "D": "Yes, but only with approval of the respective ATC unit"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 30
| | },
| | {
| | "text": "The holder of an SPL license or LAPL(S) license completed a total of 9 winch launches, 4 launches in aero-tow and 2 bungee launches during the last 24 months. What launch methods may the pilot conduct as PIC today?",
| | "options": {
| | "A": "Winch and bungee.",
| | "B": "Winch, bungee and aero-tow.",
| | "C": "Winch and aero-tow.",
| | "D": "Aero-tow and bungee."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 31
| | },
| | {
| | "text": "Which of the following documents have to be on board for an international flight? a) Certificate of aircraft registration b) Certificate of airworthiness c) Airworthiness review certificate d) EASA Form-1 e) Airplane logbook f) Appropriate papers for every crew member g) Technical logbook",
| | "options": {
| | "A": "B, c, d, e, f, g",
| | "B": "A, b, c, e, f",
| | "C": "D, f, g",
| | "D": "A, b, e, g"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 32
| | },
| | {
| | "text": "What is the minimum flight visibility in airspace \"C\" for an aircraft operating under VFR at FL110?",
| | "options": {
| | "A": "1500 m",
| | "B": "3000 m",
| | "C": "8000 m",
| | "D": "5000 m"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 33
| | },
| | {
| | "text": "During a flight at FL 80, the altimeter setting has to be...",
| | "options": {
| | "A": "Local QFE.",
| | "B": "Local QNH.",
| | "C": "1030.25 hPa.",
| | "D": "1013.25 hPa."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 34
| | },
| | {
| | "text": "What is the purpose of the semi-circular rule?",
| | "options": {
| | "A": "To fly without a filed flight plan in prescribed zones published in the AIP",
| | "B": "To avoid collisions by suspending turning manoeuvres",
| | "C": "To avoid collisions by reducing the probability of opposing traffic at the same altitude",
| | "D": "To allow safe climbing or descending in a holding pattern"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 35
| | },
| | {
| | "text": "Which transponder code should be set during a radio failure without any request?",
| | "options": {
| | "A": "7700",
| | "B": "7600",
| | "C": "7500",
| | "D": "7000"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 36
| | },
| | {
| | "text": "Which transponder code has to be set unrequested during an emergency?",
| | "options": {
| | "A": "7500",
| | "B": "7700",
| | "C": "7000",
| | "D": "7600"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 37
| | },
| | {
| | "text": "Which air traffic service is responsible for the safe conduct of flights?",
| | "options": {
| | "A": "ATC (air traffic control)",
| | "B": "AIS (aeronautical information service)",
| | "C": "ALR (alerting service)",
| | "D": "FIS (flight information service)"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 38
| | },
| | {
| | "text": "Which air traffic services can be expected within an FIR (flight information region)?",
| | "options": {
| | "A": "FIS (flight information service) ALR (alerting service)",
| | "B": "ATC (air traffic control) FIS (flight information service)",
| | "C": "ATC (air traffic control) AIS (aeronautical information service)",
| | "D": "AIS (aeronautical information service) SAR (search and rescue)"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 39
| | },
| | {
| | "text": "Which of the following options states a correct position report?",
| | "options": {
| | "A": "DEABC reaching \"N\"",
| | "B": "DEABC, \"N\", 2500 ft",
| | "C": "DEABC over \"N\" in FL 2500 ft",
| | "D": "DEABC over \"N\" at 35"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 40
| | },
| | {
| | "text": "The shown NOTAM is valid until... A1024/13 A) LOWW B) 1305211200 C) 1305211400 E) STOCKERAU VOR STO 113.00 UNSERVICEABLE.",
| | "options": {
| | "A": "13/10/2013 00:00 UTC.",
| | "B": "21/05/2014 13:00 UTC.",
| | "C": "21/05/2013 14:00 UTC.",
| | "D": "13/05/2013 12:00 UTC."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 41
| | },
| | {
| | "text": "The term \"aerodrome elevation\" is defined as...",
| | "options": {
| | "A": "The highest point of the apron.",
| | "B": "The lowest point of the landing area.",
| | "C": "The highest point of the landing area.",
| | "D": "The average value of the height of the manoeuvring area."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 42
| | },
| | {
| | "text": "Of what shape is a landing direction indicator?",
| | "options": {
| | "A": "T",
| | "B": "A straight arrow",
| | "C": "L",
| | "D": "An angled arrow"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 43
| | },
| | {
| | "text": "What is indicated by a pattern of longitudinal stripes of uniform dimensions disposed symmetrically about the centerline of a runway?",
| | "options": {
| | "A": "At this point the glide path of an ILS hits the runway",
| | "B": "Do not touch down before them",
| | "C": "Do not touch down behind them",
| | "D": "A ground roll could be started from this position"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 44
| | },
| | {
| | "text": "Which validity does the \"Certificate of Airworthiness\" have?",
| | "options": {
| | "A": "Unlimited",
| | "B": "12 years",
| | "C": "6 months",
| | "D": "12 months"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 45
| | },
| | {
| | "text": "A pilot license issued in accordance with ICAO Annex 1 is valid in...",
| | "options": {
| | "A": "Those countries that have accepted this license on application.",
| | "B": "The country where the license was acquired.",
| | "C": "All ICAO countries.",
| | "D": "The country where the license was issued."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 46
| | },
| | {
| | "text": "What is the subject of ICAO Annex 1?",
| | "options": {
| | "A": "Flight crew licensing",
| | "B": "Air traffic services",
| | "C": "Rules of the air",
| | "D": "Operation of aircraft"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 47
| | },
| | {
| | "text": "What is the minimum flight visibility in airspace \"C\" for an aircraft operating under VFR at FL125?",
| | "options": {
| | "A": "8000 m",
| | "B": "1500 m",
| | "C": "5000 m",
| | "D": "3000 m"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 48
| | },
| | {
| | "text": "What are the minimum distances to clouds for a VFR flight in airspace \"B\"?",
| | "options": {
| | "A": "Horizontally 1.500 m, vertically 300 m",
| | "B": "Horizontally 1.500 m, vertically 1.000 m",
| | "C": "Horizontally 1.000 m, vertically 300 m",
| | "D": "Horizontally 1.000 m, vertically 1.500 ft"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 49
| | },
| | {
| | "text": "Being intercepted by a military aircraft at daytime, what is the meaning of the following signal: A sudden heading change of 90 degrees or more and a pull-up of the aircraft without crossing the track of the intercepted aircraft?",
| | "options": {
| | "A": "Follow me, i will bring you to the next suitable airfield",
| | "B": "You may continue your flight",
| | "C": "Prepare for a safety landing, you have entered a prohibited area",
| | "D": "You are entering a restricted area, leave the airspace immediately"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 50
| | },
| | {
| | "text": "Which answer is correct with regard to separation in airspace \"E\"?",
| | "options": {
| | "A": "VFR traffic is not separated from any other traffic",
| | "B": "VFR traffic is separated only from IFR traffic",
| | "C": "VFR traffic is separated from VFR and IFR traffic",
| | "D": "IFR traffic is separated only from VFR traffic"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 51
| | },
| | {
| | "text": "A Pre-Flight Information Bulletin (PIB) is a presentation of current...",
| | "options": {
| | "A": "AIC information of operational significance prepared after the flight.",
| | "B": "AIP information of operational significance prepared prior to flight.",
| | "C": "NOTAM information of operational significance prepared prior to flight.",
| | "D": "ICAO information of operational significance prepared after the flight."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 52
| | },
| | {
| | "text": "How can a wind direction indicator be marked for better visibility?",
| | "options": {
| | "A": "The wind direction indicator may be mounted on top of the control tower.",
| | "B": "The wind direction indicator could be made from green materials.",
| | "C": "The wind direction indicator could be surrounded by a white circle.",
| | "D": "The wind direction indicator could be located on a big black surface."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 53
| | },
| | {
| | "text": "Which distances to clouds have to be maintained during a VFR flight in airpaces C, D and E?",
| | "options": {
| | "A": "1500 m horizontally, 1000 ft vertically",
| | "B": "1000 m horizontally, 1500 ft vertically",
| | "C": "1000 m horizontally, 300 m vertically",
| | "D": "1500 m horizontally, 1000 m vertically"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 54
| | },
| | {
| | "text": "How can a pilot confirm a search and rescue signal on ground in flight?",
| | "options": {
| | "A": "Push the rudder in both directions multiple times",
| | "B": "Fly in a parabolic flight path multiple times",
| | "C": "Rock the wings",
| | "D": "Deploy and retract the landing flaps multiple times"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 55
| | },
| | {
| | "text": "What is the meaning of the abbreviation \"SERA\"?",
| | "options": {
| | "A": "Selective Radar Altimeter",
| | "B": "Standardized European Rules of the Air",
| | "C": "Standard European Routes of the Air",
| | "D": "Specialized Radar Approach"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 56
| | },
| | {
| | "text": "A flight is called a \"visual flight\", if the...",
| | "options": {
| | "A": "Visibility in flight is more than 5 km.",
| | "B": "Flight is conducted under visual flight rules.",
| | "C": "Visibility in flight is more than 8 km.",
| | "D": "Flight is conducted in visual meteorological conditions."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 57
| | },
| | {
| | "text": "Air traffic control service is conducted by which services?",
| | "options": {
| | "A": "ALR (alerting service) SAR (search and rescue service) TWR (aerodrome control service)",
| | "B": "FIS (flight information service) AIS (aeronautical information service) AFS (aeronautical fixed telecommunication service)",
| | "C": "APP (approach control service) ACC (area control service) FIS (flight information service)",
| | "D": "TWR (aerodrome control service) APP (approach control service) ACC (area control service)"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 58
| | },
| | {
| | "text": "An aerodrome beacon (ABN) is a...",
| | "options": {
| | "A": "Fixed beacon installed at an airport or aerodrome to indicate its location to aircraft pilots from the air",
| | "B": "Rotating beacon installed at the beginning of the final approach to indicate its location to aircraft pilots from the air.",
| | "C": "Rotating beacon installed at an airport or aerodrome to indicate its location to aircraft pilots from the air.",
| | "D": "Rotating beacon installed at an airport or aerodrome to indicate its location to aircraft pilots from the ground."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 59
| | },
| | {
| | "text": "What is the primary purpose of an aircraft accident investigation?",
| | "options": {
| | "A": "To identify the reasons and work out safety recommendations",
| | "B": "To clarify questions of liability within the meaning of compensation for passengers",
| | "C": "To work for the public prosecutor and help to follow-up flight accidents",
| | "D": "To Determine the guilty party and draw legal consequences"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 60
| | },
| | {
| | "text": "The term \"runway\" is defined as a...",
| | "options": {
| | "A": "Round area on an aerodrome prepared for the landing and take-off of aircraft",
| | "B": "Rectangular area on a land aerodrome prepared for the landing and take-off of helicopters.",
| | "C": "Rectangular area on a land aerodrome prepared for the landing and take-off of aircraft.",
| | "D": "Rectangular area on a land or water aerodrome prepared for the landing and take-off of aircraft."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 61
| | },
| | {
| | "text": "A pilot can contact FIS (flight information service)...",
| | "options": {
| | "A": "By a personal visit.",
| | "B": "Via telephone.",
| | "C": "Via radio communication.",
| | "D": "Via internet."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 62
| | },
| | {
| | "text": "What is the meaning of the abbreviation \"VMC\"?",
| | "options": {
| | "A": "Variable meteorological conditions",
| | "B": "Visual meteorological conditions",
| | "C": "Instrument flight conditions",
| | "D": "Visual flight rules"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 63
| | },
| | {
| | "text": "What information is provided in the part \"AD\" of the AIP?",
| | "options": {
| | "A": "Warnings for aviation, ATS airspaces and routes, restricted and dangerous airspaces.",
| | "B": "Access restrictions for airfields, passenger controls, requirements for pilots, license samples and validity periods",
| | "C": "Table of content, classification of airfields with corresponding maps, approach charts, taxi charts",
| | "D": "Map icons, list of radio nav aids, time for sunrise and sunset, airport fees, air traffic control fees"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 64
| | }
| | ]
| | },
| | "aircraft-general-knowledge": {
| | "code": "20",
| | "name": "Aircraft General Knowledge",
| | "questions": [
| | {
| | "text": "How is referred to a tubular steel construction with a non self-supporting skin?",
| | "options": {
| | "A": "Grid construction",
| | "B": "Honeycomb structure",
| | "C": "Monocoque construction",
| | "D": "Semi-monocoque construction."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 1
| | },
| | {
| | "text": "A construction made of frames and stringer with a supporting skin is called...",
| | "options": {
| | "A": "Honeycomb structure",
| | "B": "Wood- or mixed construction.",
| | "C": "Semi-monocoque construction.",
| | "D": "Grid construction."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 2
| | },
| | {
| | "text": "What are the major components of an aircraft's tail?",
| | "options": {
| | "A": "Rudder and ailerons",
| | "B": "Steering wheel and pedals",
| | "C": "Horizontal tail and vertical tail",
| | "D": "Ailerons and elevator"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 3
| | },
| | {
| | "text": "Which constructional elements give the wing its profile shape?",
| | "options": {
| | "A": "Rips",
| | "B": "Planking",
| | "C": "Tip",
| | "D": "Spar"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 4
| | },
| | {
| | "text": "Which are the advantages of sandwich structures?",
| | "options": {
| | "A": "Low weight, high stiffness, high stability, and high strength",
| | "B": "High temperature durability and low weight",
| | "C": "High strength and good formability",
| | "D": "Good formability and high temperature durability"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 5
| | },
| | {
| | "text": "The fuselage structure may be damaged by...",
| | "options": {
| | "A": "Airspeed decreasing below a certain value.",
| | "B": "Neutralizing stick forces according to actual flight state",
| | "C": "Exceeding the manoeuvering speed in heavy gusts",
| | "D": "Stall after exceeding the maximum angle of attack."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 6
| | },
| | {
| | "text": "What is the effect of pulling the control yoke or stick backwards?",
| | "options": {
| | "A": "The aircraft's tail will produce an decreased upward force, causing the aircraft's nose to drop",
| | "B": "The aircraft's tail will produce an increased upward force, causing the aircraft's nose to rise",
| | "C": "The aircraft's tail will produce an increased downward force, causing the aircraft's nose to drop",
| | "D": "The aircraft's tail will produce an increased downward force, causing the aircraft's nose to rise"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 7
| | },
| | {
| | "text": "What is the purpose of the secondary flight controls?",
| | "options": {
| | "A": "To improve the performance characteristics of an aircraft and relieve the pilot of excessive control forces",
| | "B": "To improve the turn characteristics of an aircraft in the low speed regime during approach and landing",
| | "C": "To enable the pilot to control the aircraft's movements about its three axes",
| | "D": "To constitute a backup system for the primary flight controls"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 8
| | },
| | {
| | "text": "The trim wheel or lever in the cockpit is moved aft by the pilot. What effect does this action have on the trim tab and on the elevator?",
| | "options": {
| | "A": "The trim tab moves up, the elevator moves down",
| | "B": "The trim tab moves down, the elevator moves up",
| | "C": "The trim tab moves up, the elevator moves up",
| | "D": "The trim tab moves down, the elevator moves down"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 9
| | },
| | {
| | "text": "The Pitot / static system is required to...",
| | "options": {
| | "A": "Prevent potential static buildup on the aircraft.",
| | "B": "Measure total and static air pressure.",
| | "C": "Prevent icing of the Pitot tube.",
| | "D": "Correct the reading of the airspeed indicator to zero when the aircraft is static on the ground."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 10
| | },
| | {
| | "text": "Which pressure is sensed by the Pitot tube?",
| | "options": {
| | "A": "Dynamic air pressure",
| | "B": "Cabin air pressure",
| | "C": "Total air pressure",
| | "D": "Static air pressure"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 11
| | },
| | {
| | "text": "Which is the purpose of the altimeter subscale?",
| | "options": {
| | "A": "To correct the altimeter reading for system errors",
| | "B": "To reference the altimeter reading to a predetermined level such as mean sea level, aerodrome level or pressure level 1013.25 hPa",
| | "C": "To set the reference level for the altitude decoder of the transponder",
| | "D": "To adjust the altimeter reading for non-standard temperature"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 12
| | },
| | {
| | "text": "In which way may an altimeter subscale which is set to an incorrect QNH lead to an incorrect altimeter reading?",
| | "options": {
| | "A": "If the subscale is set to a higher than actual pressure, the indication is too high. This may lead to much closer proximity to the ground than intended",
| | "B": "If the subscale is set to a lower than actual pressure, the indication is too low. This may lead to much closer proximity to the ground than intended",
| | "C": "If the subscale is set to a higher than actual pressure, the indication is too low. This may lead to much greater heights above the ground than intended",
| | "D": "If the subscale is set to a lower than actual pressure, the indication is too high. This may lead to much closer proximity to the ground than intended"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 13
| | },
| | {
| | "text": "Lower-than-standard temperature may lead to...",
| | "options": {
| | "A": "An altitude indication which is too high.",
| | "B": "An altitude indication which is too low.",
| | "C": "A correct altitude indication as long as the altimeter subscale is set to correct for non-standard temperature.",
| | "D": "A blockage of the Pitot tube by ice, freezing the altimeter indication to its present value."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 14
| | },
| | {
| | "text": "During a flight in colder-than-ISA air the indicated altitude is...",
| | "options": {
| | "A": "Higher than the true altitude",
| | "B": "Eqal to the true altitude.",
| | "C": "Equal to the standard altitude.",
| | "D": "Lower than the true altitude"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 15
| | },
| | {
| | "text": "The vertical speed indicator measures the difference of pressure between...",
| | "options": {
| | "A": "The present dynamic pressure and the dynamic pressure of a previous moment.",
| | "B": "The present total pressure and the total pressure of a previous moment.",
| | "C": "The present dynamic pressure and the static pressure of a previous moment",
| | "D": "The present static pressure and the static pressure of a previous moment."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 16
| | },
| | {
| | "text": "An aircraft cruises on a heading of 180° with a true airspeed of 100 kt. The wind comes from 180° with 30 kt. Neglecting instrument and position errors, which will be the approximate reading of the airspeed indicator?",
| | "options": {
| | "A": "130 kt",
| | "B": "100 kt",
| | "C": "30 kt",
| | "D": "70 kt"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 17
| | },
| | {
| | "text": "Which of the following states the working principle of an airspeed indicator?",
| | "options": {
| | "A": "Dynamic air pressure is measured by the Pitot tube and converted into a speed indication by the airspeed indicator",
| | "B": "Total air pressure is measured by the static ports and converted into a speed indication by the airspeed indicator",
| | "C": "Total air pressure is measured and compared against static air pressure",
| | "D": "Static air pressure is measured and compared against a vacuum."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 18
| | },
| | {
| | "text": "What values are usually marked with a red line on instrument displays?",
| | "options": {
| | "A": "Operational limits",
| | "B": "Caution areas",
| | "C": "Operational areas",
| | "D": "Recommended areas"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 19
| | },
| | {
| | "text": "Which of the mentioned cockpit instruments is connected to the pitot tube?",
| | "options": {
| | "A": "Direct-reading compass",
| | "B": "Altimeter",
| | "C": "Vertical speed indicator",
| | "D": "Airspeed indicator"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 20
| | },
| | {
| | "text": "An aircraft in the northern hemisphere intends to turn on the shortest way from a heading of 270° to a heading of 360°. At approximately which indication of the magnetic compass should the turn be terminated?",
| | "options": {
| | "A": "270°",
| | "B": "030°",
| | "C": "360°",
| | "D": "330°"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 21
| | },
| | {
| | "text": "The term \"static pressure\" is defined as pressure...",
| | "options": {
| | "A": "Inside the airplane cabin.",
| | "B": "Of undisturbed airflow",
| | "C": "Resulting from orderly flow of air particles.",
| | "D": "Sensed by the pitot tube."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 22
| | },
| | {
| | "text": "What is a cause for the dip error on the direct-reading compass?",
| | "options": {
| | "A": "Acceleration of the airplane",
| | "B": "Temperature variations",
| | "C": "Deviation in the cockpit",
| | "D": "Inclination of earth's magnetic field lines"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 23
| | },
| | {
| | "text": "The Caution Area is marked on an airspeed indicator by what color?",
| | "options": {
| | "A": "Red",
| | "B": "Green",
| | "C": "White",
| | "D": "Yellow"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 24
| | },
| | {
| | "text": "What difference in altitude is shown by an altimeter, if the reference pressure scale setting is changed from 1000 hPa to 1010 hPa?",
| | "options": {
| | "A": "Zero",
| | "B": "80 m less than before",
| | "C": "80 m more than before",
| | "D": "Values depending on QNH"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 25
| | },
| | {
| | "text": "The altimeter's reference scale is set to airfield pressure (QFE). What indication is shown during the flight?",
| | "options": {
| | "A": "Altitude above MSL",
| | "B": "Height above airfield",
| | "C": "Airfield elevation",
| | "D": "Pressure altitude"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 26
| | },
| | {
| | "text": "A vertical speed indicator connected to a too big equalizing tank results in...",
| | "options": {
| | "A": "Mechanical overload",
| | "B": "No indication",
| | "C": "Indication too low",
| | "D": "Indication too high"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 27
| | },
| | {
| | "text": "A vertical speed indicator measures the difference between...",
| | "options": {
| | "A": "Total pressure and static pressure.",
| | "B": "Dynamic pressure and total pressure.",
| | "C": "Instantaneous static pressure and previous static pressure.",
| | "D": "Instantaneous total pressure and previous total pressure."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 28
| | },
| | {
| | "text": "What engines are commonly used with Touring Motor Gliders (TMG)?",
| | "options": {
| | "A": "2 plate Wankel",
| | "B": "2 Cylinder Diesel",
| | "C": "4 Cylinder 2 stroke",
| | "D": "4 Cylinder; 4 stroke"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 29
| | },
| | {
| | "text": "What is the meaning of the yellow arc on the airspeed indicator?",
| | "options": {
| | "A": "Cautious use of flaps or brakes to avoid overload.",
| | "B": "Speed for best glide can be found in this area.",
| | "C": "Flight only in calm weather with no gusts to avoid overload.",
| | "D": "Optimum speed while being towed behind aircraft."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 30
| | },
| | {
| | "text": "Which levers in a glider's cockpit are indicated by the colors red, blue and green? Levers for usage of ...",
| | "options": {
| | "A": "Gear, speed brakes and elevator trim tab.",
| | "B": "Speed brakes, cable release and elevator trim.",
| | "C": "Speed brakes, cabin hood lock and gear.",
| | "D": "Cabin hood release, speed brakes, elevator trim"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 31
| | },
| | {
| | "text": "The sandwich structure consists of two...",
| | "options": {
| | "A": "Thick layers and a light core material.",
| | "B": "Thick layers and a heavy core material.",
| | "C": "Thin layers and a light core material.",
| | "D": "Thin layers and a heavy core material"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 32
| | },
| | {
| | "text": "The load factor \"n\" describes the relationship between...",
| | "options": {
| | "A": "Weight and thrust.",
| | "B": "Drag and lift",
| | "C": "Lift and weight",
| | "D": "Thrust and drag."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 33
| | },
| | {
| | "text": "Which of the stated materials shows the highest strength?",
| | "options": {
| | "A": "Magnesium",
| | "B": "Carbon fiber re-inforced plastic",
| | "C": "Aluminium",
| | "D": "Wood"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 34
| | },
| | {
| | "text": "About how many axes does an aircraft move and how are these axes called?",
| | "options": {
| | "A": "3; vertical axis, lateral axis, longitudinal axis",
| | "B": "4; vertical axis, lateral axis, longitudinal axis, axis of speed",
| | "C": "3; x-axis, y-axis, z-axis",
| | "D": "4; optical axis, imaginary axis, sagged axis, axis of evil"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 35
| | },
| | {
| | "text": "How are the flight controls on a small single-engine piston aircraft normally controlled and actuated?",
| | "options": {
| | "A": "Manually through rods and control cables",
| | "B": "Hydraulically through hydraulic pumps and actuators",
| | "C": "Electrically through fly-by-wire",
| | "D": "Power-assisted through hydraulic pumps or electric motors"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 36
| | },
| | {
| | "text": "Which of the following options states all primary flight controls of an aircraft?",
| | "options": {
| | "A": "Flaps, slats, speedbrakes",
| | "B": "Elevator, rudder, aileron, trim tabs, high-lift wing devices, power controls",
| | "C": "Elevator, rudder, aileron",
| | "D": "All movable parts on the aircraft which aid in controlling the aircraft"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 37
| | },
| | {
| | "text": "A true altitude is...",
| | "options": {
| | "A": "A height above ground level corrected for non-standard temperature.",
| | "B": "A height above ground level corrected for non-standard pressure.",
| | "C": "An altitude above mean sea level corrected for non-standard temperature.",
| | "D": "A pressure altitude corrected for non-standard temperature."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 38
| | },
| | {
| | "text": "During a flight in an air mass with a temperature equal to ISA and the QNH set correctly, the indicated altitude is...",
| | "options": {
| | "A": "Lower than the true altitude.",
| | "B": "Equal to the standard atmosphere.",
| | "C": "Higher than the true altitude.",
| | "D": "Equal to the true altitude."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 39
| | },
| | {
| | "text": "Which instrument can be affected by the hysteresis error?",
| | "options": {
| | "A": "Direct reading compass",
| | "B": "Tachometer",
| | "C": "Vertical speed indicator",
| | "D": "Altimeter"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 40
| | },
| | {
| | "text": "Which of the following options states the working principle of a vertical speed indicator?",
| | "options": {
| | "A": "Measuring the present static air pressure and comparing it to the static air pressure inside a reservoir",
| | "B": "Measuring the vertical acceleration through the displacement of a gimbal-mounted mass",
| | "C": "Total air pressure is measured and compared to static pressure",
| | "D": "Static air pressure is measured and compared against a vacuum"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 41
| | },
| | {
| | "text": "What is the meaning of the red range on the airspeed indicator?",
| | "options": {
| | "A": "Speed which must not be exceeded regardless of circumstances",
| | "B": "Speed which must not be exceeded within bumpy air",
| | "C": "Speed which must not be exceeded with flaps extended",
| | "D": "Speed which must not be exceeded in turns with more than 45° bank"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 42
| | },
| | {
| | "text": "An aircraft in the northern hemisphere intends to turn on the shortest way from a heading of 030° to a heading of 180°. At approximately which indicated magnetic heading should the turn be terminated?",
| | "options": {
| | "A": "150°",
| | "B": "180°",
| | "C": "360°",
| | "D": "210°."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 43
| | },
| | {
| | "text": "An energy-compensated vertical speed inicator (VSI) shows during stationary glide the vertical speed...",
| | "options": {
| | "A": "Of the glider through surrounding air",
| | "B": "Of the airmass flown through.",
| | "C": "Of the glider plus movement of the air",
| | "D": "Of the glider minus movement of the air."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 44
| | },
| | {
| | "text": "During a right turn, the yaw string is drawn to the left from center position. By what rudder input can the string be centered again?",
| | "options": {
| | "A": "Less bank, less rudder in turn direction",
| | "B": "Less bank, more rudder in turn direction",
| | "C": "More bank, less rudder in turn direction",
| | "D": "More bank, more rudder in turn direction"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 45
| | },
| | {
| | "text": "What kind of defect results in loss of airworthiness of an airplane?",
| | "options": {
| | "A": "Dirty wing leading edge",
| | "B": "Crack in the cabin hood plastic",
| | "C": "Scratch on the outer painting",
| | "D": "Damage to load-bearing parts"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 46
| | },
| | {
| | "text": "The mass loaded on the plane is lower than the minimum load required by the load sheet. What action has to be taken?",
| | "options": {
| | "A": "Trim aircraft to \"pitch down\"",
| | "B": "Change pilot seat position",
| | "C": "Change incident angle of elevator",
| | "D": "Load ballast weight up to minimum load"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 47
| | },
| | {
| | "text": "Water ballast increases wing load by 40%. By what percentage does the minimum speed of the glider plane increase?",
| | "options": {
| | "A": "100%",
| | "B": "40%",
| | "C": "200%",
| | "D": "18%"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 48
| | },
| | {
| | "text": "The maximium load according load sheet has been exceeded. What action has to be taken?",
| | "options": {
| | "A": "Increase speed by 15%",
| | "B": "Reduce load",
| | "C": "Trim \"pitch-down\"",
| | "D": "Trim \"pitch-up\""
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 49
| | },
| | {
| | "text": "What is referred to as torsion-stiffed leading edge?",
| | "options": {
| | "A": "The part of the main cross-beam to support torsion forces.",
| | "B": "Special shape of the leading edge.",
| | "C": "The point where the torsion moment on a wing begins to decrease.",
| | "D": "Both-side planked leading edge (from edge to cross-beam) to support torsion forces."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 50
| | },
| | {
| | "text": "Information about maxmimum allowed airspeeds can be found where?",
| | "options": {
| | "A": "Airspeed indicator, cockpit panel and AIP part ENR",
| | "B": "POH, approach chart, vertical speed indicator",
| | "C": "POH and posting in briefing room",
| | "D": "POH, Cockpit panel, airspeed indicator"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 51
| | },
| | {
| | "text": "The thickness of the wing is defined as the distance between the lower and the upper side of the wing at the...",
| | "options": {
| | "A": "Thinnest part of the wing.",
| | "B": "Most inner part of the wing.",
| | "C": "Thickest part of the wing.",
| | "D": "Most outer part of the wing"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 52
| | },
| | {
| | "text": "Primary fuselage structures of wood or metal planes are usually made up by what components?",
| | "options": {
| | "A": "Covers, stringers and forming parts",
| | "B": "Frames and stringer",
| | "C": "Girders, rips and stringers",
| | "D": "Rips, frames and covers"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 53
| | },
| | {
| | "text": "The measurement of altitude is based on the change of the...",
| | "options": {
| | "A": "Static pressure.",
| | "B": "Dynamic pressure.",
| | "C": "Total pressure.",
| | "D": "Differential pressure."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 54
| | },
| | {
| | "text": "What is necessary for the determination of speed (IAS) by the airspeed indicator?",
| | "options": {
| | "A": "The difference between the total pressure and the dynamic pressure",
| | "B": "The difference between the dynamic pressure and the static pressure",
| | "C": "The difference between the standard pressure and the total pressure",
| | "D": "The difference betweeen the total pressure and the static presssure"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 55
| | },
| | {
| | "text": "An aircraft in the northern hemisphere intends to turn on the shortest way from a heading of 360° to a heading of 270°. At approximately which indication of the magnetic compass should the turn be terminated?",
| | "options": {
| | "A": "360°",
| | "B": "270°",
| | "C": "240°",
| | "D": "300°"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 56
| | },
| | {
| | "text": "The airspeed indicator is unservicable. The airplane may only be operated...",
| | "options": {
| | "A": "If no maintenance organisation is around.",
| | "B": "If only airfield patterns are flown",
| | "C": "When the airspeed indicator is fully functional again.",
| | "D": "When a GPS with speed indication is used during flight."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 57
| | },
| | {
| | "text": "During a left turn, the yaw string is drawn to the left from center position. By what rudder input can the string be centered again?",
| | "options": {
| | "A": "More bank, less rudder in turn direction",
| | "B": "Less bank, more rudder in turn direction",
| | "C": "Less bank, less rudder in turn direction",
| | "D": "More bank, more rudder in turn direction"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 58
| | },
| | {
| | "text": "What is the purpose of winglets?",
| | "options": {
| | "A": "To increase efficiency of aspect ratio.",
| | "B": "Reduction of induced drag.",
| | "C": "Increase gliging performance at high speed.",
| | "D": "Increase of lift and turning manoeuvering capabilities."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 59
| | },
| | {
| | "text": "A glider's trim lever is used to...",
| | "options": {
| | "A": "Reduce stick force on the elevator.",
| | "B": "Reduce stick force on the ailerons.",
| | "C": "Reduce stick force on the rudder.",
| | "D": "Reduce the adverse yaw."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 60
| | },
| | {
| | "text": "What are the primary and the secondary effects of a rudder input to the left?",
| | "options": {
| | "A": "Primary: yaw to the right Secondary: roll to the left",
| | "B": "Primary: yaw to the left Secondary: roll to the left",
| | "C": "Primary: yaw to the right Secondary: roll to the right",
| | "D": "Primary: yaw to the left Secondary: roll to the right"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 61
| | },
| | {
| | "text": "When trimming an aircraft nose up, in which direction does the trim tab move?",
| | "options": {
| | "A": "It moves down",
| | "B": "In direction of rudder deflection",
| | "C": "It moves up",
| | "D": "Depends on CG position"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 62
| | },
| | {
| | "text": "The trim is used to...",
| | "options": {
| | "A": "Adapt the control force.",
| | "B": "Increase adverse yaw.",
| | "C": "Move the centre of gravity",
| | "D": "Lock control elements."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 63
| | },
| | {
| | "text": "QFE is the...",
| | "options": {
| | "A": "Altitude above the reference pressure level 1013.25 hPa.",
| | "B": "Magnetic bearing to a station.",
| | "C": "Barometric pressure adjusted to sea level, using the international standard atmosphere (ISA).",
| | "D": "Barometric pressure at a reference datum, typically the runway threshold of an airfield."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 64
| | },
| | {
| | "text": "The compass error caused by the aircraft's magnetic field is called...",
| | "options": {
| | "A": "Inclination",
| | "B": "Variation.",
| | "C": "Deviation",
| | "D": "Declination."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 65
| | },
| | {
| | "text": "Which cockpit instruments are connected to the static port?",
| | "options": {
| | "A": "Airspeed indicator, direct-reading compass, slip indicator",
| | "B": "Airspeed indicator, altimeter, direct-reading compass",
| | "C": "Altimeter, slip indicator, navigational computer",
| | "D": "Altimeter, vertical speed indicator, airspeed indicator"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 66
| | },
| | {
| | "text": "What does the dynamic pressure depend directly on?",
| | "options": {
| | "A": "Lift- and drag coefficient",
| | "B": "Air density and airflow speed squared",
| | "C": "Air density and lift coefficient",
| | "D": "Air pressure and air temperature"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 67
| | },
| | {
| | "text": "Airspeed indicator, altimeter and vertical speed indicator all show incorrect indications at the same time. What error can be the cause?",
| | "options": {
| | "A": "Blocking of static pressure lines.",
| | "B": "Leakage in compensation vessel.",
| | "C": "Blocking of pitot tube",
| | "D": "Failure of the electrical system."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 68
| | },
| | {
| | "text": "A movement around the longitudinal axis is primarily initiated by the...",
| | "options": {
| | "A": "Elevator.",
| | "B": "Ailerons.",
| | "C": "Trim tab.",
| | "D": "Rudder"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 69
| | },
| | {
| | "text": "A flight level is a...",
| | "options": {
| | "A": "True altitude.",
| | "B": "Altitude above ground.",
| | "C": "Density altitude.",
| | "D": "Pressure altitude."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 70
| | },
| | {
| | "text": "The indication of a magnetic compass deviates from magnetic north direction due to what errors?",
| | "options": {
| | "A": "Inclination and declination of the earth's magnetic field",
| | "B": "Gravity and magnetism",
| | "C": "Deviation, turning and acceleration errors",
| | "D": "Variation, turning and acceleration errors"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 71
| | },
| | {
| | "text": "When is it necessary to adjust the pressure in the reference scale of an alitimeter?",
| | "options": {
| | "A": "After maintance has been finished",
| | "B": "Every day before the first flight",
| | "C": "Once a month before flight operation",
| | "D": "Before every flight and during cross country flights"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 72
| | },
| | {
| | "text": "The term \"inclination\" is defined as...",
| | "options": {
| | "A": "Deviation induced by electrical fields.",
| | "B": "Angle between magnetic and true north",
| | "C": "Angle between earth's magnetic field lines and horizontal plane.",
| | "D": "Angle between airplane's longitudinal axis and true north."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 73
| | },
| | {
| | "text": "With decreasing air density the airflow speed increases at stall speed (TAS) and vice verca. How has a final approach to be conducted on a hot summer day?",
| | "options": {
| | "A": "With increased speed indication (IAS)",
| | "B": "With unchanged speed indication (IAS)",
| | "C": "With decreased speed indication (IAS)",
| | "D": "With additional speed according POH"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 74
| | }
| | ]
| | },
| | "flight-performance-and-planning": {
| | "code": "30",
| | "name": "Flight Performance and Planning",
| | "questions": [
| | {
| | "text": "Exceeding the maximum allowed aircraft mass is...",
| | "options": {
| | "A": "Compensated by the pilot's control inputs.",
| | "B": "Only relevant if the excess is more than 10 %.",
| | "C": "Exceptionally permissible to avoid delays",
| | "D": "Not permissible and essentially dangerous"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 1
| | },
| | {
| | "text": "The center of gravity has to be located...",
| | "options": {
| | "A": "Behind the rear C.G. limit",
| | "B": "In front of the front C.G. limit.",
| | "C": "Right of the lateral C. G. limit.",
| | "D": "Between the front and the rear C.G. limit."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 2
| | },
| | {
| | "text": "An aircraft must be loaded and operated in such a way that the center of gravity (CG) stays within the approved limits during all phases of flight. This is done to ensure...",
| | "options": {
| | "A": "That the aircraft does not exceed the maximum permissible airspeed during a descent",
| | "B": "Both stability and controllability of the aircraft.",
| | "C": "That the aircraft does not tip over on its tail while it is being loaded.",
| | "D": "That the aircraft does not stall."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 3
| | },
| | {
| | "text": "The empty weight and the corresponding center of gravity (CG) of an aircraft are initially determined...",
| | "options": {
| | "A": "By weighing.",
| | "B": "By calculation.",
| | "C": "For one aircraft of a type only, since all aircraft of the same type have the same mass and CG position",
| | "D": "Through data provided by the aircraft manufacturer."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 4
| | },
| | {
| | "text": "Baggage and cargo must be properly stowed and fastened, otherwise a shift of the cargo may cause...",
| | "options": {
| | "A": "Calculable instability if the C.G. is shifting by less than 10 %.",
| | "B": "Continuous attitudes which can be corrected by the pilot using the flight controls.",
| | "C": "Structural damage, angle of attack stability, velocity stability.",
| | "D": "Uncontrollable attitudes, structural damage, risk of injuries."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 5
| | },
| | {
| | "text": "The total weight of an aeroplane is acting vertically through the...",
| | "options": {
| | "A": "Stagnation point.",
| | "B": "Center of pressure.",
| | "C": "Neutral point.",
| | "D": "Center of gravity"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 6
| | },
| | {
| | "text": "The term \"center of gravity\" is defined as...",
| | "options": {
| | "A": "Another designation for the neutral point.",
| | "B": "The heaviest point on an aeroplane.",
| | "C": "Half the distance between the neutral point and the datum line.",
| | "D": "Half the distance between the neutral point and the datum line."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 7
| | },
| | {
| | "text": "The center of gravity (CG) defines...",
| | "options": {
| | "A": "The product of mass and balance arm",
| | "B": "The point on the longitudinal axis or its extension from which the centers of gravity of all masses are referenced.",
| | "C": "The point on the longitudinal axis or its extension from which the centers of gravity of all masses are referenced.",
| | "D": "The point through which the force of gravity is said to act on a mass."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 8
| | },
| | {
| | "text": "The term \"moment\" with regard to a mass and balance calculation is referred to as...",
| | "options": {
| | "A": "Sum of a mass and a balance arm.",
| | "B": "Difference of a mass and a balance arm.",
| | "C": "Quotient of a mass and a balance arm.",
| | "D": "Product of a mass and a balance arm."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 9
| | },
| | {
| | "text": "The term \"balance arm\" in the context of a mass and balance calculation defines the...",
| | "options": {
| | "A": "Distance of a mass from the center of gravity",
| | "B": "Point on the longitudinal axis of an aeroplane or its extension from which the centers of gravity of all masses are referenced.",
| | "C": "Distance from the datum to the center of gravity of a mass.",
| | "D": "Point through which the force of gravity is said to act on a mass."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 10
| | },
| | {
| | "text": "The distance between the center of gravity and the datum is called...",
| | "options": {
| | "A": "Lever.",
| | "B": "Torque.",
| | "C": "Span width.",
| | "D": "Balance arm."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 11
| | },
| | {
| | "text": "The balance arm is the horizontal distance between...",
| | "options": {
| | "A": "The C.G. of a mass and the rear C.G. limit.",
| | "B": "The front C.G. limit and the datum line",
| | "C": "The front C.G. limit and the rear C.G. limit.",
| | "D": "The C.G. of a mass and the datum line."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 12
| | },
| | {
| | "text": "The required data for a mass and balance calculation including masses and balance arms can be found in the...",
| | "options": {
| | "A": "Certificate of airworthiness",
| | "B": "Mass and balance section of the pilot's operating handbook of this particular aircraft.",
| | "C": "Performance section of the pilot's operating handbook of this particular aircraft.",
| | "D": "Documentation of the annual inspection."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 13
| | },
| | {
| | "text": "Which section of the flight manual describes the basic empty mass of an aircraft?",
| | "options": {
| | "A": "Limitations",
| | "B": "Normal procedures",
| | "C": "Weight and balance",
| | "D": "Performance"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 14
| | },
| | {
| | "text": "Which factor shortens landing distance?",
| | "options": {
| | "A": "Heavy rain",
| | "B": "High pressure altitude",
| | "C": "High density altitude",
| | "D": "Strong head wind"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 15
| | },
| | {
| | "text": "Unless the aircraft is equipped and certified accordingly...",
| | "options": {
| | "A": "Flight into forecast icing conditions is prohibited. Should the aircraft enter an area of icing conditions inadvertantly, the flight may be continued as long as visual meteorological conditions are maintained.",
| | "B": "Flight into known or forecast icing conditions is only allowed as long as it is ensured that the aircraft can still be operated without performance degradation.",
| | "C": "Flight into known or forecast icing conditions is prohibited. Should the aircraft enter an area of icing conditions inadvertantly, it should be left without delay.",
| | "D": "Flight into areas of precipitation is prohibited."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 16
| | },
| | {
| | "text": "The angle of descent is defined as...",
| | "options": {
| | "A": "The ratio between the change in height and the horizontal distance travelled within the same time, expressed in percent [%].",
| | "B": "The angle between a horizontal plane and the actual flight path, expressed in degrees [°].",
| | "C": "The angle between a horizontal plane and the actual flight path, expressed in percent [%].",
| | "D": "The ratio between the change in height and the horizontal distance distance travelled within the same time, expressed in degrees [°]."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 17
| | },
| | {
| | "text": "What is the purpose of \"interception lines\" in visual navigation?",
| | "options": {
| | "A": "They are used as easily recognizable guidance upon a possible loss of orientation",
| | "B": "They help to continue the flight when flight visibility drops below VFR minima",
| | "C": "To mark the next available en-route airport during the flight",
| | "D": "To visualize the range limitation from the departure aerodrome"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 18
| | },
| | {
| | "text": "The upper limit of LO R 16 equals... See annex (PFP-056) Siehe Anlage 1",
| | "options": {
| | "A": "1.500 ft GND.",
| | "B": "1 500 ft MSL.",
| | "C": "1 500 m MSL.",
| | "D": "FL150."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 19
| | },
| | {
| | "text": "The upper limit of LO R 4 equals... See annex (PFP-030) Siehe Anlage 2",
| | "options": {
| | "A": "1.500 ft AGL",
| | "B": "4.500 ft AGL.",
| | "C": "4.500 ft MSL",
| | "D": "1.500 ft MSL."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 20
| | },
| | {
| | "text": "Up to which altitude is an overflight prohibited according to the NOTAM? See figure (PFP-024) Siehe Anlage 3",
| | "options": {
| | "A": "Altitude 9500 ft MSL",
| | "B": "Flight Level 95",
| | "C": "Altitude 9500 m MSL",
| | "D": "Height 9500 ft"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 21
| | },
| | {
| | "text": "What must be considered for cross-border flights?",
| | "options": {
| | "A": "Transmission of hazard reports",
| | "B": "Requires flight plans",
| | "C": "Regular location messages",
| | "D": "Approved exceptions"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 22
| | },
| | {
| | "text": "During a flight, a flight plan can be filed at the...",
| | "options": {
| | "A": "Search and Rescue Service (SAR).",
| | "B": "Flight Information Service (FIS).",
| | "C": "Next airport operator en-route.",
| | "D": "Aeronautical Information Service (AIS)"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 23
| | },
| | {
| | "text": "While planning a cross country gliding flight, what ground structure should be avoided enroute?",
| | "options": {
| | "A": "Stone quarries and large sand areas",
| | "B": "Highways, railroad tracks and channels.",
| | "C": "Moist ground, water areas, marsh areas",
| | "D": "Areas with buildings, concrete and asphalt."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 24
| | },
| | {
| | "text": "During a cross-country flight, you approach a downwind turning point. The point should be taken ... (2,00 P.)",
| | "options": {
| | "A": "As low as possible.",
| | "B": "As steep as possible.",
| | "C": "As high as possible.",
| | "D": "With as less bank as possible"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 25
| | },
| | {
| | "text": "After getting around a turning point, what should a glider pilot be prepared for? (2,00 P.)",
| | "options": {
| | "A": "For weakening thermals due to the progressing time",
| | "B": "For a changed horizontal picture due to lower cloud bases",
| | "C": "For increased cloud dissipation due to the progressing time",
| | "D": "For a changed cloud picture due to the apparently changed position of the sun"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 26
| | },
| | {
| | "text": "(For this question, please use annex PFP-061) According ICAO, what symbol indicates a group of unlighted obstacles? (2,00 P.) Siehe Anlage 4",
| | "options": {
| | "A": "B",
| | "B": "D",
| | "C": "A",
| | "D": "C"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 27
| | },
| | {
| | "text": "(For this question, please use annex PFP-062) According ICAO, what symbol indicates a civil airport (not international airport) with paved runway? (2,00 P.) Siehe Anlage 5",
| | "options": {
| | "A": "B",
| | "B": "C",
| | "C": "A",
| | "D": "D"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 28
| | },
| | {
| | "text": "(For this question, please use annex PFP-063) According ICAO, what symbol indicates a general spot elevation? (2,00 P.) Siehe Anlage 6",
| | "options": {
| | "A": "D",
| | "B": "C",
| | "C": "B",
| | "D": "A"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 29
| | },
| | {
| | "text": "What distance can be covered during a glide in a glider plane with glide ratio 1/30 from a height of 1500 m? (Neglect wind and thermal effects)",
| | "options": {
| | "A": "30 km",
| | "B": "45 NM",
| | "C": "45 km",
| | "D": "81 NM"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 30
| | }
| | ]
| | },
| | "human-performance-and-limitations": {
| | "code": "40",
| | "name": "Human Performance and Limitations",
| | "questions": [
| | {
| | "text": "The \"swiss cheese model\" can be used to explain the...",
| | "options": {
| | "A": "State of readiness of a pilot.",
| | "B": "Procedure for an emergency landing.",
| | "C": "Optimal problem solution.",
| | "D": "Error chain."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 1
| | },
| | {
| | "text": "What is the percentage of oxygen in the atmosphere at 6000 ft?",
| | "options": {
| | "A": "78 %",
| | "B": "12 %",
| | "C": "21 %",
| | "D": "18.9 %"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 2
| | },
| | {
| | "text": "What is the percentage of nitrogen in the atmosphere?",
| | "options": {
| | "A": "21 %",
| | "B": "78 %",
| | "C": "0.1 %",
| | "D": "1 %"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 3
| | },
| | {
| | "text": "At which altitude is the atmospheric pressure approximately half the MSL value (1013 hPa)?",
| | "options": {
| | "A": "18000 ft",
| | "B": "22000 ft",
| | "C": "10000 ft",
| | "D": "5000 ft"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 4
| | },
| | {
| | "text": "What does the term \"Red-out\" mean?",
| | "options": {
| | "A": "\"Red vision\" during negative g-loads",
| | "B": "Falsified colour perception during sunrise and sunset",
| | "C": "Anaemia caused by an injury",
| | "D": "Rash during decompression sickness"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 5
| | },
| | {
| | "text": "Which of the following symptoms may indicate hypoxia?",
| | "options": {
| | "A": "Joint pain in knees and feet",
| | "B": "Muscle cramps in the upper body area",
| | "C": "Blue discolouration of lips and fingernails",
| | "D": "Blue marks all over the body"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 6
| | },
| | {
| | "text": "From which altitude on does the body usually react to the decreasing atmospheric pressure?",
| | "options": {
| | "A": "2000 feet",
| | "B": "10000 feet",
| | "C": "12000 feet",
| | "D": "7000 feet"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 7
| | },
| | {
| | "text": "What is the function of the red blood cells (erythrocytes)?",
| | "options": {
| | "A": "Blood coagulation",
| | "B": "Blood sugar regulation",
| | "C": "Oxygen transport",
| | "D": "Immune defense"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 8
| | },
| | {
| | "text": "What is the function of the blood platelets (thrombocytes)?",
| | "options": {
| | "A": "Oxygen transport",
| | "B": "Blood sugar regulation",
| | "C": "Immune defense",
| | "D": "Blood coagulation"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 9
| | },
| | {
| | "text": "What is an appropriate reaction when a passenger during cruise flight suddenly feels uncomfortable?",
| | "options": {
| | "A": "Avoid conversation and choose a higher airspeed",
| | "B": "Adjust cabin temperature and prevent excessive bank",
| | "C": "Switch on the heater blower and provide thermal blankets",
| | "D": "Give additional oxygen and avoid low load factors"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 10
| | },
| | {
| | "text": "What is the correct term for the system which, among others, controls breathing, digestion, and heart frequency?",
| | "options": {
| | "A": "Critical nervous system",
| | "B": "Autonomic nervous system",
| | "C": "Automatical nervous system",
| | "D": "Compliant nervous system"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 11
| | },
| | {
| | "text": "Which characteristic is important when choosing sunglasses used by pilots?",
| | "options": {
| | "A": "Curved sidepiece",
| | "B": "Non-polarised",
| | "C": "Unbreakable",
| | "D": "No UV filter"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 12
| | },
| | {
| | "text": "The connection between middle ear and nose and throat region is called...",
| | "options": {
| | "A": "Inner ear.",
| | "B": "Eardrum.",
| | "C": "Cochlea.",
| | "D": "Eustachian tube."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 13
| | },
| | {
| | "text": "Wings level after a longer period of turning can lead to the impression of...",
| | "options": {
| | "A": "Starting a climb.",
| | "B": "Steady turning in the same direction as before.",
| | "C": "Turning into the opposite direction.",
| | "D": "Starting a descent."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 14
| | },
| | {
| | "text": "Which of the following options does NOT stimulate motion sickness (disorientation)?",
| | "options": {
| | "A": "Non-accelerated straight and level flight",
| | "B": "Head movements during turns",
| | "C": "Turbulence in level flight",
| | "D": "Flying under the influence of alcohol"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 15
| | },
| | {
| | "text": "Which optical illusion might be caused by a runway with an upslope during the approach?",
| | "options": {
| | "A": "The pilot has the feeling that the approach is too low and therefore approaches the runway above the regular glide slope",
| | "B": "The pilot has the feeling that the approach is too slow and speeds up above the normal approach speed",
| | "C": "The pilot has the feeling that the approach is too fast and reduces the speed below the normal approach speed",
| | "D": "The pilot has the feeling that the approach is too high and therefore descents below the regular glide slope"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 16
| | },
| | {
| | "text": "What impression may be caused when approaching a runway with an upslope?",
| | "options": {
| | "A": "An undershoot",
| | "B": "A landing beside the centerline",
| | "C": "An overshoot",
| | "D": "A hard landing"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 17
| | },
| | {
| | "text": "Visual illusions are mostly caused by...",
| | "options": {
| | "A": "Binocular vision.",
| | "B": "Colour blindness.",
| | "C": "Rapid eye movements.",
| | "D": "Misinterpretation of the brain."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 18
| | },
| | {
| | "text": "The average decrease of blood alcohol level for an adult in one hour is approximately...",
| | "options": {
| | "A": "0.01 percent.",
| | "B": "0.03 percent.",
| | "C": "0.1 percent.",
| | "D": "0.3 percent."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 19
| | },
| | {
| | "text": "A risk factor for decompression sickness is...",
| | "options": {
| | "A": "Sports.",
| | "B": "100 % oxygen after decompression.",
| | "C": "Scuba diving prior to flight.",
| | "D": "Smoking."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 20
| | },
| | {
| | "text": "Which statement is correct with regard to the short-term memory?",
| | "options": {
| | "A": "It can store 7 (±2) items for 10 to 20 seconds",
| | "B": "It can store 5 (±2) items for 1 to 2 minutes",
| | "C": "It can store 10 (±5) items for 30 to 60 seconds",
| | "D": "It can store 3 (±1) items for 5 to 10 seconds"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 21
| | },
| | {
| | "text": "For what approximate time period can the short-time memory store information?",
| | "options": {
| | "A": "3 to 7 seconds",
| | "B": "10 to 20 seconds",
| | "C": "35 to 50 seconds",
| | "D": "30 to 40 seconds"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 22
| | },
| | {
| | "text": "The ongoing process to monitor the current flight situation is called...",
| | "options": {
| | "A": "Situational thinking.",
| | "B": "Situational awareness.",
| | "C": "Anticipatory check procedure.",
| | "D": "Constant flight check."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 23
| | },
| | {
| | "text": "Under which circumstances is it more likely to accept higher risks?",
| | "options": {
| | "A": "Due to group-dynamic effects",
| | "B": "If there is not enough information available",
| | "C": "During check flights due to a high level of nervousness",
| | "D": "During flight planning when excellent weather is forecast"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 24
| | },
| | {
| | "text": "Which dangerous attitudes are often combined?",
| | "options": {
| | "A": "Invulnerability and self-abandonment",
| | "B": "Self-abandonment and macho",
| | "C": "Macho and invulnerability",
| | "D": "Impulsivity and carefulness"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 25
| | },
| | {
| | "text": "Complacency is a risk due to...",
| | "options": {
| | "A": "Increased cockpit automation.",
| | "B": "The high error rate of technical systems.",
| | "C": "The high number of mistakes normally made by humans.",
| | "D": "Better training options for young pilots."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 26
| | },
| | {
| | "text": "The ideal level of arousal is at which point in the diagram? See figure (HPL- 002) P = Performance A = Arousal / Stress Siehe Anlage 1",
| | "options": {
| | "A": "Point B",
| | "B": "Point C",
| | "C": "Point D",
| | "D": "Point A"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 27
| | },
| | {
| | "text": "Which of the following qualities are influenced by stress? 1. Attention 2. Concentration 3. Responsiveness 4. Memory",
| | "options": {
| | "A": ".1, 2, 3",
| | "B": ".2, 4",
| | "C": "1",
| | "D": "1, 2, 3, 4"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 28
| | },
| | {
| | "text": "Which answer is correct concerning stress?",
| | "options": {
| | "A": "Everybody reacts to stress in the same manner",
| | "B": "Stress and its different symptoms are irrelevant for flight safety",
| | "C": "Stress can occur if there seems to be no solution for a given problem",
| | "D": "Training and experience have no influence on the occurence of stress"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 29
| | },
| | {
| | "text": "During flight you have to solve a problem, how to you proceed?",
| | "options": {
| | "A": "There is no time for solving problems during flight",
| | "B": "Solve problem immediately, otherwise refer to the operationg handbook",
| | "C": "Contact other pilot via radio for help, keep flying",
| | "D": "Primarily fly the airplane and keep it stable, then attend to the problem and keep flying the airplane"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 30
| | },
| | {
| | "text": "The majority of aviation accidents are caused by...",
| | "options": {
| | "A": "Technical failure.",
| | "B": "Meteorological influences.",
| | "C": "Human failure.",
| | "D": "Geographical influences."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 31
| | },
| | {
| | "text": "Air consists of oxygen, nitrogen and other gases. What is the approximate percentage of other gases?",
| | "options": {
| | "A": "21 %",
| | "B": "1 %",
| | "C": "78 %",
| | "D": "0.1 %"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 32
| | },
| | {
| | "text": "Carbon monoxide poisoning can be caused by...",
| | "options": {
| | "A": "Alcohol.",
| | "B": "Unhealthy food.",
| | "C": "Little sleep.",
| | "D": "Smoking."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 33
| | },
| | {
| | "text": "Which of the following is NOT a symptom of hyperventilaton?",
| | "options": {
| | "A": "Cyanose",
| | "B": "Disturbance of consciousness",
| | "C": "Spasm",
| | "D": "Tingling"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 34
| | },
| | {
| | "text": "Which of the human senses is most influenced by hypoxia?",
| | "options": {
| | "A": "The oltfactory perception (smell)",
| | "B": "The tactile perception (sense of touch)",
| | "C": "The auditory perception (hearing)",
| | "D": "The visual perception (vision)"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 35
| | },
| | {
| | "text": "What is the function of the white blood cells (leucocytes)?",
| | "options": {
| | "A": "Immune defense",
| | "B": "Blood coagulation",
| | "C": "Oxygen transport",
| | "D": "Blood sugar regulation"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 36
| | },
| | {
| | "text": "Which of the following is NOT a risk factor for hypoxia?",
| | "options": {
| | "A": "Blood donation",
| | "B": "Smoking",
| | "C": "Menstruation",
| | "D": "Diving"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 37
| | },
| | {
| | "text": "The occurence of a vertigo is most likely when moving the head...",
| | "options": {
| | "A": "During a turn.",
| | "B": "During a straight horizontal flight.",
| | "C": "During a climb.",
| | "D": "During a descent."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 38
| | },
| | {
| | "text": "Which answer states a risk factor for diabetes?",
| | "options": {
| | "A": "Sleep deficiency",
| | "B": "Overweight",
| | "C": "Smoking",
| | "D": "Alcohol consumption"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 39
| | },
| | {
| | "text": "What is a latent error?",
| | "options": {
| | "A": "An error which only has consequences after landing",
| | "B": "An error which has an immediate effect on the controls",
| | "C": "An error which is made by the pilot actively and consciously",
| | "D": "An error which remains undetected in the system for a long time"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 40
| | },
| | {
| | "text": "Regarding the communication model, how can the use of the same code during radio communication be ensured?",
| | "options": {
| | "A": "By the use of proper headsets",
| | "B": "By a particular frequency allocation",
| | "C": "By the use of radio phraseology",
| | "D": "By using radios certified for aviation use only"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 41
| | },
| | {
| | "text": "Which factor can lead to human error?",
| | "options": {
| | "A": "Proper use of checklists",
| | "B": "The bias to see what we expect to see",
| | "C": "Double check of relevant actions",
| | "D": "To be doubtful if something looks unclear or ambiguous"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 42
| | },
| | {
| | "text": "At which point in the diagram will a pilot find himself to be overstrained? See figure (HPL-002) P = Perfromance A = Arousal / Stress Siehe Anlage 1",
| | "options": {
| | "A": "Point B",
| | "B": "Point C",
| | "C": "Point A",
| | "D": "Point D"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 43
| | },
| | {
| | "text": "Which of the following is responsible for the blood coagulation?",
| | "options": {
| | "A": "Capillaries of the arteries",
| | "B": "Red blood cells (erythrocytes)",
| | "C": "Blood plates (thrombocytes)",
| | "D": "White blood cells (leucocytes)"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 44
| | },
| | {
| | "text": "In which situation is it NOT possible to achieve a pressure compensation between the middle ear and the environment?",
| | "options": {
| | "A": "During a light and slow climb",
| | "B": "Breathing takes place using the mouth only",
| | "C": "All windows are completely closed",
| | "D": "The eustachien tube is blocked"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 45
| | },
| | {
| | "text": "A Grey-out is the result of...",
| | "options": {
| | "A": "Hyperventilation.",
| | "B": "Tiredness.",
| | "C": "Hypoxia.",
| | "D": "Positive g-forces."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 46
| | },
| | {
| | "text": "What is the best combination of traits with respect to the individual attitude and behaviour for a pilot?",
| | "options": {
| | "A": "Introverted - stable",
| | "B": "Introverted - unstable",
| | "C": "Extroverted - stable",
| | "D": "Extroverted - unstable"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 47
| | },
| | {
| | "text": "What ist the correct term for an involuntary and stereotypical reaction of an organism to the stimulation of a receptor?",
| | "options": {
| | "A": "Reduction",
| | "B": "Coherence",
| | "C": "Virulence",
| | "D": "Reflex"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 48
| | },
| | {
| | "text": "What is the parallax error?",
| | "options": {
| | "A": "Wrong interpretation of instruments caused by the angle of vision",
| | "B": "Misperception of speed during taxiing",
| | "C": "Long-sightedness due to aging especially during night",
| | "D": "A decoding error in communication between pilots"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 49
| | },
| | {
| | "text": "In what different ways can a risk be handled appropriately?",
| | "options": {
| | "A": "Avoid, ignore, palliate, reduce",
| | "B": "Avoid, reduce, transfer, accept",
| | "C": "Extrude, avoid, palliate, transfer",
| | "D": "Ignore, accept, transfer, extrude"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 50
| | },
| | {
| | "text": "Which altitude marks the lower limit where the the body is unable to completely compensate the effects of the low atmospheric pressure?",
| | "options": {
| | "A": "5000 feet",
| | "B": "22000 feet",
| | "C": "12000 feet",
| | "D": "7000 feet"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 51
| | },
| | {
| | "text": "What is an indication for a macho attitude?",
| | "options": {
| | "A": "Risky flight maneuvers to impress spectators on ground",
| | "B": "Comprehensive risk assessment when faced with unfamiliar situations",
| | "C": "Quick resignation in complex and critical situations",
| | "D": "Careful walkaround procedure"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 52
| | }
| | ]
| | },
| | "meteorology": {
| | "code": "50",
| | "name": "Meteorology",
| | "questions": [
| | {
| | "text": "What clouds and weather may result from an humid and instable air mass, that is pushed against a chain of mountains by the predominant wind and forced to rise?",
| | "options": {
| | "A": "Embedded CB with thunderstorms and showers of hail and/or rain.",
| | "B": "Smooth, unstructured NS cloud with light drizzle or snow (during winter).",
| | "C": "Thin Altostratus and Cirrostratus clouds with light and steady precipitation.",
| | "D": "Overcast low stratus (high fog) with no precipitation."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 1
| | },
| | {
| | "text": "The term \"trigger temperature\" is defined as the temperature which...",
| | "options": {
| | "A": "Is reached by a thermal lift during ascend when formation of Cumulus clouds begins.",
| | "B": "Is the maximum temperature at ground level that can be reached without formation of a thunderstorm from a Cumulus cloud.",
| | "C": "Is the minimum temperature at ground level that has to be reached so formation of a thunderstorm from a Cumulus cloud can occur.",
| | "D": "Must be obtained at ground level so Cumulus clouds can be formed by thermal lifts."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 2
| | },
| | {
| | "text": "What situation is called \"over-development\" in a weather report?",
| | "options": {
| | "A": "Change from blue thermals to cloudy thermals during the afternoon",
| | "B": "Development of a thermal low to a storm depression",
| | "C": "Vertical development of Cumulus clouds to rain showers",
| | "D": "Widespreading of Cumulus clouds below an inversion layer"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 3
| | },
| | {
| | "text": "The gliding weather report states environmental instability. At morning, dew covers gras and no thermals are presently active. What development can be expected for thermal activity?",
| | "options": {
| | "A": "Formation of dew prevents all thermal activity during the following day",
| | "B": "With ongoing insolation and ground warming, thermal lifting is likely to begin",
| | "C": "Environmental instability prevents air from being lifted and no thermals will be generated",
| | "D": "After sunset and formation of a ground-level inversion thermal activity is likely to begin"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 4
| | },
| | {
| | "text": "Weather phenomena are most common to be found in which atmospheric layer?",
| | "options": {
| | "A": "Tropopause",
| | "B": "Stratosphere",
| | "C": "Thermosphere",
| | "D": "Troposphere"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 5
| | },
| | {
| | "text": "The term \"tropopause\" is defined as...",
| | "options": {
| | "A": "The layer above the troposphere showing an increasing temperature.",
| | "B": "The height above which the temperature starts to decrease.",
| | "C": "The boundary area between the troposphere and the stratosphere.",
| | "D": "The boundary area between the mesosphere and the stratosphere."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 6
| | },
| | {
| | "text": "What is meant by \"inversion layer\"?",
| | "options": {
| | "A": "An atmospheric layer where temperature increases with increasing height",
| | "B": "An atmospheric layer where temperature decreases with increasing height",
| | "C": "An atmospheric layer with constant temperature with increasing height",
| | "D": "A boundary area between two other layers within the atmosphere"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 7
| | },
| | {
| | "text": "Which process may result in an inversion layer at about 5000 ft (1500 m) height?",
| | "options": {
| | "A": "Ground cooling by radiation during the night",
| | "B": "Intensive sunlight insolation during a warm summer day",
| | "C": "Advection of cool air in the upper troposphere",
| | "D": "Widespread descending air within a high pressure area"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 8
| | },
| | {
| | "text": "The movement of air flowing apart is called...",
| | "options": {
| | "A": "Convergence.",
| | "B": "Concordence.",
| | "C": "Subsidence.",
| | "D": "Divergence."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 9
| | },
| | {
| | "text": "What weather development will result from convergence at ground level?",
| | "options": {
| | "A": "Ascending air and cloud formation",
| | "B": "Descending air and cloud dissipation",
| | "C": "Ascending air and cloud dissipation",
| | "D": "Descending air and cloud formation"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 10
| | },
| | {
| | "text": "When air masses meet each other head on, how is this referred to and what air movements will follow?",
| | "options": {
| | "A": "Convergence resulting in air being lifted",
| | "B": "Divergence resulting in air being lifted",
| | "C": "Divergence resulting in sinking air",
| | "D": "Divergence resulting in sinking air"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 11
| | },
| | {
| | "text": "What type of turbulence is typically found close to the ground on the lee side during Foehn conditions?",
| | "options": {
| | "A": "Clear-air turbulence (CAT)",
| | "B": "Inversion turbulence",
| | "C": "Turbulence in rotors",
| | "D": "Thermal turbulence"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 12
| | },
| | {
| | "text": "Which answer contains every state of water found in the atmosphere?",
| | "options": {
| | "A": "Liquid, solid, and gaseous",
| | "B": "Liquid",
| | "C": "Gaseous and liquid",
| | "D": "Liquid and solid"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 13
| | },
| | {
| | "text": "How do dew point and relative humidity change with decreasing temperature?",
| | "options": {
| | "A": "Dew point decreases, relative humidity increases",
| | "B": "Dew point remains constant, relative humidity increases",
| | "C": "Dew point increases, relative humidity decreases",
| | "D": "Dew point remains constant, relative humidity decreases"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 14
| | },
| | {
| | "text": "The \"spread\" is defined as...",
| | "options": {
| | "A": "Difference between actual temperature and dew point.",
| | "B": "Difference between dew point and condensation point.",
| | "C": "Relation of actual to maximum possible humidity of air",
| | "D": "Maximum amount of water vapour that can be contained in air."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 15
| | },
| | {
| | "text": "Which conditions are likely for the formation of advection fog?",
| | "options": {
| | "A": "Warm, humid air cools during a cloudy night",
| | "B": "Cold, humid air moves over a warm ocean",
| | "C": "Humidity evaporates from warm, humid ground into cold air",
| | "D": "Warm, humid air moves over a cold surface"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 16
| | },
| | {
| | "text": "What process results in the formation of \"advection fog\"?",
| | "options": {
| | "A": "Cold, moist air is being moved across warm ground areas",
| | "B": "Cold, moist air mixes with warm, moist air",
| | "C": "Prolonged radiation during nights clear of clouds",
| | "D": "Warm, moist air is moved across cold ground areas"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 17
| | },
| | {
| | "text": "What pressure pattern can be observed when a cold front is passing?",
| | "options": {
| | "A": "Continually increasing pressure",
| | "B": "Shortly decreasing, thereafter increasing pressure",
| | "C": "Continually decreasing pressure",
| | "D": "Constant pressure pattern"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 18
| | },
| | {
| | "text": "What frontal line divides subtropical air from polar cold air, in particular across Central Europe?",
| | "options": {
| | "A": "Warm front",
| | "B": "Cold front",
| | "C": "Occlusion",
| | "D": "Polar front"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 19
| | },
| | {
| | "text": "What weather conditions in Central Europe are typically found in high pressure areas during summer?",
| | "options": {
| | "A": "Large isobar spacing with calm winds, formation of local wind systems",
| | "B": "Small isobar spacing with calm winds, formation of local wind systems",
| | "C": "Large isobar spacing with strong prevailing westerly winds",
| | "D": "Small isobar spacing with strong prevailing northerly winds"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 20
| | },
| | {
| | "text": "What weather conditions can be expected in high pressure areas during winter?",
| | "options": {
| | "A": "Calm winds and widespread areas with high fog",
| | "B": "Changing weather with passing of frontal lines",
| | "C": "Squall lines and thunderstorms",
| | "D": "Calm weather and cloud dissipation, few high Cu"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 21
| | },
| | {
| | "text": "What temperatures are most dangerous with respect to airframe icing?",
| | "options": {
| | "A": ".+20° to -5° C",
| | "B": ".-20° to -40° C",
| | "C": ".+5° to -10° C",
| | "D": "0° to -12° C"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 22
| | },
| | {
| | "text": "Which type of ice forms by large, supercooled droplets hitting the front surfaces of an aircraft?",
| | "options": {
| | "A": "Hoar frost",
| | "B": "Clear ice",
| | "C": "Rime ice",
| | "D": "Mixed ice"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 23
| | },
| | {
| | "text": "What conditions are mandatory for the formation of thermal thunderstorms?",
| | "options": {
| | "A": "Absolutely stable atmosphere, high temperature and high humidity",
| | "B": "Absolutely stable atmosphere, high temperature and low humidity",
| | "C": "Conditionally unstable atmosphere, high temperature and high humidity",
| | "D": "Conditionally unstable atmosphere, low temperature and low humidity"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 24
| | },
| | {
| | "text": "Which stage of a thunderstorm is dominated by updrafts?",
| | "options": {
| | "A": "Dissipating stage",
| | "B": "Mature stage",
| | "C": "Cumulus stage",
| | "D": "Upwind stage"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 25
| | },
| | {
| | "text": "Heavy downdrafts and strong wind shear close to the ground can be expected...",
| | "options": {
| | "A": "Near the rainfall areas of heavy showers or thunderstorms.",
| | "B": "During approach to an airfield at the coast with a strong sea breeze.",
| | "C": "During cold, clear nights with the formation of radiation fog.",
| | "D": "During warm summer days with high, flatted Cu clouds."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 26
| | },
| | {
| | "text": "Which weather chart shows the actual air pressure as in MSL along with pressure centers and fronts?",
| | "options": {
| | "A": "Wind chart",
| | "B": "Surface weather chart",
| | "C": "Prognostic chart",
| | "D": "Hypsometric chart"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 27
| | },
| | {
| | "text": "What information can be obtained from satallite images?",
| | "options": {
| | "A": "Overview of cloud covers and front lines",
| | "B": "Turbulence and icing",
| | "C": "Temperature and dew point of environmental air",
| | "D": "Flight visibility, ground visibility, and ground contact"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 28
| | },
| | {
| | "text": "What information can be found in the ATIS, but not in a METAR?",
| | "options": {
| | "A": "Operational information such as runway in use and transition level",
| | "B": "Information about current weather, for example types of precipitation",
| | "C": "Approach information, such as ground visibility and cloud base",
| | "D": "Information about mean wind speeds, maximum speeds in gusts if applicable"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 29
| | },
| | {
| | "text": "What type of cloud indicates thermal updrafts?",
| | "options": {
| | "A": "Stratus",
| | "B": "Cirrus",
| | "C": "Cumulus",
| | "D": "Lenticularis"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 30
| | },
| | {
| | "text": "What situation is referred to as \"shielding\"?",
| | "options": {
| | "A": "Ns clouds, covering the windward side of a mountain range",
| | "B": "High or mid-level cloud layers, impairing thermal activity",
| | "C": "Anvil-like structure at the upper levels of a thunderstorm cloud",
| | "D": "Coverage of Cumulus clouds, stated as part of eights of the sky"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 31
| | },
| | {
| | "text": "What is meant by \"isothermal layer\"?",
| | "options": {
| | "A": "An atmospheric layer where temperature decreases with increasing height",
| | "B": "An atmospheric layer with constant temperature with increasing height",
| | "C": "A boundary area between two other layers within the atmosphere",
| | "D": "An atmospheric layer where temperature increases with increasing height"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 32
| | },
| | {
| | "text": "The altimeter can be checked on the ground by setting...",
| | "options": {
| | "A": "QFF and comparing the indication with the airfield elevation.",
| | "B": "QFE and comparing the indication with the airfield elevation.",
| | "C": "QNH and comparing the indication with the airfield elevation.",
| | "D": "QNE and checking that the indication shows zero on the ground."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 33
| | },
| | {
| | "text": "The barometric altimeter with QFE setting indicates...",
| | "options": {
| | "A": "True altitude above MSL.",
| | "B": "Height above the pressure level at airfield elevation.",
| | "C": "Height above MSL.",
| | "D": "Height above standard pressure 1013.25 hPa."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 34
| | },
| | {
| | "text": "What process causes latent heat being released into the upper troposphere?",
| | "options": {
| | "A": "Cloud forming due to condensation",
| | "B": "Descending air across widespread areas",
| | "C": "Evaporation over widespread water areas",
| | "D": "Stabilisation of inflowing air masses"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 35
| | },
| | {
| | "text": "The saturated adiabatic lapse rate is...",
| | "options": {
| | "A": "Equal to the dry adiabatic lapse rate.",
| | "B": "Higher than the dry adiabatic lapse rate.",
| | "C": "Proportional to the dry adiabatic lapse rate.",
| | "D": "Lower than the dry adiabatic lapse rate."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 36
| | },
| | {
| | "text": "The dry adiabatic lapse rate has a value of...",
| | "options": {
| | "A": "0,65° C / 100 m.",
| | "B": "1,0° C / 100 m.",
| | "C": "2° / 1000 ft.",
| | "D": "0,6° C / 100 m."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 37
| | },
| | {
| | "text": "What weather conditions may be expected during conditionally unstable conditions?",
| | "options": {
| | "A": "Towering cumulus, isolated showers of rain or thunderstorms",
| | "B": "Layered clouds up to high levels, prolonged rain or snow",
| | "C": "Sky clear of clouds, sunshine, low winds",
| | "D": "Shallow cumulus clouds with base at medium levels"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 38
| | },
| | {
| | "text": "What cloud type does the picture show? See figure (MET-004). Siehe Anlage 3",
| | "options": {
| | "A": "Altocumulus",
| | "B": "Cirrus",
| | "C": "Cumulus",
| | "D": "Stratus"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 39
| | },
| | {
| | "text": "The formation of medium to large precipitation particles requires...",
| | "options": {
| | "A": "Strong updrafts.",
| | "B": "An inversion layer.",
| | "C": "A high cloud base.",
| | "D": "Strong wind."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 40
| | },
| | {
| | "text": "The symbol labeled (2) as shown in the picture is a / an... See figure (MET-005) Siehe Anlage 4",
| | "options": {
| | "A": "Front aloft.",
| | "B": "Cold front.",
| | "C": "Occlusion.",
| | "D": "Warm front."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 41
| | },
| | {
| | "text": "What visual flight conditions can be expected within the warm sector of a polar front low during summer time?",
| | "options": {
| | "A": "Good visibility, some isolated high clouds",
| | "B": "Moderate to good visibility, scattered clouds",
| | "C": "Visibilty less than 1000 m, cloud-covered ground",
| | "D": "Moderate visibility, heavy showers and thunderstorms"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 42
| | },
| | {
| | "text": "What visual flight conditions can be expected after the passage of a cold front?",
| | "options": {
| | "A": "Good visiblity, formation of cumulus clouds with showers of rain or snow",
| | "B": "Poor visibility, formation of overcast or ground-covering stratus clouds, snow",
| | "C": "Scattered cloud layers, visbility more than 5 km, formation of shallow cumulus clouds",
| | "D": "Medium visibility with lowering cloud bases, onset of prolonged precipitation"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 43
| | },
| | {
| | "text": "What is the usual direction of movement of a polar front low?",
| | "options": {
| | "A": "Parallel to the the warm-sector isobars",
| | "B": "To the northeast during winter, to the southeast during summer",
| | "C": "Parallel to the warm front line to the south",
| | "D": "To the northwest during winter, to the southwest during summer"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 44
| | },
| | {
| | "text": "What pressure pattern can be observed during the passage of a polar front low?",
| | "options": {
| | "A": "Rising pressure in front of the warm front, constant pressure within the warm sector, rising pressure behind the cold front",
| | "B": "Rising pressure in front of the warm front, rising pressure within the warm sector, falling pressure behind the cold front",
| | "C": "Falling pressure in front of the warm front, constant pressure within the warm sector, rising pressure behind the cold front",
| | "D": "Falling pressure in front of the warm front, constant pressure within the warm sector, falling pressure behind the cold front"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 45
| | },
| | {
| | "text": "What change of wind direction can be expected during the passage of a polar front low in Central Europe?",
| | "options": {
| | "A": "Backing wind during passage of the warm front, veering wind during passage of the cold front",
| | "B": "Veering wind during passage of the warm front, veering wind during passage of the cold front",
| | "C": "Veering wind during passage of the warm front, backing wind during passage of the cold front",
| | "D": "Backing wind during passage of the warm front, backing wind during passage of the cold front"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 46
| | },
| | {
| | "text": "What pressure pattern may result from cold-air inflow in high tropospheric layers?",
| | "options": {
| | "A": "Alternating pressure",
| | "B": "Formation of a large ground low",
| | "C": "Formation of a high in the upper troposphere",
| | "D": "Formation of a low in the upper troposphere"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 47
| | },
| | {
| | "text": "Cold air inflow in high tropospheric layers may result in...",
| | "options": {
| | "A": "Showers and thunderstorms.",
| | "B": "Frontal weather.",
| | "C": "Calm weather and cloud dissipation",
| | "D": "Stabilisation and calm weather."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 48
| | },
| | {
| | "text": "How does inflowing cold air affect the shape and vertical distance between pressure layers?",
| | "options": {
| | "A": "Increasing vertical distance, raise in height (high pressure)",
| | "B": "Decreasing vertical distance, raise in height (high pressure)",
| | "C": "Decrease in vertical distance, lowering in height (low pressure)",
| | "D": "Increase in vertical distance, lowering in height (low pressure)"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 49
| | },
| | {
| | "text": "What weather conditions can be expected in high pressure areas during summer?",
| | "options": {
| | "A": "Calm weather and cloud dissipation, few high Cu",
| | "B": "Changing weather with passing of frontal lines",
| | "C": "Squall lines and thunderstorms",
| | "D": "Calm winds and widespread areas with high fog"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 50
| | },
| | {
| | "text": "What weather conditions can be expected during \"Foehn\" on the windward side of a mountain range?",
| | "options": {
| | "A": "Layered clouds, mountains obscured, poor visibility, moderate or heavy rain",
| | "B": "Dissipating clouds with unusual warming, accompanied by strong, gusty winds",
| | "C": "Calm wind and forming of high stratus clouds (high fog)",
| | "D": "Scattered cumulus clouds with showers and thunderstorms"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 51
| | },
| | {
| | "text": "What chart shows areas of precipitation?",
| | "options": {
| | "A": "Satellite picture",
| | "B": "Wind chart",
| | "C": "Radar picture",
| | "D": "GAFOR"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 52
| | },
| | {
| | "text": "An inversion is a layer ...",
| | "options": {
| | "A": "With constant temperature with increasing height",
| | "B": "With increasing pressure with increasing height.",
| | "C": "With increasing temperature with increasing height.",
| | "D": "With decreasing temperature with increasing height."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 53
| | },
| | {
| | "text": "The term \"beginning of thermals\" refers to the moment when thermal intensity...",
| | "options": {
| | "A": "Becomes usable for cross-country gliding by formation of Cu clouds.",
| | "B": "Becomes usable for gliding and reaches up to 1200 m MSL.",
| | "C": "Reaches up to 600 m AGL and forms Cumulus clouds.",
| | "D": "Becomes usable for gliding and reaches up to 600 m AGL."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 54
| | },
| | {
| | "text": "What is the mass of a \"cube of air\" with the edges 1 m long, at MSL according ISA?",
| | "options": {
| | "A": "0,01225 kg",
| | "B": "0,1225 kg",
| | "C": "12,25 kg",
| | "D": "1,225 kg"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 55
| | },
| | {
| | "text": "The temperature lapse rate with increasing height within the troposphere according ISA is...",
| | "options": {
| | "A": "1° C / 100 m.",
| | "B": "0,6° C / 100 m.",
| | "C": "0,65° C / 100 m.",
| | "D": "3° C / 100 m."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 56
| | },
| | {
| | "text": "An inversion layer close to the ground can be caused by...",
| | "options": {
| | "A": "Thickening of clouds in medium layers.",
| | "B": "Large-scale lifting of air",
| | "C": "Intensifying and gusting winds.",
| | "D": "Ground cooling during the night."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 57
| | },
| | {
| | "text": "What are the air masses that Central Europe is mainly influenced by?",
| | "options": {
| | "A": "Arctic and polar cold air",
| | "B": "Tropical and arctic cold air",
| | "C": "Equatorial and tropical warm air",
| | "D": "Polar cold air and tropical warm air"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 58
| | },
| | {
| | "text": "How do spread and relative humidity change with increasing temperature?",
| | "options": {
| | "A": "Spread remains constant, relative humidity increases",
| | "B": "Spread remains constant, relative humidity decreases",
| | "C": "Spread increases, relative humidity decreases",
| | "D": "Spread increases, relative humidity increases"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 59
| | },
| | {
| | "text": "With other factors remaining constant, decreasing temperature results in...",
| | "options": {
| | "A": "Decreasing spread and increasing relative humidity.",
| | "B": "Increasing spread and increasing relative humidity.",
| | "C": "Decreasing spread and decreasing relative humidity.",
| | "D": "Increasing spread and decreasing relative humidity."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 60
| | },
| | {
| | "text": "What condition may prevent the formation of \"radiation fog\"?",
| | "options": {
| | "A": "Calm wind",
| | "B": "Clear night, no clouds",
| | "C": "Low spread",
| | "D": "Overcast cloud cover"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 61
| | },
| | {
| | "text": "The symbol labeled (3) as shown in the picture is a / an... See figure (MET-005) Siehe Anlage 4",
| | "options": {
| | "A": "Cold front.",
| | "B": "Warm front.",
| | "C": "Front aloft.",
| | "D": "Occlusion."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 62
| | },
| | {
| | "text": "A boundary between a cold polar air mass and a warm subtropical air mass showing no horizontal displacement is called...",
| | "options": {
| | "A": "Cold front.",
| | "B": "Warm front.",
| | "C": "Stationary front.",
| | "D": "Occluded front."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 63
| | },
| | {
| | "text": "What situation may result in the occurrence of severe wind shear?",
| | "options": {
| | "A": "Flying ahead of a warm front with visible Ci clouds",
| | "B": "Cross-country flying below Cu clouds with about 4 octas coverage",
| | "C": "During final approach, 30 min after a heavy shower has passed the airfield",
| | "D": "When a shower is visible close to the airfield"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 64
| | },
| | {
| | "text": "What kind of reduction in visibility is not very sensitive to changes in temperature?",
| | "options": {
| | "A": "Radiation fog (FG)",
| | "B": "Mist (BR)",
| | "C": "Patches of fog (BCFG)",
| | "D": "Haze (HZ)"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 65
| | },
| | {
| | "text": "In a METAR, \"(moderate) showers of rain\" are designated by the identifier...",
| | "options": {
| | "A": ".+TSRA",
| | "B": "SHRA.",
| | "C": "TS.",
| | "D": ".+RA."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 66
| | },
| | {
| | "text": "SIGMET warnings are issued for...",
| | "options": {
| | "A": "Specific routings.",
| | "B": "Countries.",
| | "C": "FIRs / UIRs.",
| | "D": "Airports."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 67
| | },
| | {
| | "text": "Mountain side updrafts can be intensified by ...",
| | "options": {
| | "A": "Solar irradiation on the lee side",
| | "B": "Thermal radiation of the windward side during the night",
| | "C": "Solar irradiation on the windward side",
| | "D": "By warming of upper atmospheric layers"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 68
| | },
| | {
| | "text": "While planning a 500 km triangle flight, there is a squall line 100 km west of the departure airfield, extending from north to south, moving east. Concerning the weather situation, what decision would be recommendable?",
| | "options": {
| | "A": "To change plans and start the triangle heading east",
| | "B": "To postpone the flight to another day",
| | "C": "To plan the flight below cloud base of the thunderstorms",
| | "D": "During flight, to look for spacing between thunderstorms"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 69
| | },
| | {
| | "text": "At what rate does the temperature change with increasing height according to ISA (ICAO Standard Atmosphere) within the troposphere?",
| | "options": {
| | "A": "Decreases by 2° C / 1000 ft",
| | "B": "Increases by 2° C / 100 m",
| | "C": "Decreases by 2° C / 100 m",
| | "D": "Increases by 2° C / 1000 ft"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 70
| | },
| | {
| | "text": "Temperatures will be given by meteorological aviation services in Europe in which unit?",
| | "options": {
| | "A": "Gpdam",
| | "B": "Kelvin",
| | "C": "Degrees Centigrade (° C)",
| | "D": "Degrees Fahrenheit"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 71
| | },
| | {
| | "text": "The pressure at MSL in ISA conditions is...",
| | "options": {
| | "A": "1013.25 hPa.",
| | "B": "113.25 hPa.",
| | "C": "15 hPa.",
| | "D": "1123 hPa."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 72
| | },
| | {
| | "text": "How can wind speed and wind direction be derived from surface weather charts?",
| | "options": {
| | "A": "By alignment and distance of isobaric lines",
| | "B": "By annotations from the text part of the chart",
| | "C": "By alignment and distance of hypsometric lines",
| | "D": "By alignment of lines of warm- and cold fronts."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 73
| | },
| | {
| | "text": "Light turbulence always has to be expected...",
| | "options": {
| | "A": "Above cumulus clouds due to thermal convection.",
| | "B": "Below stratiform clouds in medium layers.",
| | "C": "When entering inversions.",
| | "D": "Below cumulus clouds due to thermal convection."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 74
| | },
| | {
| | "text": "Moderate to severe turbulence has to be expected...",
| | "options": {
| | "A": "Below thick cloud layers on the windward side of a mountain range.",
| | "B": "Overhead unbroken cloud layers.",
| | "C": "On the lee side of a mountain range when rotor clouds are present.",
| | "D": "With the appearance of extended low stratus clouds (high fog)."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 75
| | },
| | {
| | "text": "Clouds in high layers are referred to as...",
| | "options": {
| | "A": "Cirro-.",
| | "B": "Strato-.",
| | "C": "Nimbo-.",
| | "D": "Alto-."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 76
| | },
| | {
| | "text": "What factor may affect the top of cumulus clouds?",
| | "options": {
| | "A": "The spread",
| | "B": "Relative humidity",
| | "C": "The absolute humidity",
| | "D": "The presence of an inversion layer"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 77
| | },
| | {
| | "text": "What factors may indicate a tendency to fog formation?",
| | "options": {
| | "A": "Strong winds, decreasing temperature",
| | "B": "Low spread, decreasing temperature",
| | "C": "Low pressure, increasing temperature",
| | "D": "Low spread, increasing temperature"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 78
| | },
| | {
| | "text": "What process results in the formation of \"orographic fog\" (\"hill fog\")?",
| | "options": {
| | "A": "Prolonged radiation during nights clear of clouds",
| | "B": "Warm, moist air is moved across a hill or a mountain range",
| | "C": "Evaporation from warm, moist ground area into very cold air",
| | "D": "Cold, moist air mixes with warm, moist air"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 79
| | },
| | {
| | "text": "What factors are required for the formation of precipitation in clouds?",
| | "options": {
| | "A": "The presence of an inversion layer",
| | "B": "Moderate to strong updrafts",
| | "C": "Calm winds and intensive sunlight insolation",
| | "D": "High humidity and high temperatures"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 80
| | },
| | {
| | "text": "What wind conditions can be expected in areas showing large distances between isobars?",
| | "options": {
| | "A": "Strong prevailing westerly winds with rapid veering",
| | "B": "Strong prevailing easterly winds with rapid backing",
| | "C": "Formation of local wind systems with strong prevailing westerly winds",
| | "D": "Variable winds, formation of local wind systems"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 81
| | },
| | {
| | "text": "Under which conditions \"back side weather\" (\"Rückseitenwetter\") can be expected?",
| | "options": {
| | "A": "After passing of a cold front",
| | "B": "Before passing of an occlusion",
| | "C": "During Foehn at the lee side",
| | "D": "After passing of a warm front"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 82
| | },
| | {
| | "text": "What wind is reportet as 225/15 ?",
| | "options": {
| | "A": "North-east wind with 15 kt",
| | "B": "South-west wind with 15 kt",
| | "C": "South-west wind with 15 km/h",
| | "D": "North-east wind with 15 km/h"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 83
| | },
| | {
| | "text": "What weather is likely to be experienced during \"Foehn\" in the Bavarian area close to the alps?",
| | "options": {
| | "A": "Cold, humid downhill wind on the lee side of the alps, flat pressure pattern",
| | "B": "Nimbostratus cloud in the southern alps, rotor clouds at the lee side, warm and dry wind",
| | "C": "High pressure area overhead Biskaya and low pressure area in Eastern Europe",
| | "D": "Nimbostratus cloud in the northern alps, rotor clouds at the windward side, warm and dry wind"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 84
| | },
| | {
| | "text": "What phenomenon is referred to as \"blue thermals\"?",
| | "options": {
| | "A": "Thermals with less than 4/8 Cu coverage",
| | "B": "Descending air between Cumulus clouds",
| | "C": "Turbulence in the vicinity of Cumulonimbus clouds",
| | "D": "Thermals without formation of Cu clouds"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 85
| | },
| | {
| | "text": "What change in thermal activity may be expected with cirrus clouds coming up from one direction and becoming more dense, blocking the sun?",
| | "options": {
| | "A": "Cirrus clouds may intensify insolation and improve thermal activity",
| | "B": "Cirrus clouds indicate an high-level inversion with thermal activity ongoing up to that level",
| | "C": "Cirrus clouds prevent insolation and impair thermal activity.",
| | "D": "Cirrus clouds indicate instability and beginning of over-development"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 86
| | },
| | {
| | "text": "The barometric altimeter with QNH setting indicates...",
| | "options": {
| | "A": "True altitude above MSL.",
| | "B": "Height above MSL",
| | "C": "Height above the pressure level at airfield elevation.",
| | "D": "Height above standard pressure 1013.25 hPa."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 87
| | },
| | {
| | "text": "Above the friction layer, with a prevailing pressure gradient, the wind direction is...",
| | "options": {
| | "A": "At an angle of 30° to the isobars towards low pressure.",
| | "B": "Perpendicular to the isobars.",
| | "C": "Parallel to the isobars.",
| | "D": "Perpendicular to the isohypses."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 88
| | },
| | {
| | "text": "Clouds are basically distinguished by what types?",
| | "options": {
| | "A": "Thunderstorm and shower clouds",
| | "B": "Cumulus and stratiform clouds",
| | "C": "Stratiform and ice clouds",
| | "D": "Layered and lifted clouds"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 89
| | },
| | {
| | "text": "What weather phenomenon designated by \"2\" has to be expected on the lee side during \"Foehn\" conditions? See figure (MET-001). Siehe Anlage 1",
| | "options": {
| | "A": "Cumulonimbus",
| | "B": "Cumulonimbus",
| | "C": "Altocumulus lenticularis",
| | "D": "Altocumulus Castellanus"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 90
| | },
| | {
| | "text": "Which type of ice forms by very small water droplets and ice crystals hitting the front surfaces of an aircraft?",
| | "options": {
| | "A": "Rime ice",
| | "B": "Clear ice",
| | "C": "Mixed ice",
| | "D": "Hoar frost"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 91
| | },
| | {
| | "text": "Information about pressure patterns and frontal situation can be found in which chart?",
| | "options": {
| | "A": "Significant Weather Chart (SWC)",
| | "B": "Wind chart.",
| | "C": "Hypsometric chart",
| | "D": "Surface weather chart."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 92
| | },
| | {
| | "text": "What is the mean height of the tropopause according to ISA (ICAO Standard Atmosphere)?",
| | "options": {
| | "A": "11000 f",
| | "B": "11000 m",
| | "C": "18000 ft",
| | "D": "36000 m"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 93
| | },
| | {
| | "text": "What is the ISA standard pressure at FL 180 (5500 m)?",
| | "options": {
| | "A": "300 hPa",
| | "B": "250 hPa",
| | "C": "1013.25 hPa",
| | "D": "500 hPa"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 94
| | },
| | {
| | "text": "Which of the stated surfaces will reduce the wind speed most due to ground friction?",
| | "options": {
| | "A": "Flat land, lots of vegetation cover",
| | "B": "Flat land, deserted land, no vegetation",
| | "C": "Oceanic areas",
| | "D": "Mountainous areas, vegetation cover"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 95
| | },
| | {
| | "text": "The movement of air flowing together is called...",
| | "options": {
| | "A": "Convergence.",
| | "B": "Subsidence.",
| | "C": "Soncordence",
| | "D": "Divergence."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 96
| | },
| | {
| | "text": "What cloud sequence can typically be observed during the passage of a warm front?",
| | "options": {
| | "A": "Wind becoming calm, dissipation of clouds and warming during summer; formation of extended high fog layers during winter",
| | "B": "Squall line with showers of rain and thunderstorms (Cb), gusting wind followed by cumulus clouds with isolated showers of rain",
| | "C": "Cirrus, thickening altostratus and altocumulus clouds, lowering cloud base with rain, nimbostratus",
| | "D": "In coastal areas during daytime wind from the coast and forming of cumulus clouds, dissipation of clouds during evening and night"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 97
| | },
| | {
| | "text": "What phenomenon is caused by cold air downdrafts with precipitation from a fully developed thunderstorm cloud?",
| | "options": {
| | "A": "Electrical discharge",
| | "B": "Anvil-head top of Cb cloud",
| | "C": "Gust front",
| | "D": "Freezing Rain"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 98
| | },
| | {
| | "text": "What information is NOT found on Low-Level Significant Weather Charts (LLSWC)?",
| | "options": {
| | "A": "Information about icing conditions",
| | "B": "Front lines and frontal displacements",
| | "C": "Radar echos of precipitation",
| | "D": "Information about turbulence areas"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 99
| | },
| | {
| | "text": "Which force causes \"wind\"?",
| | "options": {
| | "A": "Centrifugal force",
| | "B": "Pressure gradient force",
| | "C": "Coriolis force",
| | "D": "Thermal force"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 100
| | },
| | {
| | "text": "Which type of cloud is associated with prolonged rain?",
| | "options": {
| | "A": "Altocumulus",
| | "B": "Cumulonimbus",
| | "C": "Nimbostratus",
| | "D": "Cirrostratus"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 101
| | },
| | {
| | "text": "Regarding the type of cloud, precipitation is classified as...",
| | "options": {
| | "A": "Showers of snow and rain.",
| | "B": "Prolonged rain and continuous rain.",
| | "C": "Rain and showers of rain.",
| | "D": "Light and heavy precipitation."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 102
| | },
| | {
| | "text": "What conditions are favourable for the formation of thunderstorms?",
| | "options": {
| | "A": "Calm winds and cold air, overcast cloud cover with St or As.",
| | "B": "Warm and dry air, strong inversion layer",
| | "C": "Warm humid air, conditionally unstable environmental lapse rate",
| | "D": "Clear night over land, cold air and patches of fog"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 103
| | },
| | {
| | "text": "What can be expected for the prevailling wind with isobars on a surface weather chart showing large distances?",
| | "options": {
| | "A": "Low pressure gradients resulting in low prevailling wind",
| | "B": "Strong pressure gradients resulting in low prevailling wind",
| | "C": "Strong pressure gradients resulting in strong prevailling wind",
| | "D": "Low pressure gradients resulting in strong prevailling wind"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 104
| | },
| | {
| | "text": "The height of the tropopause of the International Standard Atmosphere (ISA) is at...",
| | "options": {
| | "A": "36000 ft.",
| | "B": "5500 ft",
| | "C": "48000 ft.",
| | "D": "11000 ft."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 105
| | },
| | {
| | "text": "How is an air mass described when moving to Central Europe via the Russian continent during winter?",
| | "options": {
| | "A": "Maritime tropical air",
| | "B": "Continental polar air",
| | "C": "Maritime polar air",
| | "D": "Continental tropical air"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 106
| | },
| | {
| | "text": "What clouds and weather can typically be observed during the passage of a cold front?",
| | "options": {
| | "A": "Wind becoming calm, dissipation of clouds and warming during summer; formation of extended high fog layers during winter",
| | "B": "Cirrus, thickening altostratus and altocumulus clouds, lowering cloud base with rain, nimbostratus",
| | "C": "In coastal areas during daytime wind from the coast and forming of cumulus clouds, dissipation of clouds during evening and night",
| | "D": "Strongly developed cumulus clouds (Cb) with showers of rain and thunderstorms, gusting wind followed by cumulus clouds with isolated showers of rain"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 107
| | },
| | {
| | "text": "What danger is most immenent when an aircraft is hit by lightning?",
| | "options": {
| | "A": "Explosion of electrical equipment in the cockpit",
| | "B": "Surface overheat and damage to exposed aircraft parts",
| | "C": "Rapid cabin depressurization and smoke in the cabin",
| | "D": "Disturbed radio communication, static noise signals"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 108
| | },
| | {
| | "text": "What is referred to as mountain wind?",
| | "options": {
| | "A": "Wind blowing down the mountain side during the night",
| | "B": "Wind blowing uphill from the valley during the night.",
| | "C": "Wind blowing uphill from the valley during daytime.",
| | "D": "Wind blowing down the mountain side during daytime."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 109
| | },
| | {
| | "text": "What type of fog emerges if humid and almost saturated air, is forced to rise upslope of hills or shallow mountains by the prevailling wind?",
| | "options": {
| | "A": "Advection fog",
| | "B": "Steaming fog",
| | "C": "Radiation fog",
| | "D": "Orographic fog"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 110
| | },
| | {
| | "text": "The barometric altimeter indicates height above...",
| | "options": {
| | "A": "Mean sea level.",
| | "B": "A selected reference pressure level.",
| | "C": "Ground.",
| | "D": "Standard pressure 1013.25 hPa."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 111
| | },
| | {
| | "text": "With regard to global circulation within the atmosphere, where does polar cold air meets subtropical warm air?",
| | "options": {
| | "A": "At the equator",
| | "B": "At the subtropical high pressure belt",
| | "C": "At the polar front",
| | "D": "At the geographic poles"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 112
| | },
| | {
| | "text": "The saturated adiabatic lapse rate should be assumed with a mean value of:",
| | "options": {
| | "A": "1,0° C / 100 m.",
| | "B": "0,6° C / 100 m.",
| | "C": "2° C / 1000 ft.",
| | "D": "0° C / 100 m."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 113
| | },
| | {
| | "text": "Extensive high pressure areas can be found throughout the year ...",
| | "options": {
| | "A": "In tropical areas, close to the equator.",
| | "B": "In areeas showing extensive lifting processes.",
| | "C": "Over oceanic areas at latitues around 30°N/S.",
| | "D": "In mid latitudes along the polar front"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 114
| | },
| | {
| | "text": "Weather and operational information about the destination aerodrome can be obtained during the flight by...",
| | "options": {
| | "A": "PIREP",
| | "B": "SIGMET",
| | "C": "ATIS.",
| | "D": "VOLMET."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 115
| | },
| | {
| | "text": "What cloud type does the picture show? See figure (MET-002). Siehe Anlage 2",
| | "options": {
| | "A": "Stratus",
| | "B": "Cirrus",
| | "C": "Altus",
| | "D": "Cumulus"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 116
| | },
| | {
| | "text": "The character of an air mass is given by what properties?",
| | "options": {
| | "A": "Wind speed and tropopause height",
| | "B": "Environmental lapse rate at origin",
| | "C": "Region of origin and track during movement",
| | "D": "Temperatures at origin and present region"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 117
| | },
| | {
| | "text": "What cloud type can typically be observed across widespread high pressure areas during summer?",
| | "options": {
| | "A": "Overcast low stratus",
| | "B": "Scattered Cu clouds",
| | "C": "Overcast Ns clouds",
| | "D": "Squall lines and thunderstorms"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 118
| | },
| | {
| | "text": "The symbol labeled (1) as shown in the picture is a / an... See figure (MET-005) Siehe Anlage 4",
| | "options": {
| | "A": "Front aloft.",
| | "B": "Cold front.",
| | "C": "Occlusion.",
| | "D": "Warm front."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 119
| | },
| | {
| | "text": "In a METAR, \"heavy rain\" is designated by the identifier...",
| | "options": {
| | "A": "RA.",
| | "B": ".+RA",
| | "C": "SHRA",
| | "D": ".+SHRA."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 120
| | },
| | {
| | "text": "What is the gas composition of \"air\"?",
| | "options": {
| | "A": "Oxygen 78 % Water vapour 21 % Nitrogen 1 %",
| | "B": "Oxygen 21 % Nitrogen 78 % Noble gases / carbon dioxide 1 %",
| | "C": "Oxygen 21 % Water vapour 78 % Noble gases / carbon dioxide 1 %",
| | "D": "Nitrogen 21 % Oxygen 78 % Noble gases / carbon dioxide 1 %"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 121
| | },
| | {
| | "text": "Which processes result in decreasing air density?",
| | "options": {
| | "A": "Decreasing temperature, increasing pressure",
| | "B": "Increasing temperature, increasing pressure",
| | "C": "Increasing temperature, decreasing pressure",
| | "D": "Decreasing temperature, decreasing pressure"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 122
| | },
| | {
| | "text": "With regard to thunderstorms, strong up- and downdrafts appear during the...",
| | "options": {
| | "A": "Mature stage.",
| | "B": "Dissipating stage.",
| | "C": "Initial stage.",
| | "D": "Thunderstorm stage."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 123
| | },
| | {
| | "text": "Which of the following conditions are most favourable for ice accretion?",
| | "options": {
| | "A": "Temperatures between 0° C and -12° C, presence of supercooled water droplets (clouds)",
| | "B": "Temperaturs below 0° C, strong wind, sky clear of clouds",
| | "C": "Temperatures between -20° C and -40° C, presence of ice crystals (Ci clouds)",
| | "D": "Temperatures between +10° C and -30° C, presence of hail (clouds)"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 124
| | },
| | {
| | "text": "What danger is most imminent during an approach to an airfield situated in a valley, with strong wind aloft blowing perpendicular to the mountain ridge?",
| | "options": {
| | "A": "Reduced visibilty, maybe loss of sight to the airfield during final approach",
| | "B": "Wind shear during descent, wind direction may change by 180°",
| | "C": "Formation of medium to heavy clear ice on all aircraft surfaces",
| | "D": "Heavy downdrafts within rainfall areas below thunderstorm clouds"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 125
| | }
| | ]
| | },
| | "navigation": {
| | "code": "60",
| | "name": "Navigation",
| | "questions": [
| | {
| | "text": "Which statement is correct with regard to the polar axis of the Earth?",
| | "options": {
| | "A": "The polar axis of the Earth crosses the geographic South Pole and the geographic North Pole and is perpendicular to the plane of the equator",
| | "B": "The polar axis of the Earth crosses the magnetic south pole and the magnetic north pole and is at an angle of 66.5° to the plane of the equator",
| | "C": "The polar axis of the Earth crosses the geographic South Pole and the geographic North Pole and is at an angle of 23.5° to the plane of the equator",
| | "D": "The polar axis of the Earth crosses the magnetic south pole and the magnetic north pole and is perpendicular to the plane of the equator"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 1
| | },
| | {
| | "text": "Which approximate, geometrical form describes the shape of the Earth best for navigation systems?",
| | "options": {
| | "A": "Sphere of ecliptical shape",
| | "B": "Flat plate",
| | "C": "Perfect sphere",
| | "D": "Ellipsoid"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 2
| | },
| | {
| | "text": "The shortest distance between two points on Earth is represented by a part of...",
| | "options": {
| | "A": "A rhumb line.",
| | "B": "A small circle",
| | "C": "A parallel of latitude.",
| | "D": "A great circle."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 3
| | },
| | {
| | "text": "What distance corresponds to one degree difference in latitude along any degree of longitude?",
| | "options": {
| | "A": "30 NM",
| | "B": "60 km",
| | "C": "60 NM",
| | "D": "1 NM"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 4
| | },
| | {
| | "text": "Point A on the Earth's surface lies exactly on the parallel of latitude of 47°50'27''N. Which point is exactly 240 NM north of A?",
| | "options": {
| | "A": "53°50'27''N",
| | "B": "49°50'27''N",
| | "C": "51°50'27'N'",
| | "D": "43°50'27''N"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 5
| | },
| | {
| | "text": "What is the great circle distance between two points A and B on the equator when the difference between the two associated meridians is exactly one degree of longitude?",
| | "options": {
| | "A": "400 NM",
| | "B": "120 NM",
| | "C": "216 NM",
| | "D": "60 NM"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 6
| | },
| | {
| | "text": "Assume two arbitrary points A and B on the same parallel of latitude, but not on the equator. Point A is located on 010°E and point B on 020°E. The rumb line distance between A and B is always...",
| | "options": {
| | "A": "Less than 300 NM.",
| | "B": "Less than 600 NM.",
| | "C": "More than 600 NM.",
| | "D": "More than 300 NM."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 7
| | },
| | {
| | "text": "What is the difference in time when the sun moves 20° of longitude?",
| | "options": {
| | "A": "1:00 h",
| | "B": "0:40 h",
| | "C": "0:20 h",
| | "D": "1:20 h"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 8
| | },
| | {
| | "text": "The sun moves 10° of longitude. What is the difference in time?",
| | "options": {
| | "A": "0.66 h",
| | "B": "0.4 h",
| | "C": "1 h",
| | "D": "0.33 h"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 9
| | },
| | {
| | "text": "The term 'civil twilight' is defined as...",
| | "options": {
| | "A": "The period of time before sunrise or after sunset where the midpoint of the sun disk is 6 degrees or less below the apparent horizon.",
| | "B": "The period of time before sunrise or after sunset where the midpoint of the sun disk is 6 degrees or less below the true horizon.",
| | "C": "The period of time before sunrise or after sunset where the midpoint of the sun disk is 12 degrees or less below the true horizon.",
| | "D": "The period of time before sunrise or after sunset where the midpoint of the sun disk is 12 degrees or less below the apparent horizon."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 10
| | },
| | {
| | "text": "The term ‚magnetic course' (MC) is defined as...",
| | "options": {
| | "A": "The direction from an arbitrary point on Earth to the magnetic north pole.",
| | "B": "The angle between magnetic north and the course line.",
| | "C": "The angle between true north and the course line.",
| | "D": "The direction from an arbitrary point on Earth to the geographic North Pole."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 11
| | },
| | {
| | "text": "The term 'True Course' (TC) is defined as...",
| | "options": {
| | "A": "The direction from an arbitrary point on Earth to the magnetic north pole.",
| | "B": "The direction from an arbitrary point on Earth to the geographic North Pole.",
| | "C": "Tthe angle between magnetic north and the course line.",
| | "D": "The angle between true north and the course line."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 12
| | },
| | {
| | "text": "Given: TC: 183°; WCA: +011°; MH: 198°; CH: 200° What are TH and VAR? (2,00 P.)",
| | "options": {
| | "A": "TH: 194°. VAR: 004° E",
| | "B": "TH: 194°. VAR: 004° W",
| | "C": "TH: 172°. VAR: 004° W",
| | "D": "TH: 172°. VAR: 004° E"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 13
| | },
| | {
| | "text": "Given: TC: 183°; WCA: +011°; MH: 198°; CH: 200° What are the VAR and the DEV? (2,00 P.)",
| | "options": {
| | "A": "VAR: 004° E. DEV: -002°.",
| | "B": "VAR: 004° W. DEV: +002°.",
| | "C": "VAR: 004° E. DEV: +002°.",
| | "D": "VAR: 004° W. DEV: -002°."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 14
| | },
| | {
| | "text": "The angle between compass north and magnetic north is called...",
| | "options": {
| | "A": "WCA",
| | "B": "Inclination.",
| | "C": "Deviation.",
| | "D": "Variation."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 15
| | },
| | {
| | "text": "Which are the official basic units for horizontal distances used in aeronautical navigation and their abbreviations?",
| | "options": {
| | "A": "Nautical miles (NM), kilometers (km)",
| | "B": "Land miles (SM), sea miles (NM)",
| | "C": "Yards (yd), meters (m)",
| | "D": "Feet (ft), inches (in)"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 16
| | },
| | {
| | "text": "What could be a reason for changing the runway indicators at aerodromes (e.g. from runway 06 to runway 07)?",
| | "options": {
| | "A": "The magnetic variation of the runway location has changed",
| | "B": "The magnetic deviation of the runway location has changed",
| | "C": "The true direction of the runway alignment has changed",
| | "D": "The direction of the approach path has changed"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 17
| | },
| | {
| | "text": "How are rhumb lines and great circles depicted on a direct Mercator chart?",
| | "options": {
| | "A": "Rhumb lines: straight lines Great circles: curved lines",
| | "B": "Rhumb lines: straight lines Great circles: straight lines",
| | "C": "Rhumb lines: curved lines Great circles: straight lines",
| | "D": "Rhumb lines: curved lines Great circles: curved lines"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 18
| | },
| | {
| | "text": "The distance between two airports is 220 NM. On an aeronautical navigation chart the pilot measures 40.7 cm for this distance. The chart scale is...",
| | "options": {
| | "A": "1 : 500000",
| | "B": "1 : 1000000.",
| | "C": "1 : 250000.",
| | "D": "1 : 2000000."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 19
| | },
| | {
| | "text": "Given: True course from A to B: 283°. Ground distance: 75 NM. TAS: 105 kt. Headwind component: 12 kt. Estimated time of departure (ETD): 1242 UTC. The estimated time of arrival (ETA) is...",
| | "options": {
| | "A": "1330 UTC",
| | "B": "1356 UTC",
| | "C": "1430 UTC",
| | "D": "1320 UTC"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 20
| | },
| | {
| | "text": "An aircraft is flying at aFL 75 with an outside air temperature (OAT) of -9°C. The QNH altitude is 6500 ft. The true altitude equals...",
| | "options": {
| | "A": "6250 ft.",
| | "B": "7000 ft.",
| | "C": "6750 ft",
| | "D": "6500 ft."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 21
| | },
| | {
| | "text": "An aircraft is flying at a pressure altitude of 7000 feet with an outside air temperature (OAT) of +11°C. The QNH altitude is 6500 ft. The true altitude equals...",
| | "options": {
| | "A": "6500 ft.",
| | "B": "7000 ft",
| | "C": "6250 ft.",
| | "D": "6750 ft."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 22
| | },
| | {
| | "text": "An aircraft is flying at a pressure altitude of 7000 feet with an outside air temperature (OAT) of +21°C. The QNH altitude is 6500 ft. The true altitude equals...",
| | "options": {
| | "A": "6500 ft",
| | "B": "6250 ft.",
| | "C": "7000 ft.",
| | "D": "6750 ft."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 23
| | },
| | {
| | "text": "Given: True course: 255°. TAS: 100 kt. Wind: 200°/10 kt. The true heading equals...",
| | "options": {
| | "A": "250°.",
| | "B": "265°.",
| | "C": "275°.",
| | "D": "245°."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 24
| | },
| | {
| | "text": "Given: True course: 165°. TAS: 90 kt. Wind: 130°/20 kt. Distance: 153 NM. The true heading equals...",
| | "options": {
| | "A": "152°.",
| | "B": "158°.",
| | "C": "165°.",
| | "D": "126°."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 25
| | },
| | {
| | "text": "An aircraft is following a true course (TC) of 040° at a constant true airspeed (TAS) of 180 kt. The wind vector is 350°/30 kt. The groundspeed (GS) equals...",
| | "options": {
| | "A": "155 kt.",
| | "B": "172 kt.",
| | "C": "168 kt.",
| | "D": "159 kt."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 26
| | },
| | {
| | "text": "Given: True course: 120°. TAS: 120 kt. Wind: 150°/12 kt. The WCA equals...",
| | "options": {
| | "A": "3° to the right.",
| | "B": "6° to the right.",
| | "C": "6° to the left.",
| | "D": "3° to the left."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 27
| | },
| | {
| | "text": "The distance from 'A' to 'B' measures 120 NM. At a distance of 55 NM from 'A' the pilot realizes a deviation of 7 NM to the right. What approximate course change must be made to reach 'B' directly?",
| | "options": {
| | "A": "6° left",
| | "B": "14° left",
| | "C": "8° left",
| | "D": "15° left"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 28
| | },
| | {
| | "text": "How many satellites are necessary for a precise and verified three-dimensional determination of the position?",
| | "options": {
| | "A": "Two",
| | "B": "Three",
| | "C": "Five",
| | "D": "Four"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 29
| | },
| | {
| | "text": "What ground features should preferrably be used for orientation during visual flight?",
| | "options": {
| | "A": "Power lines",
| | "B": "Farm tracks and creeks",
| | "C": "Border lines",
| | "D": "Rivers, railroads, highways"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 30
| | },
| | {
| | "text": "The circumference of the Earth at the equator is approximately... See figure (NAV-002) Siehe Anlage 1",
| | "options": {
| | "A": "10800 km.",
| | "B": "12800 km.",
| | "C": "21600 NM.",
| | "D": "40000 NM."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 31
| | },
| | {
| | "text": "What is the distance between the parallels of latitude 48°N and 49°N along a meridian line?",
| | "options": {
| | "A": "60 NM",
| | "B": "111 NM",
| | "C": "1 NM",
| | "D": "10 NM"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 32
| | },
| | {
| | "text": "What is the distance between the two parallels of longitude 150°E and 151°E along the equator?",
| | "options": {
| | "A": "111 NM",
| | "B": "60 km",
| | "C": "1 NM",
| | "D": "60 NM"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 33
| | },
| | {
| | "text": "What is the difference in time when the sun moves 10° of longitude?",
| | "options": {
| | "A": "0:04 h",
| | "B": "1:00 h",
| | "C": "0:40 h",
| | "D": "0:30 h"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 34
| | },
| | {
| | "text": "With Central European Summer Time (CEST) given as UTC+2, what UTC time corresponds to 1600 CEST?",
| | "options": {
| | "A": "1600 UTC.",
| | "B": "1700 UTC.",
| | "C": "1500 UTC.",
| | "D": "1400 UTC."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 35
| | },
| | {
| | "text": "The angle between the true course and the true heading is called...",
| | "options": {
| | "A": "Variation.",
| | "B": "Inclination.",
| | "C": "Deviation.",
| | "D": "WCA."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 36
| | },
| | {
| | "text": "The angle between the magnetic course and the true course is called...",
| | "options": {
| | "A": "WCA.",
| | "B": "Variation",
| | "C": "Inclination.",
| | "D": "Deviation."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 37
| | },
| | {
| | "text": "Where does the inclination reach its lowest value?",
| | "options": {
| | "A": "At the geographic equator",
| | "B": "At the magnetic equator",
| | "C": "At the geographic poles",
| | "D": "At the magnetic poles"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 38
| | },
| | {
| | "text": "Which direction corresponds to 'compass north' (CN)?",
| | "options": {
| | "A": "The most northerly part of the magnetic compass in the aircraft, where the reading takes place",
| | "B": "The direction to which the direct reading compass aligns due to earth's and aircraft's magnetic fields",
| | "C": "The angle between the aircraft heading and magnetic north",
| | "D": "The direction from an arbitrary point on Earth to the geographical North Pole"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 39
| | },
| | {
| | "text": "Which are the properties of a Mercator chart?",
| | "options": {
| | "A": "The scale is constant, great circles are depicted as curved lines, rhumb lines are depicted as straight lines",
| | "B": "The scales increases with latitude, great circles are depicted as curved lines, rhumb lines are depicted as straight lines",
| | "C": "The scales increases with latitude, great circles are depicted as straight lines, rhumb lines are depicted as curved lines",
| | "D": "The scale is constant, great circles are depicted as straight lines, rhumb lines are depicted as curved lines"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 40
| | },
| | {
| | "text": "Which are the properties of a Lambert conformal chart?",
| | "options": {
| | "A": "The chart is conformal and an equal-area projection",
| | "B": "Great circles are depicted as straight lines and the chart is an equal-area projection",
| | "C": "Rhumb lines are depicted as straight lines and the chart is conformal",
| | "D": "The chart is conformal and nearly true to scale"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 41
| | },
| | {
| | "text": "Given: True course from A to B: 352°. Ground distance: 100 NM. GS: 107 kt. Estimated time of departure (ETD): 0933 UTC. The estimated time of arrival (ETA) is...",
| | "options": {
| | "A": "1045 UTC.",
| | "B": "1029 UTC.",
| | "C": "1129 UTC.",
| | "D": "1146 UTC."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 42
| | },
| | {
| | "text": "An aircraft travels 100 km in 56 minutes. The ground speed (GS) equals...",
| | "options": {
| | "A": "93 kt",
| | "B": "107 km/h.",
| | "C": "198 kt.",
| | "D": "58 km/h"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 43
| | },
| | {
| | "text": "An aircraft is flying with a true airspeed (TAS) of 180 kt and a headwind component of 25 kt for 2 hours and 25 minutes. The distance flown equals...",
| | "options": {
| | "A": "693 NM.",
| | "B": "202 NM.",
| | "C": "375 NM.",
| | "D": "435 NM."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 44
| | },
| | {
| | "text": "Given: Ground speed (GS): 160 kt. True course (TC): 177°. Wind vector (W/WS): 140°/20 kt. The true heading (TH) equals...",
| | "options": {
| | "A": "180°",
| | "B": "173°.",
| | "C": "169°.",
| | "D": "184°."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 45
| | },
| | {
| | "text": "An aircraft is following a true course (TC) of 040° at a constant true airspeed (TAS) of 180 kt. The wind vector is 350°/30 kt. The wind correction angle (WCA) equals...",
| | "options": {
| | "A": ".+ 11°",
| | "B": ". - 9°",
| | "C": ".- 7°",
| | "D": ".+ 5°"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 46
| | },
| | {
| | "text": "Given: True course: 270°. TAS: 100 kt. Wind: 090°/25 kt. Distance: 100 NM. The ground speed (GS) equals...",
| | "options": {
| | "A": "120 kt.",
| | "B": "131 kt.",
| | "C": "117 kt.",
| | "D": "125 kt."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 47
| | },
| | {
| | "text": "When using a GPS for tracking to the next waypoint, a deviation indication is shown by a vertical bar and dots to the left and to the right of the bar. What statement describes the correct interpretation of the display?",
| | "options": {
| | "A": "The deviation of the bar from the center indicates the track error as angular distance in degrees; the scale for full deflection depends on the operating mode of the GPS.",
| | "B": "The deviation of the bar from the center indicates the track error as absolute distance in NM; the scale for full deflection depends on the operating mode of the GPS.",
| | "C": "The deviation of the bar from the center indicates the track error as angular distance in degrees; the scale for full deflection is +-10°.",
| | "D": "The deviation of the bar from the center indicates the track error as absolute distance in NM; the scale for full deflection is +-10 NM."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 48
| | },
| | {
| | "text": "What is the difference in latitude between A (12°53'30''N) and B (07°34'30''S)?",
| | "options": {
| | "A": ".05,19°",
| | "B": ".20,28°",
| | "C": ".05°19'00''",
| | "D": ".20°28'00''"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 49
| | },
| | {
| | "text": "UTC is...",
| | "options": {
| | "A": "A zonal time",
| | "B": "Local mean time at a specific point on Earth.",
| | "C": "An obligatory time used in aviation.",
| | "D": "A local time in Central Europe."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 50
| | },
| | {
| | "text": "With Central European Time (CET) given as UTC+1, what UTC time corresponds to 1700 CET?",
| | "options": {
| | "A": "1500 UTC.",
| | "B": "1700 UTC.",
| | "C": "1800 UTC.",
| | "D": "1600 UTC."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 51
| | },
| | {
| | "text": "Given: TC: 179°; WCA: -12°; VAR: 004° E; DEV: +002° What are MH and MC?",
| | "options": {
| | "A": "MH: 163°. MC: 175°.",
| | "B": "MH: 167°. MC: 161°",
| | "C": "MH: 163°. MC: 161°.",
| | "D": "MH: 167°. MC: 175°."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 52
| | },
| | {
| | "text": "Given: TC: 183°; WCA: +011°; MH: 198°; CH: 200° What are the TH and the DEV? (2,00 P.)",
| | "options": {
| | "A": "TH: 172°. DEV: +002°.",
| | "B": "TH: 172°. DEV: -002°.",
| | "C": "TH: 194°. DEV: -002°.",
| | "D": "TH: 194°. DEV: +002°."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 53
| | },
| | {
| | "text": "The term 'agonic line' is defined as a line on Earth or an aeronautical chart, connecting all points with the...",
| | "options": {
| | "A": "Heading of 0°.",
| | "B": "Deviation of 0°.",
| | "C": "Inclination of 0°.",
| | "D": "Variation of 0°."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 54
| | },
| | {
| | "text": "Electronic devices on board of an aeroplane have influence on the...",
| | "options": {
| | "A": "Direct reading compass.",
| | "B": "Airspeed indicator.",
| | "C": "Turn coordinator",
| | "D": "Artificial horizon."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 55
| | },
| | {
| | "text": "What is the distance from VOR Brünkendorf (BKD) (53°02?N, 011°33?E) to Pritzwalk (EDBU) (53°11'N, 12°11'E)? See annex (NAV-031) Siehe Anlage 2",
| | "options": {
| | "A": "24 NM",
| | "B": "42 NM",
| | "C": "24 km",
| | "D": "42 km"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 56
| | },
| | {
| | "text": "For a short flight from A to B the pilot extracts the following information from an aeronautical chart: True course: 245°. Magnetic variation: 7° W The magnetic course (MC) equals...",
| | "options": {
| | "A": "238°.",
| | "B": "245°.",
| | "C": "252°.",
| | "D": "007°."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 57
| | },
| | {
| | "text": "An aircraft is flying with a true airspeed (TAS) of 120 kt and experiences 35 kt tailwind. How much time is needed for a distance of 185 NM?",
| | "options": {
| | "A": "1 h 12 min",
| | "B": "2 h 11 min",
| | "C": "0 h 50 min",
| | "D": "1 h 32 min"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 58
| | },
| | {
| | "text": "Given: True course: 270°. TAS: 100 kt. Wind: 090°/25 kt. Distance: 100 NM. The flight time equals...",
| | "options": {
| | "A": "48 Min.",
| | "B": "37 Min.",
| | "C": "84 Min.",
| | "D": "62 Min."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 59
| | },
| | {
| | "text": "Which answer completes the flight plan (marked cells)? See annex (NAV-014) (3,00 P.) Siehe Anlage 3",
| | "options": {
| | "A": "TH: 185°. MH: 184°. MC: 178°.",
| | "B": "TH: 173°. MH: 184°. MC: 178°.",
| | "C": "TH: 173°. MH: 174°. MC: 178°.",
| | "D": "TH: 185°. MH: 185°. MC: 180°."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 60
| | },
| | {
| | "text": "What is meant by the term \"terrestrial navigation\"?",
| | "options": {
| | "A": "Orientation by ground celestial object during visual flight",
| | "B": "Orientation by instrument readings during visual flight",
| | "C": "Orientation by ground features during visual flight",
| | "D": "Orientation by GPS during visual flight"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 61
| | },
| | {
| | "text": "Which statement about a rhumb line is correct?",
| | "options": {
| | "A": "A rhumb line is a great circle intersecting the the equator with 45° angle.",
| | "B": "The center of a complete cycle of a rhumb line is always the Earth's center.",
| | "C": "A rhumb line cuts each meridian at the same angle.",
| | "D": "The shortest track between two points along the Earth's surface follows a rhumb line."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 62
| | },
| | {
| | "text": "Given: WCA: -012°; TH: 125°; MC: 139°; DEV: 002°E What are: TC, MH und CH? (2,00 P.)",
| | "options": {
| | "A": "TC: 113°. MH: 127°. CH: 129°.",
| | "B": "TC: 137°. MH: 127°. CH: 125°.",
| | "C": "TC: 137°. MH: 139°. CH: 125°.",
| | "D": "TC: 113°. MH: 139°. CH: 129°."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 63
| | },
| | {
| | "text": "5500 m equal...",
| | "options": {
| | "A": "18000 ft.",
| | "B": "30000 ft.",
| | "C": "7500 ft.",
| | "D": "10000 ft."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 64
| | },
| | {
| | "text": "Given: True course from A to B: 250°. Ground distance: 210 NM. TAS: 130 kt. Headwind component: 15 kt. Estimated time of departure (ETD): 0915 UTC. The estimated time of arrival (ETA) is... (2,00 P.)",
| | "options": {
| | "A": "1115 UTC.",
| | "B": "1005 UTC.",
| | "C": "1105 UTC.",
| | "D": "1052 UTC."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 65
| | },
| | {
| | "text": "What is the required flight time for a distance of 236 NM with a ground speed of 134 kt?",
| | "options": {
| | "A": "1:34 h",
| | "B": "0:34 h",
| | "C": "0:46 h",
| | "D": "1:46 h"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 66
| | },
| | {
| | "text": "What is the true course (TC) from Uelzen (EDVU) (52°59?N, 10°28?E) to Neustadt (EDAN) (53°22'N, 011°37'E)? See annex (NAV-031) Siehe Anlage 2",
| | "options": {
| | "A": "241°",
| | "B": "055°",
| | "C": "235°",
| | "D": "061°"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 67
| | },
| | {
| | "text": "What is the meaning of the 1:60 rule?",
| | "options": {
| | "A": "6 NM lateral offset at 1° drift after 10 NM",
| | "B": "1 NM lateral offset at 1° drift after 60 NM",
| | "C": "10 NM lateral offset at 1° drift after 60 NM",
| | "D": "60 NM lateral offset at 1° drift after 1 NM"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 68
| | },
| | {
| | "text": "Where are the two polar circles?",
| | "options": {
| | "A": "23.5° north and south of the poles",
| | "B": "23.5° north and south of the equator",
| | "C": "At a latitude of 20.5°S and 20.5°N",
| | "D": "20.5° south of the poles"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 69
| | },
| | {
| | "text": "Vienna (LOWW) is located at 016° 34'E, Salzburg (LOWS) at 013° 00'E. The latitude of both positions can be considered as equal. What is the difference of sunrise and sunset times, expressed in UTC, between Wien and Salzburg? (2,00 P.)",
| | "options": {
| | "A": "In Vienna the sunrise is 4 minutes later and sunset is 4 minutes earlier than in Salzburg",
| | "B": "In Vienna the sunrise and sunset are about 14 minutes earlier than in Salzburg",
| | "C": "In Vienna the sunrise and sunset are about 4 minutes later than in Salzburg",
| | "D": "In Vienna the sunrise is 14 minutes earlier and sunset is 14 minutes later than in Salzburg"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 70
| | },
| | {
| | "text": "The term 'isogonal' or 'isogonic line' is defined as a line on an aeronautical chart, connecting all points with the same value of...",
| | "options": {
| | "A": "Heading.",
| | "B": "Deviation",
| | "C": "Variation.",
| | "D": "Inclination."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 71
| | },
| | {
| | "text": "An aircraft is following a true course (TC) of 220° at a constant TAS of 220 kt. The wind vector is 270°/50 kt. The ground speed (GS) equals...",
| | "options": {
| | "A": "185 kt.",
| | "B": "255 kt.",
| | "C": "170 kt.",
| | "D": "135 kt."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 72
| | },
| | {
| | "text": "An aeroplane has a heading of 090°. The distance which has to be flown is 90 NM. After 45 NM the aeroplane is 4.5 NM north of the planned flight path. What is the corrected heading to reach the arrival aerodrome directly?",
| | "options": {
| | "A": "18° to the right",
| | "B": "9° to the right",
| | "C": "6° to the right",
| | "D": "12° to the right"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 73
| | },
| | {
| | "text": "The rotational axis of the Earth runs through the...",
| | "options": {
| | "A": "Magnetic north pole and on the geographic South Pole.",
| | "B": "Magnetic north pole and on the magnetic south pole.",
| | "C": "Geographic North Pole and on the magnetic south pole.",
| | "D": "Geographic North Pole and on the geographic South Pole."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 74
| | },
| | {
| | "text": "1000 ft equal...",
| | "options": {
| | "A": "300 m.",
| | "B": "3000 m.",
| | "C": "30 km.",
| | "D": "30 m."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 75
| | },
| | {
| | "text": "A distance of 7.5 cm on an aeronautical chart represents a distance of 60.745 NM in reality. What is the chart scale?",
| | "options": {
| | "A": "1 : 500000",
| | "B": "1 : 1500000",
| | "C": "1 : 1 000000",
| | "D": "1 : 150000"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 76
| | },
| | {
| | "text": "What is the distance from Neustadt (EDAN) (53°22'N, 011°37'E) to Uelzen (EDVU) (52°59?N, 10°28?E)? See annex (NAV-031) Siehe Anlage 2",
| | "options": {
| | "A": "46 km",
| | "B": "46 NM",
| | "C": "78 km",
| | "D": "78 km"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 77
| | }
| | ]
| | },
| | "operational-procedures": {
| | "code": "70",
| | "name": "Operational Procedures",
| | "questions": [
| | {
| | "text": "A wind shear is...",
| | "options": {
| | "A": "A wind speed change of more than 15 kt.",
| | "B": "A meteorological downslope wind phenomenon in the alps.",
| | "C": "A vertical or horizontal change of wind speed and wind direction.",
| | "D": "A slow increase of the wind speed in altitudes above 13000 ft."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 1
| | },
| | {
| | "text": "During an approach the aeroplane experiences a windshear with a decreasing tailwind. If the pilot does not make any corrections, how do the approach path and the indicated airspeed (IAS) change?",
| | "options": {
| | "A": "Path is higher, IAS decreases",
| | "B": "Path is lower, IAS increases",
| | "C": "Path is higher, IAS increases",
| | "D": "Path is lower, IAS decreases"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 2
| | },
| | {
| | "text": "During a cross-country flight, visual meteorological conditions tend to become below minimum conditions. To continue the flight according to minimum visual conditions, the pilot decides to...",
| | "options": {
| | "A": "Continue the flight referring to sufficient forecasts",
| | "B": "Turn back due to sufficient visual meteorological conditions along the previous track",
| | "C": "Continue the flight using radio navigational features along the track",
| | "D": "Continue the flight using navigatorical aid by ATC"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 3
| | },
| | {
| | "text": "With only a slight crosswind, what is the danger at take-off after the departure of a heavy aeroplane?",
| | "options": {
| | "A": "Wake turbulence rotate faster and higher.",
| | "B": "Wake turbulence is amplified and distorted.",
| | "C": "Wake turbulence twisting transverse to the runway.",
| | "D": "Wake turbulence on or near the runway"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 4
| | },
| | {
| | "text": "A precautionary landing is a landing...",
| | "options": {
| | "A": "Conducted with the flaps retracted.",
| | "B": "Conducted without power from the engine.",
| | "C": "Conducted in response to circumstances forcing the aircraft to land.",
| | "D": "Conducted in an attempt to sustain flight safety"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 5
| | },
| | {
| | "text": "Which of the following landing areas is most suitable for an off-field landing?",
| | "options": {
| | "A": "A field with ripe waving crops",
| | "B": "A meadow without livestock",
| | "C": "A light brown field with short crops",
| | "D": "A lake with an undisturbed surface"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 6
| | },
| | {
| | "text": "What are the effects of wet grass on the take-off and landing distance?",
| | "options": {
| | "A": "Decrease of the take-off distance and increase of the landing distance",
| | "B": "Increase of the take-off distance and increase of the landing distance",
| | "C": "Increase of the take-off distance and decrease of the landing distance",
| | "D": "Decrease of the take-off distance and decrease of the landing distance"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 7
| | },
| | {
| | "text": "Off-field landing may be prone to accident when...",
| | "options": {
| | "A": "The approach is conducted using distinct approach segments",
| | "B": "The decision is made above minimum safe altitude.",
| | "C": "The approach is conducted onto a harvested corn field.",
| | "D": "The decision to land off-field is made too late."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 8
| | },
| | {
| | "text": "When commencing a steep turn, what has to be considered by the pilot?",
| | "options": {
| | "A": "After achieving bank angle, reduce yaw using opposite rudder",
| | "B": "Commence turn with reduced speed according to aimed bank angle",
| | "C": "Commence turn with increased speed according to aimed bank angle",
| | "D": "After achieving bank angle, push the elevator to increase speed"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 9
| | },
| | {
| | "text": "When airtowing using side-located latch, the gliding plane tends to...",
| | "options": {
| | "A": "Show particularly stable flight characteristics.",
| | "B": "Quickly turn around longitunidal axis",
| | "C": "Show enhanced pitch up moment.",
| | "D": "Show enhanced turn to latch-mounted side."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 10
| | },
| | {
| | "text": "A gliding plane being airtowed gets into an excessive high position behind the towing plane. What action by the glider pilot can prevent further danger for glider and towing plane?",
| | "options": {
| | "A": "Initiate a sideslip to reduce excessive height",
| | "B": "Pull strongly, therafter decouple the cable",
| | "C": "Carefully extend spoiler flaps, steer glider back into normal position",
| | "D": "Push strongly to bring glider back to normal position"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 11
| | },
| | {
| | "text": "In case of cable break during airtow, a longer part of the cable remains attached to the glider plane. What action should be taken by the glider pilot?",
| | "options": {
| | "A": "Decouple immediately and proceed with coupling unlatched",
| | "B": "Conduct normal approach, release cable immediatley after ground contact",
| | "C": "Perform low approach and reuqest information about cable length by airfield controller, decouple if necessary",
| | "D": "When in safe height, drop cable overhead empty terrain or overhead airfield"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 12
| | },
| | {
| | "text": "During a winch launch, just after stabilizing full climb attitude, the pull on cable suddenly stops. What action should be taken by the glider pilot?",
| | "options": {
| | "A": "Push slightly, wait for pull on cable to be re-established",
| | "B": "Inform winch driver by altertate aileron input",
| | "C": "Push firmly and decouple cable immediately",
| | "D": "Pull on elevator to increases cable tension"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 13
| | },
| | {
| | "text": "Before the launch using a parallel-cable winch, the glider pilot realizes the second cable laying close to his glider about to launch. What actions should be taken by the glider pilot?",
| | "options": {
| | "A": "Keep an eye on second cable, decouple after takeoff if necessary",
| | "B": "Continue launch with rudder input on opposite direction to second cable",
| | "C": "Conduct normal takeoff, inform airfield controller after landing",
| | "D": "Decouple cable immediately, inform airfield controller via radio"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 14
| | },
| | {
| | "text": "What is the purpose of the breaking points on a winch cable?",
| | "options": {
| | "A": "It is used for automatic cable release after winch launch",
| | "B": "It protects the winch from being overshot by the glider plane",
| | "C": "It is used to limit the rate of climb during winch launch",
| | "D": "It prevents excessive stress on the gilder plane"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 15
| | },
| | {
| | "text": "A glider pilot has to conduct an off-field landing in a mountainous region. The only available landing site is highly inclined. How should the landing be conducted?",
| | "options": {
| | "A": "Approach with increased speed, quick flare to follow the inclined ground",
| | "B": "Approach down the ridge with increased speed, push according to ground level during landing",
| | "C": "According to prevailant wind, approach and land parallel to the ridge with headwind",
| | "D": "Approach with minimum speed, careful flare when reaching the landing site"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 16
| | },
| | {
| | "text": "During a high altitude flight (6000 m MSL), the glider pilot realizes that oxygen will be consumed within a few minutes. What actions should be taken by the glider pilot?",
| | "options": {
| | "A": "After depletion of oxygen, stay at that altitude no longer than 30 min",
| | "B": "At first indication of hypoxia, commence descent with maximum allowed speed",
| | "C": "Extend spoiler flaps, descent with maximum permissable speed",
| | "D": "Reduce oxygen flow by breathing slowly"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 17
| | },
| | {
| | "text": "Trim masses or lead plates must be secured firmly when installed into a gliding plane, so that...",
| | "options": {
| | "A": "The maximum allowed mass will not be exceeded.",
| | "B": "A comfortable seat position will be assured for the glider pilot.",
| | "C": "They will not block rudders or induce any C.G. shift.",
| | "D": "The glider pilot will not be hurt during flight in thermal turbulences."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 18
| | },
| | {
| | "text": "Why is it not allowed to launch wih the C.G. positioned beyond the aft limit?",
| | "options": {
| | "A": "Because rudder inputs may not be sufficient for controlling flight attitude",
| | "B": "Because increased nose-down moment may not be compensated",
| | "C": "Because structural limits may be exceeded",
| | "D": "Because maximum permissable speed will be rduced significantly"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 19
| | },
| | {
| | "text": "During approach, tower provides the following information: \"Wind 15 knots, gusts 25 knots\". How should the landing be performed?",
| | "options": {
| | "A": "Approach with minimum speed, correct changes in attitude with careful rudder inputs",
| | "B": "Approach with normal speed, maintain speed using spoiler flaps",
| | "C": "Approach with increased speed, correct changes in attitude with firm rudder inputs",
| | "D": "Approach with increased speed, avoid usage of spoiler flaps"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 20
| | },
| | {
| | "text": "When a pilot gets into a strong downwind area during slope soaring, what action should be recommanded?",
| | "options": {
| | "A": "Contunue flight, downwinds around mountains only occur shortly",
| | "B": "Increase speed and head away from the ridge",
| | "C": "Increase speed and conduct landing parallel to ridge",
| | "D": "Increase speed and get closer to the ridge"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 21
| | },
| | {
| | "text": "After landing, you realize you lost your pen which might have fallen down in the cockpit of the sailplane. What has to be considered?",
| | "options": {
| | "A": "Lighter, loose bodies in the fuselage can be considered uncritical",
| | "B": "Before next take-off, the cockpit has to be firmly inspected for loose bodies.",
| | "C": "A flight without a pen at hand is not permitted",
| | "D": "Succeeding pilots have to be informed about that"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 22
| | },
| | {
| | "text": "Durig flight close to aerodrome in about 250 m AGL you encouter strong descent and go for a safety landing. What speed should be flown when heading towards the airfield?",
| | "options": {
| | "A": "Best glide speed plus additionals for downdrafts and wind",
| | "B": "Best glide speed",
| | "C": "Minimum rate of descent speed",
| | "D": "Maximum manoeuvering speed VA"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 23
| | },
| | {
| | "text": "During final approach, you realize that you missed to extend the gear. How should the landing be conducted?",
| | "options": {
| | "A": "You land without gear, and carefully touch down with minimum speed.",
| | "B": "You extend the gear immediately and land as usual.",
| | "C": "You retract flaps, extend the gear and land as usual.",
| | "D": "You land without gear with higher than usual speed."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 24
| | },
| | {
| | "text": "After reaching what height during winch launch the maximum pitch position can be taken?",
| | "options": {
| | "A": "From approx. 50 m while maintaining a save speed for winch launch.",
| | "B": "From 15 m while reaching a speed of at least 90 km/h",
| | "C": "From 150 m or higher, when in case of cable break landing straight ahead is no longer possible",
| | "D": "Shortly after lift-off, provided a sufficiently strong headwind"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 25
| | },
| | {
| | "text": "What has to be considered for the speed during approach and landing?",
| | "options": {
| | "A": "Wind speed and weight",
| | "B": "Altitude and weight",
| | "C": "Wind speed and Altitude",
| | "D": "Weight and wind speed"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 26
| | },
| | {
| | "text": "How can you determine wind direction in case of an outlanding?",
| | "options": {
| | "A": "Monitoring of smoke, flags, waving fields",
| | "B": "Wind forecast from flight weather report",
| | "C": "Request from other pilots who can be reached by radio",
| | "D": "Remembering the wind indicated by the windsock an departing airfield"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 27
| | },
| | {
| | "text": "What landing technique is recommended for landing on a down-hill gras area?",
| | "options": {
| | "A": "In general up-hill",
| | "B": "Diagonal down-hill",
| | "C": "With brakes applied on main wheel, no air brakes",
| | "D": "Full air brakes, gear retracted and stalled"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 28
| | },
| | {
| | "text": "What has to be checked before any change in direction during glide?",
| | "options": {
| | "A": "Check for turn to be flown coordinated",
| | "B": "Check for thermal clouds",
| | "C": "Check for loose object secured",
| | "D": "Check for free airspace in desired direction"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 29
| | },
| | {
| | "text": "Before a winch launch, you detect a light tailwind. What has to be considered?",
| | "options": {
| | "A": "Roll until lift-off will take a little longer, watch speed",
| | "B": "A weaker rated-brake-point can be used, load will be smaller",
| | "C": "Roll until lift-off will be shorter since tailwind is pushing from behind",
| | "D": "To reach more height, full pull on the elevator after lift-off"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 30
| | },
| | {
| | "text": "Flying slow close to stall conditions, the left wings is lower than the right wing. How can the stall be prevented?",
| | "options": {
| | "A": "Push on the elevator, keep wings level with coordinated inputs on rudder and aileron",
| | "B": "Aileron and rudder to the reight, gain some speed, push slightly on the elevator, all rudders neutral",
| | "C": "Airleron to the right, push slighty on the elevator, gain some speed, all rudders neutral",
| | "D": "Rudder left, push slightly on the elevator, gain some speed, all rudders neutral"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 31
| | },
| | {
| | "text": "Which weather phenomenon is typically associated with wind shear?",
| | "options": {
| | "A": "Fog",
| | "B": "Stable high pressure areas.",
| | "C": "Invernal warm front.",
| | "D": "Thunderstorms."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 32
| | },
| | {
| | "text": "During an approach the aeroplane experiences a windshear with a decreasing headwind. If the pilot does not make any corrections, how do the approach path and the indicated airspeed (IAS) change?",
| | "options": {
| | "A": "Path is higher, IAS increases",
| | "B": "Path is lower, IAS decreases",
| | "C": "Path is lower, IAS increases",
| | "D": "Path is higher, IAS decreases"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 33
| | },
| | {
| | "text": "During an approach the aeroplane experiences a windshear with an increasing headwind. If the pilot does not make any corrections, how do the approach path and the indicated airspeed (IAS) change?",
| | "options": {
| | "A": "Path is lower, IAS increases",
| | "B": "Path is higher, IAS decreases",
| | "C": "Path is higher, IAS increases",
| | "D": "Path is lower, IAS decreases"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 34
| | },
| | {
| | "text": "How can dangerous situations be prevented when the gliding plane approaches close to a pattern altitude during a cross-country flight?",
| | "options": {
| | "A": "Try to reach cumuclus clouds visible at the far horizon and use their thermal updrafts",
| | "B": "Despite the planned flight, decide for an off-field landing",
| | "C": "Maintain radio communication up to full stop after off-field landing",
| | "D": "Search for thermal updrafts on the lee side of a selected landing field"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 35
| | },
| | {
| | "text": "During airtow, the gliding plane exceeds its maximum permissable speed. What action should be taken by the glider pilot?",
| | "options": {
| | "A": "Extend spoiler flaps",
| | "B": "Message to airfield controller via radio",
| | "C": "Pull elevator to reduce speed",
| | "D": "Decouple cable immediately"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 36
| | },
| | {
| | "text": "During airtow, the towing plane disappears from the glider pilot's sight. What action should be taken by the glider pilot?",
| | "options": {
| | "A": "Decouple cable immediatly",
| | "B": "Alternate push and pull on the elveator",
| | "C": "Alternate turn to the left and to the right",
| | "D": "Extend spoiler flaps and return to normal attitude"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 37
| | },
| | {
| | "text": "During the last phase of a winch launch, the glider pilot does not release pull on the elevator. The automatic latch releases the cable at high wing load. What consequences have to be considered?",
| | "options": {
| | "A": "A higher altitude can be reached using this technique",
| | "B": "Extreme stress on the structure of the glider plane",
| | "C": "This technique can compensate for insufficient wind correction",
| | "D": "Only by this sudden jerk the release of the cable can be assured"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 38
| | },
| | {
| | "text": "During a winch launch, after reaching full climb attitude, the airspeed indicator fails. What action should be taken by the glider pilot?",
| | "options": {
| | "A": "Continue launch to normal altitude, use horizontal image and airstream noise to conduct flight as planned",
| | "B": "Try to re-establish airspeed indication by abrupt changes of speed during launch",
| | "C": "Push elevator, decouple cable and perform short pattern with minimum speed",
| | "D": "Continue launch to normal altitude, use horizontal image and airstream noise for pattern and landing right away"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 39
| | },
| | {
| | "text": "What has to be expected with ice accretion on wings?",
| | "options": {
| | "A": "An increased stall speed",
| | "B": "A decreased stall speed",
| | "C": "Improved slow flight capabilities",
| | "D": "Reduced friction drag"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 40
| | },
| | {
| | "text": "Despite several attempts, the landing gear can be extended, but not locked. How should the landing be conducted?",
| | "options": {
| | "A": "Keep gear unlocked and perform normal landing",
| | "B": "Keep a firm grip on gear handle during normal landing",
| | "C": "Retract landing gear and perform belly landing with minimum speed",
| | "D": "Retract gear and perform belly landing with increased speed"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 41
| | },
| | {
| | "text": "An off-field landing with tailwind is inevitable. How should the landing be conducted?",
| | "options": {
| | "A": "Approach with reduced speed, expect shorter flare and ground roll distance",
| | "B": "Normal approach, when reaching landing site, extend spoiler flaps and push down elevator",
| | "C": "Approach with normal speed, expect longer flare and ground roll distance",
| | "D": "Approach with increased speed without use of spoiler flaps"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 42
| | },
| | {
| | "text": "A plane flying below an extended Cumulus cloud developing into a thunderstorm, the glider plane quickly approaches the cloud base. What actions have to be taken by the glider pilot?",
| | "options": {
| | "A": "Extend spoiler flaps within speed limits, leave thermal lift area with maximum permissable speed",
| | "B": "Fasten seat belts, be aware of severe gust during further thermaling",
| | "C": "Reduce to minimum speed, leave thermal lift area in a flat turn",
| | "D": "Climb into thunderstorm cloud, continue flight using instruments"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 43
| | },
| | {
| | "text": "During approach for landing with strong crosswind, how should the turn from base to final be flown?",
| | "options": {
| | "A": "Turn with maximum 60° bank, carefully watch speed and yaw string, track correction after overshoot.",
| | "B": "Maximum 30° bank, use rudder to early align sailplane with final track",
| | "C": "Maximum 60° bank, use rudder to early align sailplane with final track.",
| | "D": "Turn with maximum 30° bank, carefully watch speed and yaw string, track correction after overshoot."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 44
| | },
| | {
| | "text": "During thermal soaring, another sailplane is following close by. What should be done to avoid a collision?",
| | "options": {
| | "A": "You reduce speed to let the other sailplane fly by",
| | "B": "You reduce bank to achieve a larger turn radius",
| | "C": "You increase bank to be better seen from the other sailplane",
| | "D": "You increase speed to achieve a position opposite in the circle"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 45
| | },
| | {
| | "text": "What heights should be consideres for landing phases with a glider plane?",
| | "options": {
| | "A": "100 m abeam threashold and 50 m after final approach turn",
| | "B": "300 m abeam threashold and 150 m in final approach",
| | "C": "500 m abeam threashold and 50 m after final approach turn",
| | "D": "150 - 200 m abeam threashold and 100 m after final approach turn"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 46
| | },
| | {
| | "text": "How should a glider plane be parked when observing strong winds?",
| | "options": {
| | "A": "Nose into the wind, keep and weigh tail down",
| | "B": "Nose into the wind, extends air brakes, secure rudders",
| | "C": "Downwind wing on the ground, weigh wing down, secure rudders",
| | "D": "Windward wing on the ground, weigh wing down, secure rudders"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 47
| | },
| | {
| | "text": "When do you expect wind shear?",
| | "options": {
| | "A": "During an inversion",
| | "B": "When passing a warm front",
| | "C": "During a summer day with calm winds",
| | "D": "In calm wind in cold weather"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 48
| | },
| | {
| | "text": "How can a wind shear encounter in flight be avoided?",
| | "options": {
| | "A": "Avoid thermally active areas, particularly during summer, or stay below these areas",
| | "B": "Avoid areas of precipitation, particularly during winter, and choose low flight altitudes",
| | "C": "Avoid take-off and landing during the passage of heavy showers or thunderstorms",
| | "D": "Avoid take-offs and landings in mountainous terrain and stay in flat country whenever possible"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 49
| | },
| | {
| | "text": "Wake turbulence on or near the runway",
| | "options": {
| | "A": "Plowed field",
| | "B": "Glade with long dry grass",
| | "C": "Sports area in a village",
| | "D": "Harvested cornfield"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 50
| | },
| | {
| | "text": "A gliding plane is about to pitch down due to stall. What rudder input can prevent nose-dive and spin?",
| | "options": {
| | "A": "Ailerons neutral, rudder strongly kicked to lower wing",
| | "B": "Release elevator, rudder opposite to lower wing",
| | "C": "Keep airplane in level flight using rudder pedals",
| | "D": "Slightly pull the elevator, ailerons opposite to lower wing"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 51
| | },
| | {
| | "text": "In case of a cable break during winch launch, what actions should be taken in the correct order?",
| | "options": {
| | "A": "Decouple cable, therafter push nose down; at heights up to 150m GND land straight ahead with increased speed",
| | "B": "Push firmly nose down, decouple cable, depending on terrain and wind decide for short pattern or landing straight ahead",
| | "C": "Initiate 180° turn and land opposite to runway heading in use, decouple cable before touch down",
| | "D": "Keep elevetor pulled, stabilize on minimum speed and land on remaining field length"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 52
| | },
| | {
| | "text": "During initial winch launch, one wing of a glider plane gets ground contact. What action should be taken by the glider pilot?",
| | "options": {
| | "A": "Pull the elevator",
| | "B": "Decouple cable immediatly",
| | "C": "Rudder in opposite direction",
| | "D": "Ailerons in opposite direction"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 53
| | },
| | {
| | "text": "When flying into heavy snowfall, most dangerous will be the...",
| | "options": {
| | "A": "Sudden blockage of pitot-static system",
| | "B": "Sudden increase of airframe icing.",
| | "C": "Sudden increase in airplane mass",
| | "D": "Suddon loss of visibility"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 54
| | },
| | {
| | "text": "What has to be considers when overflying mountain ridges?",
| | "options": {
| | "A": "Turbulences, reduce to minimum speed",
| | "B": "Do not overfly national parks",
| | "C": "Turbulences, therefore slightly increase speed",
| | "D": "Use circling birds to find thermal cells"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 55
| | },
| | {
| | "text": "What is indicated by \"buffeting\" noticable at elevator stick?",
| | "options": {
| | "A": "C.G. position too far ahead",
| | "B": "Glider plane very dirty",
| | "C": "Too slow, wing airflow stalled",
| | "D": "Too fast, turbulence bubbles hitting on aileron"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 56
| | },
| | {
| | "text": "The term \"flight time\" is defined as...",
| | "options": {
| | "A": "The period from engine start for the purpose of taking off to leaving the aircraft after engine shutdown.",
| | "B": "The period from the start of the take-off run to the final touchdown when landing.",
| | "C": "The total time from the first aircraft movement until the moment it finally comes to rest at the end of the flight.",
| | "D": "The total time from the first take-off until the last landing in conjunction with one or more consecutive flights."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 57
| | },
| | {
| | "text": "Two aircraft of the same type, same grossweight and same configuration fly at different airspeeds. Which aircraft will cause more severe wake turbulence?",
| | "options": {
| | "A": "The aircraft flying at lower altitude.",
| | "B": "The aircraft flying at higher speed.",
| | "C": "The aircraft flying at higher altitude",
| | "D": "The aircraft flying at slower speed"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 58
| | },
| | {
| | "text": "What color has the emergency hood release handle?",
| | "options": {
| | "A": "Green",
| | "B": "Red",
| | "C": "Yellow",
| | "D": "Blue"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 59
| | },
| | {
| | "text": "When landing with tailwind, the pilot has to...",
| | "options": {
| | "A": "Approach with normal speed and shallow angle.",
| | "B": "Compensate tailwind by sideslip.",
| | "C": "Increase approach speed.",
| | "D": "Land with gear retracted to shorten ground roll distance"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 60
| | },
| | {
| | "text": "What negative impacts may be expected during circling overhead industrial facilities?",
| | "options": {
| | "A": "Health impairments by pollutants, reduced visibilty and turbulences",
| | "B": "Strong electrostatic charging and deterioration in radio communication",
| | "C": "Very poor visibility of only few hundred meters and heavy precipitation",
| | "D": "Extended, strong downwind areas on the lee side of the facility"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 61
| | },
| | {
| | "text": "During airtow, in a turn the glider plane gets into an outward off-set position. What action should be taken by the glider pilot?",
| | "options": {
| | "A": "Return glider plane to a position behind towing plane by a smaller curve radius using strong inputs on rudder pedals",
| | "B": "Take up same bank angle as towing plane and return glider plane to a position behind towing plane using rudder pedals",
| | "C": "Bring back glider plane to intended turning attitude using rudder and airlerons, extend spoiler flaps to reduce speed",
| | "D": "Initiate sideslip and let glider plane be pushed back to a position behind towing plane by increased drag"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 62
| | },
| | {
| | "text": "When has a pre-flight check to be done?",
| | "options": {
| | "A": "Before first flight of the day, and after every change of pilot",
| | "B": "After every build-up of the airplane",
| | "C": "Once a month, with TMG once a day",
| | "D": "Before flight operation and before every flight"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 63
| | },
| | {
| | "text": "Collisions during circling within thermal updrafts can be avoided by...",
| | "options": {
| | "A": "Alternate circling with opposite directions in different heights.",
| | "B": "Imitating the movements of the preceeding gliding plane.",
| | "C": "Coordination of plane movements with other aircrafts circling within the same updraft",
| | "D": "Fast approach into the updraft and rapidly pulling the elevator for slower speed."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 64
| | }
| | ]
| | },
| | "principles-of-flight-aeroplane": {
| | "code": "80",
| | "name": "Principles of Flight",
| | "questions": [
| | {
| | "text": "With regard to the forces acting, how can stationary gliding be described?",
| | "options": {
| | "A": "The sum of air forces acts along the direction of air flow",
| | "B": "The sum the air forces acts along with the lift force",
| | "C": "The lift force compensates the drag force",
| | "D": "The sum of air forces compensates the gravity force"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 1
| | },
| | {
| | "text": "What is the result of extending flaps with increasing aerofoil camber?",
| | "options": {
| | "A": "Maximum permissable speed increases",
| | "B": "Minimum speed increases",
| | "C": "Minimum speed decreases",
| | "D": "C.G. position moves forward"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 2
| | },
| | {
| | "text": "Stabilization around the lateral axis during cruise is achieved by the...",
| | "options": {
| | "A": "Wing flaps.",
| | "B": "Horizontal stabilizer",
| | "C": "Airlerons.",
| | "D": "Vertical rudder"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 3
| | },
| | {
| | "text": "All aerodynamic forces can be considered to act on a single point. This point is called...",
| | "options": {
| | "A": "Center of gravity.",
| | "B": "Lift point.",
| | "C": "Transition point.",
| | "D": "Center of pressure."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 4
| | },
| | {
| | "text": "Which point on the aerofoil is represented by number 4? See figure (PFA-009) Siehe Anlage 2",
| | "options": {
| | "A": "Transition point",
| | "B": "Stagnation point",
| | "C": "Center of pressure",
| | "D": "Separation point"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 5
| | },
| | {
| | "text": "Which point on the aerofoil is represented by number 1? See figure (PFA-009) Siehe Anlage 2",
| | "options": {
| | "A": "Center of pressure",
| | "B": "Stagnation point",
| | "C": "Stagnation point",
| | "D": "Transition point"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 6
| | },
| | {
| | "text": "What pattern can be found at the stagnation point?",
| | "options": {
| | "A": "The boundary layer starts separating on the upper surface of the profile",
| | "B": "All aerodynamic forces can be considered as attacking at this single point",
| | "C": "The laminar boundary layer changes into a turbulent boundary layer",
| | "D": "Streamlines are divided into airflow above and below the profile"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 7
| | },
| | {
| | "text": "Which statement about lift and angle of attack is correct?",
| | "options": {
| | "A": "Increasing the angle of attack too far may result in a loss of lift and an airflow separation",
| | "B": "Increasing the angle of attack results in less lift being generated by the aerofoil",
| | "C": "Decreasing the angle of attack results in more drag being generated by the aerofoil",
| | "D": "Too large angles of attack can lead to an exponential increase in lift"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 8
| | },
| | {
| | "text": "Which statement about the airflow around an aerofoil is correct if the angle of attack increases?",
| | "options": {
| | "A": "The stagnation point moves down",
| | "B": "The center of pressure moves down",
| | "C": "The center of pressure moves up",
| | "D": "The stagnation point moves up"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 9
| | },
| | {
| | "text": "Pressure compensation on an wing occurs at the...",
| | "options": {
| | "A": "Wing tips.",
| | "B": "Leading edge.",
| | "C": "Trailing edge.",
| | "D": "Wing roots"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 10
| | },
| | {
| | "text": "Which of the following options is likely to produce large induced drag?",
| | "options": {
| | "A": "Large aspect ratio",
| | "B": "Small aspect ratio",
| | "C": "Low lift coefficients",
| | "D": "Tapered wings"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 11
| | },
| | {
| | "text": "Pressure drag, interference drag and friction drag belong to the group of the...",
| | "options": {
| | "A": "Parasite drag",
| | "B": "Main resistance.",
| | "C": "Induced drag.",
| | "D": "Total drag."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 12
| | },
| | {
| | "text": "Which kinds of drag contribute to total drag?",
| | "options": {
| | "A": "Interference drag and parasite drag",
| | "B": "Induced drag and parasite drag",
| | "C": "Induced drag, form drag, skin-friction drag",
| | "D": "Form drag, skin-friction drag, interference drag"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 13
| | },
| | {
| | "text": "In case of a stall it is important to...",
| | "options": {
| | "A": "Increase the angle of attack and increase the speed.",
| | "B": "Decrease the angle of attack and increase the speed.",
| | "C": "Increase the angle of attack and reduce the speed.",
| | "D": "Increase the bank angle and reduce the speed."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 14
| | },
| | {
| | "text": "What types of boundary layers can be found on an aerofoil?",
| | "options": {
| | "A": "Laminar boundary layer along the complete upper surface with non-separated airflow",
| | "B": "Turbulent layer at the leading wing areas, laminar boundary layer at the trailing areas",
| | "C": "Turbulent boundary layer along the complete upper surface with separated airflow",
| | "D": "Laminar layer at the leading wing areas, turbulent boundary layer at the trailing areas"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 15
| | },
| | {
| | "text": "Which constructive feature is shown in the figure? See figure (PFA-006) L: Lift Siehe Anlage 4",
| | "options": {
| | "A": "Lateral stability by wing dihedral",
| | "B": "Differential aileron deflection",
| | "C": "Directional stability by lift generation",
| | "D": "Longitudinal stability by wing dihedral"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 16
| | },
| | {
| | "text": "\"Longitudinal stability\" is referred to as stability around which axis?",
| | "options": {
| | "A": "Lateral axis",
| | "B": "Propeller axis",
| | "C": "Longitudinal axis",
| | "D": "Vertical axis"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 17
| | },
| | {
| | "text": "Rotation around the vertical axis is called...",
| | "options": {
| | "A": "Slipping.",
| | "B": "Pitching.",
| | "C": "Yawing.",
| | "D": "Rolling."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 18
| | },
| | {
| | "text": "Rotation around the lateral axis is called...",
| | "options": {
| | "A": "Yawing.",
| | "B": "Pitching.",
| | "C": "Rolling.",
| | "D": "Stalling."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 19
| | },
| | {
| | "text": "The elevator moves an aeroplane around the...",
| | "options": {
| | "A": "Vertical axis.",
| | "B": "Longitudinal axis.",
| | "C": "Elevator axis.",
| | "D": "Lateral axis."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 20
| | },
| | {
| | "text": "What has to be considered with regard to the center of gravity position?",
| | "options": {
| | "A": "By moving the elevator trim tab, the center of gravity can be shifted into a correct position.",
| | "B": "Only correct loading can assure a correct and safe center of gravity position.",
| | "C": "The center of gravity's position can only be determined during flight.",
| | "D": "By moving the aileron trim tab, the center of gravity can be shifted into a correct position."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 21
| | },
| | {
| | "text": "What is the advantage of differential aileron movement?",
| | "options": {
| | "A": "The drag of the downwards deflected aileron is lowered and the adverse yaw is smaller",
| | "B": "The total lift remains constant during aileron deflection",
| | "C": "The ratio of the drag coefficient to lift coefficient is increased",
| | "D": "The adverse yaw is higher"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 22
| | },
| | {
| | "text": "The aerodynamic rudder balance...",
| | "options": {
| | "A": "Reduces the control surfaces.",
| | "B": "Delays the stall.",
| | "C": "Reduces the control stick forces.",
| | "D": "Improves the rudder effectiveness."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 23
| | },
| | {
| | "text": "What is the function of the static rudder balance?",
| | "options": {
| | "A": "To prevent control surface flutter",
| | "B": "To trim the controls almost without any force",
| | "C": "To increase the control stick forces",
| | "D": "To limit the control stick forces"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 24
| | },
| | {
| | "text": "The trim tab at the elevator is defelected upwards. In which position is the corresponding indicator?",
| | "options": {
| | "A": "Neutral position",
| | "B": "Nose-down position",
| | "C": "Nose-up position",
| | "D": "Laterally trimmed"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 25
| | },
| | {
| | "text": "Point number 1 in the figure indicates which flight state? See figure (PFA-008) Siehe Anlage 5",
| | "options": {
| | "A": "Inverted flight",
| | "B": "Slow flight",
| | "C": "Stall",
| | "D": "Best gliding angle"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 26
| | },
| | {
| | "text": "In a co-ordinated turn, how is the relation between the load factor (n) and the stall speed (Vs)?",
| | "options": {
| | "A": "N is smaller than 1, Vs is greater than in straight and level flight.",
| | "B": "N is greater than 1, Vs is smaller than in straight and level flight.",
| | "C": "N is greater than 1, Vs is greater than in straight and level flight.",
| | "D": "N is smaller than 1, Vs is smaller than in straight and level flight."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 27
| | },
| | {
| | "text": "The pressure compensation between wind upper and lower surface results in ...",
| | "options": {
| | "A": "Induced drag by wing tip vortices",
| | "B": "Laminar airflow by wing tip vortices.",
| | "C": "Profile drag by wing tip vortices.",
| | "D": "Lift by wing tip vortices."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 28
| | },
| | {
| | "text": "At stationary glide and the same mass, what is the difference when using a thick airfoild instead of a thinner airfoil?",
| | "options": {
| | "A": "More drag, same lift",
| | "B": "Less drag, less lift",
| | "C": "More drag, less lift",
| | "D": "Less drag, same lift"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 29
| | },
| | {
| | "text": "What is shown by a profile polar?",
| | "options": {
| | "A": "Ratio between minimum rate of descent and best glide",
| | "B": "Ratio between total lift and drag depending on angle of attack",
| | "C": "Ratio of cA and cD at different angles of attack",
| | "D": "Lift coefficient cA at different angles of attack"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 30
| | },
| | {
| | "text": "Following a single-wing stall and pitch-down moment, how can a spin be prevented?",
| | "options": {
| | "A": "Deflect all rudders opposite to lower wing",
| | "B": "Rudder opposite lower wing, releasing elevator to build up speed",
| | "C": "Pushing the elevator to build up speed to re-attach airflow on wings",
| | "D": "Pulling the elevator to bring the plane back to normal attitude"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 31
| | },
| | {
| | "text": "Flying with speeds higher than the never-exceed-speed (vNE) may result in...",
| | "options": {
| | "A": "Reduced drag with increased control forces.",
| | "B": "An increased lift-to-drag ratio and a better glide angle.",
| | "C": "Too high total pressure resulting in an unusable airspeed indicator.",
| | "D": "Flutter and mechanically damaging the wings."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 32
| | },
| | {
| | "text": "If surrounded by airflow (v>0), any arbitrarily shaped body produces...",
| | "options": {
| | "A": "Drag and lift.",
| | "B": "Drag.",
| | "C": "Lift without drag.",
| | "D": "Constant drag at any speed."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 33
| | },
| | {
| | "text": "Number 3 in the drawing corresponds to the... See figure (PFA-010) Siehe Anlage 1",
| | "options": {
| | "A": "Camber line.",
| | "B": "Thickness.",
| | "C": "Chord.",
| | "D": "Chord line."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 34
| | },
| | {
| | "text": "In which way does the position of the center of pressure move at a positively shaped profile with increasing angle of attack?",
| | "options": {
| | "A": "It moves to the wing tips",
| | "B": "It moves forward until reaching the critical angle of attack",
| | "C": "It moves forward until reaching the critical angle of attack",
| | "D": "It moves forward first, then backward"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 35
| | },
| | {
| | "text": "Which statement about the airflow around an aerofoil is correct if the angle of attack decreases?",
| | "options": {
| | "A": "The center of pressure moves aft",
| | "B": "The center of pressure moves forward",
| | "C": "The stagnation point moves down",
| | "D": "The stagnation point remains constant"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 36
| | },
| | {
| | "text": "Which statement concerning the angle of attack is correct?",
| | "options": {
| | "A": "Increasing the angle of attack results in decreasing lift",
| | "B": "The angle of attack cannot be negative",
| | "C": "A too large angle of attack may result in a loss of lift",
| | "D": "The angle of attack is constant throughout the flight"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 37
| | },
| | {
| | "text": "When increasing the airflow speed by a factor of 2 while keeping all other parameters constant, how does the parasite drag change approximately?",
| | "options": {
| | "A": "It decreases by a factor of 2",
| | "B": "It increases by a factor of 2",
| | "C": "It decreases by a factor of 4",
| | "D": "It increases by a factor of 4"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 38
| | },
| | {
| | "text": "The drag coefficient...",
| | "options": {
| | "A": "Is proportional to the lift coefficient",
| | "B": "Increases with increasing airspeed.",
| | "C": "May range from zero to an infinite positive value",
| | "D": "Cannot be lower than a non-negative, minimal value."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 39
| | },
| | {
| | "text": "Which parts of an aircraft mainly affect the generation of induced drag?",
| | "options": {
| | "A": "The front part of the fuselage.",
| | "B": "The outer part of the ailerons.",
| | "C": "The lower part of the gear.",
| | "D": "The wing tips."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 40
| | },
| | {
| | "text": "Where is interference drag generated?",
| | "options": {
| | "A": "At the ailerons",
| | "B": "At the the gear",
| | "C": "At the wing root",
| | "D": "Near the wing tips"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 41
| | },
| | {
| | "text": "Which of the listed wing shapes has the lowest induced drag?",
| | "options": {
| | "A": "Rectangular shape",
| | "B": "Trapezoidal shape",
| | "C": "Elliptical shape",
| | "D": "Double trapezoidal shape"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 42
| | },
| | {
| | "text": "Which design feature can compensate for adverse yaw?",
| | "options": {
| | "A": "Which design feature can compensate for adverse yaw?",
| | "B": "Differential aileron defletion",
| | "C": "Full deflection of the aileron",
| | "D": "Wing dihedral"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 43
| | },
| | {
| | "text": "What describes \"wing loading\"?",
| | "options": {
| | "A": "Wing area per weight",
| | "B": "Drag per weight",
| | "C": "Weight per wing area",
| | "D": "Drag per wing area"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 44
| | },
| | {
| | "text": "Point number 5 in the figure indicates which flight state? See figure (PFA-008) Siehe Anlage 5",
| | "options": {
| | "A": "Slow flight",
| | "B": "Best gliding angle",
| | "C": "Inverted flight",
| | "D": "Stall"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 45
| | },
| | {
| | "text": "Extending airbrakes results in ...",
| | "options": {
| | "A": "Less drag and more lift.",
| | "B": "More drag and less lift.",
| | "C": "More drag and more lift.",
| | "D": "Less drag and less lift."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 46
| | },
| | {
| | "text": "The glide ratio of a sailplane can be improved by which measures?",
| | "options": {
| | "A": "Higher airplane mass, thin airfoil, taped gaps between wing and fuselage",
| | "B": "Lower airplane mass, correct speed, retractable gear",
| | "C": "Cleaning, correct speed, retractable gear, taped gaps between wing and fuselage",
| | "D": "Forward C.G. position, correct speed, taped gaps between wing and fuselage"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 47
| | },
| | {
| | "text": "What is the diffeence between spin and spiral dive?",
| | "options": {
| | "A": "Spin: stall at inner wing, speed increasing rapidly; Spiral dive: airflow at both wings, speed constant",
| | "B": "Spin: stall at inner wing, speed constant; Spiral dive: airflow at both wings, speed increasing rapidly",
| | "C": "Spin: stall at outer wing, speed constant; Spiral dive: airflow at both wings, speed increasing rapidly",
| | "D": "Spin: stall at outer wing, speed increasing rapidly; Spiral dive: airflow at both wings, speed constant"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 48
| | },
| | {
| | "text": "The angle of attack is the angle between...",
| | "options": {
| | "A": "The chord line and the longitudinal axis of an aeroplane.",
| | "B": "The chord line and the oncoming airflow.",
| | "C": "The wing and the fuselage of an aeroplane",
| | "D": "The undisturbed airflow and the longitudinal axis of an aeroplane."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 49
| | },
| | {
| | "text": "The ratio of span and mean chord length is referred to as...",
| | "options": {
| | "A": "Trapezium shape.",
| | "B": "Tapering.",
| | "C": "Aspect ratio.",
| | "D": "Wing sweep."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 50
| | },
| | {
| | "text": "Stability around which axis is mainly influenced by the center of gravity's longitudinal position?",
| | "options": {
| | "A": "Longitudinal axis",
| | "B": "Lateral axis",
| | "C": "Gravity axis",
| | "D": "Vertical axis"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 51
| | },
| | {
| | "text": "What structural item provides directional stability to an airplane?",
| | "options": {
| | "A": "Differential aileron deflection",
| | "B": "Wing dihedral",
| | "C": "Large elevator",
| | "D": "Large vertical tail"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 52
| | },
| | {
| | "text": "The critical angle of attack...",
| | "options": {
| | "A": "Decreases with forward center of gravity position.",
| | "B": "Changes with increasing weight.",
| | "C": "Is independent of the weight.",
| | "D": "Increases with backward center of gravity position."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 53
| | },
| | {
| | "text": "In straight and level flight with constant performance of the engine, the angle of attack at the wing is...",
| | "options": {
| | "A": "Smaller than in a descent.",
| | "B": "Greater than in a climb.",
| | "C": "Greater than at take-off.",
| | "D": "Smaller than in a climb."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 54
| | },
| | {
| | "text": "What is the function of the horizontal tail (among other things)?",
| | "options": {
| | "A": "To stabilise the aeroplane around the longitudinal axis",
| | "B": "To stabilise the aeroplane around the lateral axis",
| | "C": "To initiate a curve around the vertical axis",
| | "D": "To stabilise the aeroplane around the vertical axis"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 55
| | },
| | {
| | "text": "Deflecting the rudder to the left causes...",
| | "options": {
| | "A": "Pitching of the aircraft to the left",
| | "B": "Yawing of the aircraft to the left.",
| | "C": "Pitching of the aircraft to the right.",
| | "D": "Yawing of the aircraft to the right."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 56
| | },
| | {
| | "text": "Differential aileron deflection is used to...",
| | "options": {
| | "A": "Reduce wake turbulence.",
| | "B": "Avoid a stall at low angles of attack.",
| | "C": "Keep the adverse yaw low.",
| | "D": "Increase the rate of descent."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 57
| | },
| | {
| | "text": "How is the balance of forces affected during a turn?",
| | "options": {
| | "A": "A lower lift force compensates for a lower net force as compared to level flight",
| | "B": "Lift force must be increased to compensate for the sum of centrifugal and gravitational force",
| | "C": "The horizontal component of the lift force during a turn is the centrifugal force",
| | "D": "The net force results from superposition of gravity and centripetal forces"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 58
| | },
| | {
| | "text": "What engine design at a Touring Motor Glider (TMG) results in least drag?",
| | "options": {
| | "A": "Engine and propeller mounted fix on the fuselage",
| | "B": "Engine and propeller mounted stowable on the fuselage",
| | "C": "Engine and propeller mounted fix at the aircraft's nose",
| | "D": "Engine and propeller mounted fix at the horizontal stabilizer"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 59
| | },
| | {
| | "text": "What effect is referred to as \"adverse yaw\"?",
| | "options": {
| | "A": "Aileron operation results in a yaw to the desired side due to less drag at the down-deflected aileron",
| | "B": "Rudder operation results in a rolling moment to the opposite side due to more lift generated by the faster moving wing.",
| | "C": "Aileron operation results in a yaw to the opposite side due to more drag at the up-deflected aileron",
| | "D": "Aileron operation results in a yaw to the opposite side due to more drag at the down-deflected aileron"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 60
| | },
| | {
| | "text": "What is meant by \"ground effect\"?",
| | "options": {
| | "A": "Decrease of lift and increase of induced drag close to the ground",
| | "B": "Increase of lift and decrease of induced drag close to the ground",
| | "C": "Increase of lift and increase of induced drag close to the ground",
| | "D": "Decrease of lift and decrease of induced drag close to the ground"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 61
| | },
| | {
| | "text": "What pressure pattern can be observed at a lift-generating wing profile at positive angle of attack?",
| | "options": {
| | "A": "Low pressure is created above, higher pressure below the profile",
| | "B": "Pressure above remains unchanged, higher pressure is created below the profile",
| | "C": "High pressure is created above, lower pressure below the profile",
| | "D": "Pressure below remains unchanged, lower pressure is created above the profile"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 62
| | },
| | {
| | "text": "In order to improve the stall characteristics of an aircraft, the wing is twisted outwards (the angle of incidence varies spanwise). This is known as...",
| | "options": {
| | "A": "Arrow shape.",
| | "B": "V-form",
| | "C": "Geometric washout.",
| | "D": "Aerodynamic washout."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 63
| | },
| | {
| | "text": "During a stall, the lift...",
| | "options": {
| | "A": "Decreases and drag increases.",
| | "B": "Increases and drag increases.",
| | "C": "Decreases and drag decreases",
| | "D": "Increases and drag decreases."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 64
| | },
| | {
| | "text": "Which statement regarding a spin is correct?",
| | "options": {
| | "A": "During recovery the ailerons should be kept neutral",
| | "B": "During the spin the speed constantly increases",
| | "C": "During recovery the ailerons should be crossed",
| | "D": "Only very old aeroplanes have a risk of spinning"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 65
| | },
| | {
| | "text": "What structural item provides lateral stability to an airplane?",
| | "options": {
| | "A": "Wing dihedral",
| | "B": "Vertical tail",
| | "C": "Differential aileron deflection",
| | "D": "Elevator"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 66
| | },
| | {
| | "text": "Rudder deflections result in a turn of the aeroplane around the...",
| | "options": {
| | "A": "Rudder axis.",
| | "B": "Vertical axis.",
| | "C": "Lateral axis",
| | "D": "Longitudinal axis."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 67
| | },
| | {
| | "text": "Through which factor listed below does the load factor increase during cruise flight?",
| | "options": {
| | "A": "Lower air density",
| | "B": "A forward centre of gravity",
| | "C": "Higher aeroplane weight",
| | "D": "An upward gust"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 68
| | },
| | {
| | "text": "During approch to the next updraft, the vertical speed indicator reads 3 m/s descent. Within the updraft you expect a mean rate of climb of 2 m/s. According McCready, how should you adjust the speed during approach of the updraft?",
| | "options": {
| | "A": "The McCready ring should be set to 2 m/s, the recommended speed can be read at the McCready scale next to the sum of current rate of descent at expected rate of climb (5 m/s).",
| | "B": "The McCready ring should be set to 3 m/s, the recommended speed can be read at the McCready scale next to the expected rate of climb (2 m/s).",
| | "C": "The McCready ring should be set to 2 m/s, the recommended speed can be read at the McCready scale next to the current rate of descent (3 m/s).",
| | "D": "Outside of thermal cells, the McCready ring should be set to 0 m/s, the recommended speed can be read at the McCready scale next to the current rate of descent (3 m/s)."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 69
| | },
| | {
| | "text": "What has to be considered when operating a sailplane equipped with camper flaps?",
| | "options": {
| | "A": "During approach and landing, camber must not be changed from negative to positive.",
| | "B": "During approach and landing, camber must not be changed from positive to negative.",
| | "C": "During winch launch, camber must be set to full negative.",
| | "D": "During winch launch, camber must be set to full positive."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 70
| | },
| | {
| | "text": "Considering longitudinal stability, which C.G. position is most dangerous with a normal gliding plane?",
| | "options": {
| | "A": "Position beyond the front C.G. limit",
| | "B": "Position too far aside permissable C.G. limits.",
| | "C": "Position far back within permissable C.G. limits",
| | "D": "Position beyond the rear C.G. limit"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 71
| | },
| | {
| | "text": "The static pressure of gases work...",
| | "options": {
| | "A": "In all directions.",
| | "B": "Only in flow direction.",
| | "C": "Only in the direction of the total pressure.",
| | "D": "Only vertical to the flow direction."
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 72
| | },
| | {
| | "text": "Bernoulli's equation for frictionless, incompressible gases states that...",
| | "options": {
| | "A": "Total pressure = dynamic pressure - static pressure.",
| | "B": "Total pressure = dynamic pressure + static pressure.",
| | "C": "Static pressure = total pressure + dynamic pressure",
| | "D": "Dynamic pressure = total pressure + static pressure."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 73
| | },
| | {
| | "text": "The center of pressure is the theoretical point of origin of...",
| | "options": {
| | "A": "Only the resulting total drag.",
| | "B": "Gravity forces of the profile.",
| | "C": "All aerodynamic forces of the profile.",
| | "D": "Gravity and aerodynamic forces."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 74
| | },
| | {
| | "text": "Which point on the aerofoil is represented by number 3? See figure (PFA-009) Siehe Anlage 2",
| | "options": {
| | "A": "Stagnation point",
| | "B": "Separation point",
| | "C": "Center of pressure",
| | "D": "Transition point"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 75
| | },
| | {
| | "text": "Which option states a benefit of wing washout?",
| | "options": {
| | "A": "With the washout the form drag reduces at high speeds",
| | "B": "Greater hardness because the wing can withstand more torsion forces",
| | "C": "At high angles of attack the effectiveness of the aileron is retained as long as possible",
| | "D": "Structurally the wing is made more rigid against rotation"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 76
| | },
| | {
| | "text": "Which statement about induced drag during the horizontal cruise flight is correct?",
| | "options": {
| | "A": "Induced drag decreases with increasing airspeed",
| | "B": "Induced drag has a minimum at a certain speed and increases at higher as well as lower speeds",
| | "C": "Induced drag has a maximum at a certain speed and decreases at higher as well as lower speeds",
| | "D": "Induced drag increases with increasing airspeed"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 77
| | },
| | {
| | "text": "How do lift and drag change when approaching a stall condition?",
| | "options": {
| | "A": "Lift decreases and drag increases",
| | "B": "Lift and drag increase",
| | "C": "Lift increases and drag decreases",
| | "D": "Lift and drag decrease"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 78
| | },
| | {
| | "text": "What leads to a decreased stall speed Vs (IAS)?",
| | "options": {
| | "A": "Lower density",
| | "B": "Decreasing weight",
| | "C": "Lower altitude",
| | "D": "Higher load factor"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 79
| | },
| | {
| | "text": "How does a laminar boundary layer differ from a turbulent boundary layer?",
| | "options": {
| | "A": "The laminar boundary layer is thinner and provides more skin-friction drag",
| | "B": "The turbulent boundary layer can follow the airfoil camber at higher angles of attack",
| | "C": "The laminar boundary layer produces lift, the turbulent boundary layer produces drag",
| | "D": "The turbulent boundary layer is thicker and provides less skin-friction drag"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 80
| | },
| | {
| | "text": "Number 2 in the drawing corresponds to the... See figure (PFA-010) Siehe Anlage 1",
| | "options": {
| | "A": "Profile thickness.",
| | "B": "Chord line.",
| | "C": "Chord line.",
| | "D": "Angle of attack."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 81
| | },
| | {
| | "text": "The angle (alpha) shown in the figure is referred to as... See figure (PFA-003) DoF: direction of airflow Siehe Anlage 3",
| | "options": {
| | "A": "Lift angle.",
| | "B": "Angle of attack.",
| | "C": "Angle of incidence.",
| | "D": "Angle of inclination"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 82
| | },
| | {
| | "text": "The right aileron deflects upwards, the left downwards. How does the aircraft react?",
| | "options": {
| | "A": "Rolling to the left, no yawing",
| | "B": "Rolling to the right, yawing to the left",
| | "C": "Rolling to the left, yawing to the right",
| | "D": "Rolling to the right, yawing to the right"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 83
| | },
| | {
| | "text": "What has to be considered when operating a sailplane with water ballast?",
| | "options": {
| | "A": "Best glide angle decreases.",
| | "B": "Significant CG shifts.",
| | "C": "Best glide speed decreases",
| | "D": "It should stay below freezing level."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 84
| | },
| | {
| | "text": "The laminar boundary layer on the aerofoil is located between...",
| | "options": {
| | "A": "The stagnation point and the center of pressure.",
| | "B": "The stagnation point and the transition point.",
| | "C": "The transition point and the separation point.",
| | "D": "The transition point and the center of pressure."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 85
| | },
| | {
| | "text": "How do induced drag and parasite drag change with increasing airspeed during a horizontal and stable cruise flight?",
| | "options": {
| | "A": "Parasite drag decreases and induced drag increases",
| | "B": "Induced drag decreases and parasite drag increases",
| | "C": "Parasite drag decreases and induced drag decreases",
| | "D": "Induced drag increases and parasite drag increases"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 86
| | },
| | {
| | "text": "Which effect does a decreasing airspeed have on the induced drag during a horizontal and stable cruise flight?",
| | "options": {
| | "A": "The induced drag will slightly decrease",
| | "B": "The induced drag will collapse",
| | "C": "The induced drag will increase",
| | "D": "The induced drag will remain constant"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 87
| | },
| | {
| | "text": "Which statement describes a situation of static stability?",
| | "options": {
| | "A": "An aircraft distorted by external impact will return to the original position",
| | "B": "An aircraft distorted by external impact will tend to an even more deflected position",
| | "C": "An aircraft distorted by external impact will maintain the deflected position",
| | "D": "An aircraft distorted by external impact can return to its original position by rudder input"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 88
| | },
| | {
| | "text": "A sailplane is operated with additional water ballast. How do best gliding angle and speed of best glide change, when compared to flying without water ballast?",
| | "options": {
| | "A": "Best gliding angle descreases, best glide speed decreases.",
| | "B": "Best gliding angle remains unchanged, best glide speed increases.",
| | "C": "Best gliding angle remains increases, best glide speed increases.",
| | "D": "Best gliding angle remains unchanged, best glide speed decreases."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 89
| | },
| | {
| | "text": "Which constructive feature has the purpose to reduce stearing forces?",
| | "options": {
| | "A": "T-tail",
| | "B": "Differential aileron deflection",
| | "C": "Vortex generators",
| | "D": "Aerodynamic rudder balance"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 90
| | }
| | ]
| | },
| | "communication": {
| | "code": "90",
| | "name": "Communication",
| | "questions": [
| | {
| | "text": "Which abbreviation is used for the term \"visual flight rules\"?",
| | "options": {
| | "A": "VFS",
| | "B": "VRU",
| | "C": "VFR",
| | "D": "VMC"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 1
| | },
| | {
| | "text": "What does the abbreviation \"H24\" stand for?",
| | "options": {
| | "A": "No specific opening times",
| | "B": "24 h service",
| | "C": "Sunrise to sunset",
| | "D": "Sunset to sunrise"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 2
| | },
| | {
| | "text": "Which altitude is displayed on the altimeter when set to a specific QNH?",
| | "options": {
| | "A": "Altitude in relation to mean sea level",
| | "B": "Altitude in relation to the 1013.25 hPa datum",
| | "C": "Altitude in relation to the highest elevation within 10 km",
| | "D": "Altitude in relation to the air pressure at the reference airfield"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 3
| | },
| | {
| | "text": "What is the correct term for a message used for air traffic control?",
| | "options": {
| | "A": "Meteorological message",
| | "B": "Message related to direction finding",
| | "C": "Flight safety message",
| | "D": "Flight regularity message"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 4
| | },
| | {
| | "text": "Distress messages are messages...",
| | "options": {
| | "A": "Concerning the safety of an aircraft, a watercraft or some other vehicle or person in sight.",
| | "B": "Concerning the operation or maintenance of facilities which are important for the safety and regularity of flight operations.",
| | "C": "Concerning aircraft and their passengers which face a grave and imminent threat and require immediate assistance.",
| | "D": "Sent by a pilot or an aircraft operating agency which have an imminent meaning for aircraft in flight."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 5
| | },
| | {
| | "text": "Which of the following messages has the highest priority?",
| | "options": {
| | "A": "Turn left",
| | "B": "Wind 300 degrees, 5 knots",
| | "C": "Request QDM",
| | "D": "QNH 1013"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 6
| | },
| | {
| | "text": "The directional information \"12 o'clock\" is correctly transmitted as...",
| | "options": {
| | "A": "One two.",
| | "B": "Twelve o'clock.",
| | "C": "One two hundred.",
| | "D": "One two o'clock"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 7
| | },
| | {
| | "text": "Times are transmitted as...",
| | "options": {
| | "A": "Local time.",
| | "B": "Time zone time.",
| | "C": "UTC.",
| | "D": "Standard time."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 8
| | },
| | {
| | "text": "What is the meaning of the phrase \"Roger\"?",
| | "options": {
| | "A": "An error has been made in this transmission. The correct version is...",
| | "B": "Permission for proposed action is granted",
| | "C": "I understand your message and will comply with it",
| | "D": "I have received all of your last transmission"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 9
| | },
| | {
| | "text": "What is the meaning of the phrase \"Correction\"?",
| | "options": {
| | "A": "I have received all of your last transmission",
| | "B": "I understand your message and will comply with it",
| | "C": "Permission for proposed action is granted",
| | "D": "An error has been made in this transmission. The correct version is..."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 10
| | },
| | {
| | "text": "Which phrase is used by a pilot when he wants to fly through controlled airspace?",
| | "options": {
| | "A": "Want",
| | "B": "Apply",
| | "C": "Would like",
| | "D": "Request"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 11
| | },
| | {
| | "text": "What phrase is used by a pilot if a transmission is to be answered with \"yes\"?",
| | "options": {
| | "A": "Affirm",
| | "B": "Yes",
| | "C": "Affirmative",
| | "D": "Roger"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 12
| | },
| | {
| | "text": "What phrase is used by a pilot to inform the tower about a go-around?",
| | "options": {
| | "A": "Pulling up",
| | "B": "Going around",
| | "C": "No landing",
| | "D": "Approach canceled"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 13
| | },
| | {
| | "text": "What is the correct abbreviation of the call sign D-EAZF?",
| | "options": {
| | "A": "AZF",
| | "B": "DZF",
| | "C": "DEA",
| | "D": "DEF"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 14
| | },
| | {
| | "text": "In what case is the pilot allowed to abbreviate the call sign of his aircraft?",
| | "options": {
| | "A": "After passing the first reporting point",
| | "B": "If there is little traffic in the traffic circuit",
| | "C": "Within controlled airspace",
| | "D": "After the ground station has used the abbreviation"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 15
| | },
| | {
| | "text": "What is the correct way of establishing radio communication between D-EAZF and Dusseldorf Tower?",
| | "options": {
| | "A": "Dusseldorf Tower over",
| | "B": "Dusseldorf Tower D-EAZF",
| | "C": "Dusseldorf Tower D-EAZF",
| | "D": "Tower from D-EAZF"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 16
| | },
| | {
| | "text": "What is the correct way of acknowledging the instruction \"Squawk 4321, Call Bremen Radar on 131.325\"?",
| | "options": {
| | "A": "Roger",
| | "B": "Squawk 4321, 131.325",
| | "C": "Squawk 4321, wilco",
| | "D": "Wilco"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 17
| | },
| | {
| | "text": "What is the correct way of acknowledging \"You are now entering airspace Delta\"?",
| | "options": {
| | "A": "Roger",
| | "B": "Airspace Delta",
| | "C": "Wilco",
| | "D": "Entering"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 18
| | },
| | {
| | "text": "What does a cloud coverage of \"FEW\" mean in a METAR weather report?",
| | "options": {
| | "A": "5 to 7 eighths",
| | "B": "8 eighths",
| | "C": "3 to 4 eighths",
| | "D": "1 to 2 eighths"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 19
| | },
| | {
| | "text": "What does a cloud coverage of \"SCT\" mean in a METAR weather report?",
| | "options": {
| | "A": "5 to 7 eighths",
| | "B": "8 eighths",
| | "C": "3 to 4 eighths",
| | "D": "1 to 2 eighths"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 20
| | },
| | {
| | "text": "What does a cloud coverage of \"BKN\" mean in a METAR weather report?",
| | "options": {
| | "A": "1 to 2 eighths",
| | "B": "5 to 7 eighths",
| | "C": "3 to 4 eighths",
| | "D": "8 eighths"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 21
| | },
| | {
| | "text": "Which transponder code indicates a radio failure?",
| | "options": {
| | "A": "7500",
| | "B": "7700",
| | "C": "7000",
| | "D": "7600"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 22
| | },
| | {
| | "text": "What is the correct phrase to begin a blind transmission?",
| | "options": {
| | "A": "Listen",
| | "B": "Blind",
| | "C": "Transmitting blind",
| | "D": "No reception"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 23
| | },
| | {
| | "text": "How often shall a blind transmission be made?",
| | "options": {
| | "A": "Two times",
| | "B": "Four times",
| | "C": "Three times",
| | "D": "One time"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 24
| | },
| | {
| | "text": "In what situation is it appropriate to set the transponder code 7600?",
| | "options": {
| | "A": "Hijacking",
| | "B": "Emergency",
| | "C": "Flight into clouds",
| | "D": "Loss of radio"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 25
| | },
| | {
| | "text": "What is the correct course of action when experiencing a radio failure in class D airspace?",
| | "options": {
| | "A": "The flight has to be continued above 5000 feet complying with VFR flight rules or the airspace has to be left by the shortest route",
| | "B": "The flight has to be continued above 5000 feet complying with VFR flight rules or the airspace has to be left using a standard routing",
| | "C": "The flight has to be continued according to the last clearance complying with VFR rules or the airspace has to be left by the shortest route",
| | "D": "The flight has to be continued according to the last clearance complying with VFR flight rules or the airspace has to be left using a standard routing"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 26
| | },
| | {
| | "text": "Which phrase is to be repeated three times before transmitting an urgency message?",
| | "options": {
| | "A": "Mayday",
| | "B": "Urgent",
| | "C": "Pan Pan",
| | "D": "Help"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 27
| | },
| | {
| | "text": "What is the correct frequency for an initial distress message?",
| | "options": {
| | "A": "Radar frequency",
| | "B": "Current frequency",
| | "C": "FIS frequency",
| | "D": "Emergency frequency"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 28
| | },
| | {
| | "text": "What kind of information should be included in an urgency message?",
| | "options": {
| | "A": "Nature of problem or observation, important information for support, departure aerodrome, information about position, heading and altitude",
| | "B": "Intended routing, important information for support, intentions of the pilot, information about position, departure aerodrome, heading and altitude",
| | "C": "Intended routing, important information for support, intentions of the pilot, departure aerodrome, destination aerodrome, heading and altitude",
| | "D": "Nature of problem or observation, important information for support, intentions of the pilot, information about position, heading and altitude"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 29
| | },
| | {
| | "text": "What is the correct designation of the frequency band from 118.000 to 136.975 MHz used for voice communication?",
| | "options": {
| | "A": "MF",
| | "B": "LF",
| | "C": "HF",
| | "D": "VHF"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 30
| | },
| | {
| | "text": "In which situations should a pilot use blind transmissions?",
| | "options": {
| | "A": "When a pilot has flown into cloud or fog unintentionally and therefore would like to request navigational assistance from a ground unit",
| | "B": "When the traffic situation at an airport allows the transmission of information which does not need to be acknowledged by the ground station",
| | "C": "When no radio communication can be established with the appropriate aeronautical station, but when evidence exists that transmissions are received at that ground unit",
| | "D": "When a transmission containing important navigational or technical information is to be sent to several stations at the same time"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 31
| | },
| | {
| | "text": "Which abbreviation is used for the term \"abeam\"?",
| | "options": {
| | "A": "ABB",
| | "B": "ABM",
| | "C": "ABE",
| | "D": "ABA"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 32
| | },
| | {
| | "text": "Which abbreviation is used for the term \"obstacle\"?",
| | "options": {
| | "A": "OBST",
| | "B": "OBTC",
| | "C": "OST",
| | "D": "OBS"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 33
| | },
| | {
| | "text": "What does the abbreviation \"FIS\" stand for?",
| | "options": {
| | "A": "Flight information service",
| | "B": "Flashing information system",
| | "C": "Flight information system",
| | "D": "Flashing information service"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 34
| | },
| | {
| | "text": "What does the abbreviaton \"FIR\" stand for?",
| | "options": {
| | "A": "Flight information region",
| | "B": "Flight integrity receiver",
| | "C": "Flow integrity required",
| | "D": "Flow information radar"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 35
| | },
| | {
| | "text": "What is the correct way to transmit the call sign HB-YKM?",
| | "options": {
| | "A": "Hotel Bravo Yuliett Kilo Mikro",
| | "B": "Home Bravo Yuliett Kilo Mike",
| | "C": "Hotel Bravo Yankee Kilo Mike",
| | "D": "Home Bravo Yankee Kilo Mikro"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 36
| | },
| | {
| | "text": "What is the correct way to transmit the call sign OE-JVK?",
| | "options": {
| | "A": "Omega Echo Jankee Victor Kilo",
| | "B": "Omega Echo Juliett Victor Kilogramm",
| | "C": "Oscar Echo Jankee Victor Kilogramm",
| | "D": "Oscar Echo Juliett Victor Kilo"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 37
| | },
| | {
| | "text": "An altitude of 4500 ft is transmitted as...",
| | "options": {
| | "A": "Four five tousand.",
| | "B": "Four five zero zero.",
| | "C": "Four tousand five zero zero.",
| | "D": "Four tousand five hundred."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 38
| | },
| | {
| | "text": "What is the meaning of the phrase \"Approved\"?",
| | "options": {
| | "A": "I understand your message and will comply with it",
| | "B": "Permission for proposed action is granted",
| | "C": "I have received all of your last transmission",
| | "D": "An error has been made in this transmission. The correct version is..."
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 39
| | },
| | {
| | "text": "What phrase is used by a pilot if a transmission is to be answered with \"no\"?",
| | "options": {
| | "A": "Negative",
| | "B": "No",
| | "C": "Not",
| | "D": "Finish"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 40
| | },
| | {
| | "text": "What does a readability of 1 indicate?",
| | "options": {
| | "A": "The transmission is readable but with difficulty",
| | "B": "The transmission is perfectly readable",
| | "C": "The transmission is readable now and then",
| | "D": "The transmission is unreadable"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 41
| | },
| | {
| | "text": "What does a readability of 2 indicate?",
| | "options": {
| | "A": "The transmission is readable but with difficulty",
| | "B": "The transmission is unreadable",
| | "C": "The transmission is perfectly readable",
| | "D": "The transmission is readable now and then"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 42
| | },
| | {
| | "text": "What does a readability of 5 indicate?",
| | "options": {
| | "A": "The transmission is readable now and then",
| | "B": "The transmission is readable but with difficulty",
| | "C": "The transmission is unreadable",
| | "D": "The transmission is perfectly readable"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 43
| | },
| | {
| | "text": "Which information from a ground station does not require readback?",
| | "options": {
| | "A": "Runway in use",
| | "B": "Altitude",
| | "C": "Wind",
| | "D": "SSR-Code"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 44
| | },
| | {
| | "text": "What is the correct way of acknowledging the instruction \"DZF after lift-off climb straight ahead until 2500 feet before turning right heading 220 degrees, wind 090 degrees, 5 knots, runway 12, cleared for take-off\"?",
| | "options": {
| | "A": "DZF after lift-off climb straight ahead 2500 feet, then turn right heading 220, 090 degrees, 5 knots",
| | "B": "DZF after lift-off climb straight ahead 2500 feet, then turn right heading 220, 090 degrees, 5 knots, cleared for take-off",
| | "C": "DZF after lift-off climb straight ahead 2500 feet, wilco, heading 220 degrees, 090 degrees, 5 knots, cleared for take-off",
| | "D": "DZF after lift-off climb straight ahead 2500 feet, then turn right heading 220, runway 12, cleared for take-off"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 45
| | },
| | {
| | "text": "What is the correct way of acknowledging the instruction \"Next report PAH\"?",
| | "options": {
| | "A": "Positive",
| | "B": "Wilco",
| | "C": "Report PAH",
| | "D": "Roger"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 46
| | },
| | {
| | "text": "In what case is visibility transmitted in meters?",
| | "options": {
| | "A": "Up to 5 km",
| | "B": "Greater than 10 km",
| | "C": "Greater than 5 km",
| | "D": "Up to 10 km"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 47
| | },
| | {
| | "text": "Urgency messages are defined as...",
| | "options": {
| | "A": "Messages concerning aircraft and their passengers which face a grave and imminent threat and require immediate assistance.",
| | "B": "Messages concerning urgent spare parts which are needed for a continuation of flight and which need to be ordered in advance.",
| | "C": "Information concerning the apron personell and which imply an imminent danger to landing aircraft",
| | "D": "Messages concerning the safety of an aircraft, a watercraft or some other vehicle or person in sight."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 48
| | },
| | {
| | "text": "Distress messages contain...",
| | "options": {
| | "A": "Information concerning urgent spare parts which are required for a continuation of flight and which have to be ordered in advance.",
| | "B": "Information concerning the apron personell and which imply an imminent danger to landing aircraft.",
| | "C": "Information concerning the safety of an aircraft, a watercraft or some other vehicle or person in sight",
| | "D": "Information concerning aircraft and their passengers which face a grave and imminent threat and require immediate assistance."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 49
| | },
| | {
| | "text": "What is the approximate speed of electromagnetic wave propagation?",
| | "options": {
| | "A": "123000 m/s",
| | "B": "300000 km/s",
| | "C": "123000 km/s",
| | "D": "300000 m/s"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 50
| | },
| | {
| | "text": "Urgency messages are messages...",
| | "options": {
| | "A": "Sent by a pilot or an aircraft operating agency which have an imminent meaning for aircraft in flight",
| | "B": "Concerning aircraft and their passengers which face a grave and imminent threat and require immediate assistance.",
| | "C": "Concerning the operation or maintenance of facilities essential for the safety or regularity of aircraft operation.",
| | "D": "Concerning the operation or maintenance of facilities essential for the safety or regularity of aircraft operation."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 51
| | },
| | {
| | "text": "Regularity messages are messages...",
| | "options": {
| | "A": "Concerning aircraft and their passengers which face a grave and imminent threat and require immediate assistance",
| | "B": "Sent by an aircraft operating agency or an aircraft of immediate concern to an aircraft in flight.",
| | "C": "Concerning the safety of an aircraft, a watercraft or some other vehicle or person in sight.",
| | "D": "Concerning the operation or maintenance of facilities essential for the safety or regularity of aircraft operation."
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 52
| | },
| | {
| | "text": "A frequency of 119.500 MHz is correctly transmitted as...",
| | "options": {
| | "A": "One one niner decimal five zero.",
| | "B": "One one niner decimal five zero zero.",
| | "C": "One one niner decimal five.",
| | "D": "One one niner tousand decimal five zero."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 53
| | },
| | {
| | "text": "If there is any doubt about ambiguity, a time of 1620 is to be transmitted as...",
| | "options": {
| | "A": "Sixteen twenty",
| | "B": "Two zero.",
| | "C": "One six two zero.",
| | "D": "One tousand six hundred two zero"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 54
| | },
| | {
| | "text": "Which phrase does a pilot use when he / she wants to check the readability of his / her transmission?",
| | "options": {
| | "A": "Request readability",
| | "B": "What is the communication like?",
| | "C": "You read me five",
| | "D": "How do you read?"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 55
| | },
| | {
| | "text": "What is the call sign of the surface movement control?",
| | "options": {
| | "A": "Control",
| | "B": "Tower",
| | "C": "Earth",
| | "D": "Ground"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 56
| | },
| | {
| | "text": "What does a readability of 3 indicate?",
| | "options": {
| | "A": "The transmission is perfectly readable",
| | "B": "The transmission is readable now and then",
| | "C": "The transmission is unreadable",
| | "D": "The transmission is readable but with difficulty"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 57
| | },
| | {
| | "text": "In what cases is visibility transmitted in kilometers?",
| | "options": {
| | "A": "Greater than 10 km",
| | "B": "Up to 5 km",
| | "C": "Greater than 5 km",
| | "D": "Up to 10 km"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 58
| | },
| | {
| | "text": "How can you obtain meteorological information concerning airports during a crosscountry flight?",
| | "options": {
| | "A": "GAMET",
| | "B": "METAR",
| | "C": "AIRMET",
| | "D": "VOLMET"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 59
| | },
| | {
| | "text": "What does the abbreviation \"HX\" stand for?",
| | "options": {
| | "A": "24 h service",
| | "B": "Sunrise to sunset",
| | "C": "No specific opening hours",
| | "D": "Sunset to sunrise"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 60
| | },
| | {
| | "text": "The altimeter has to be set to what value in order to show zero on ground?",
| | "options": {
| | "A": "QTE",
| | "B": "QFE",
| | "C": "QNE",
| | "D": "QNH"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 61
| | },
| | {
| | "text": "A heading of 285 degrees is correctly transmitted as...",
| | "options": {
| | "A": "Two hundred eighty-five.",
| | "B": "Two eight five hundred.",
| | "C": "Two eight five.",
| | "D": "Two hundred eight five."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 62
| | },
| | {
| | "text": "Which of the following factors affects the reception of VHF transmissions?",
| | "options": {
| | "A": "Height of ionosphere",
| | "B": "Altitude",
| | "C": "Twilight error",
| | "D": "Shoreline effect"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 63
| | },
| | {
| | "text": "Which phrase is to be used when a pilot wants the tower to know that he is ready for take-off?",
| | "options": {
| | "A": "Ready for departure",
| | "B": "Request take-off",
| | "C": "Ready for start-up",
| | "D": "Ready"
| | },
| | "correct": "A",
| | "imgSrc": null,
| | "num": 64
| | },
| | {
| | "text": "On what frequency shall a blind transmission be made?",
| | "options": {
| | "A": "On the appropriate FIS frequency",
| | "B": "On a tower frequency",
| | "C": "On a radar frequency of the lower airspace",
| | "D": "On the current frequency"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 65
| | },
| | {
| | "text": "The flight has to be continued according to the last clearance complying with VFR flight rules or the airspace has to be left using a standard routing",
| | "options": {
| | "A": "There are other aircraft in the aerodrome circuit",
| | "B": "It ist the aerodrome of departure",
| | "C": "It is the destination aerodrome",
| | "D": "Approval has been granted before"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 66
| | },
| | {
| | "text": "What is the call sign of the aerodrome control?",
| | "options": {
| | "A": "Ground",
| | "B": "Control",
| | "C": "Tower",
| | "D": "Airfield"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 67
| | },
| | {
| | "text": "What is the call sign of the flight information service?",
| | "options": {
| | "A": "Flight information",
| | "B": "Info",
| | "C": "Advice",
| | "D": "Information"
| | },
| | "correct": "D",
| | "imgSrc": null,
| | "num": 68
| | },
| | {
| | "text": "What is the correct way of using the aircraft call sign at first contact?",
| | "options": {
| | "A": "Using the last two characters only",
| | "B": "Using all characters",
| | "C": "Using the first three characters only",
| | "D": "Using the first two characters only"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 69
| | },
| | {
| | "text": "Which altitude is displayed on the altimeter when set to a specific QFE?",
| | "options": {
| | "A": "Altitude in relation to the 1013.25 hPa datum",
| | "B": "Altitude in relation to the air pressure at the reference airfield",
| | "C": "Altitude in relation to mean sea level",
| | "D": "Altitude in relation to the highest elevation within 10 km"
| | },
| | "correct": "B",
| | "imgSrc": null,
| | "num": 70
| | },
| | {
| | "text": "The correct transponder code for emergencies is...",
| | "options": {
| | "A": "7600.",
| | "B": "7500.",
| | "C": "7700.",
| | "D": "7000."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 71
| | },
| | {
| | "text": "What information is broadcasted on a VOLMET frequency?",
| | "options": {
| | "A": "Current information",
| | "B": "Navigational information",
| | "C": "Meteorological information",
| | "D": "NOTAMS"
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 72
| | },
| | {
| | "text": "An ATIS is valid for...",
| | "options": {
| | "A": "45 minutes.",
| | "B": "60 minutes.",
| | "C": "30 minutes.",
| | "D": "10 minutes."
| | },
| | "correct": "C",
| | "imgSrc": null,
| | "num": 73
| | }
| | ]
| | }
| | }
|
|
