指示空速是修正仪表误差后空速指示器所指示的飞行速度。 A: Indicated Airspeed is the speed of an aircraft as shown in the airspeed indicator when corrected for instrument error. B: Indicated Airspeed is the aircraft speed indicated by airspeed adapter after modified instrument error. C: Indicated Airspeed is the aircraft speed of an aircraft as shown in the airspeed adjuster when corrected for instrument error.

Wind shear is dangerous to flight safety. First, it may cause the airspeed increased and decreased. When we fly from tailwind into headwind, the airspeed will be increased and when we fly headwind into tailwind, the airspeed will be decreased. Second, it may cause the aircraft to lose altitude, so the aircraft is difficult to control.

Before the airplane begins to move, thrust must be exerted. It continues to move and gain speed until thrust and drag are equal. In order to maintain a constant airspeed, thrust and drag must remain equal, just as lift and weight must be equal to maintain a constant altitude. If in level flight, the engine power is reduced, the thrust is lessened, and the airplane slows down. As long as the thrust is less than the drag, the airplane continues to decelerate until its airspeed is insufficient to support it in the air. Likewise, if

词汇与结构The autothrottle system automatically positions all thrust levers to maintain a computed engine thrust level during take-off or go-around, and a selected ________ or computed airspeed (IAS or Mach) during cruise.

Limitation and range markings on the airspeed indicator include the white arc(53 to 85 knots), green arc (44 to 129 knots), yellow arc (129 to 163 knots),and a red line (163 knots). A: True B: False

Lesson 7 背景知识听力填空Listen and fill in the blanks with proper words based on what you have heard.[音频]After the local controller has __1__ airplane through the take-off phase, the pilot will be instructed to change __2__ and contact the departure controller. Departure controllers work at the __3__ radar approach facility and they direct the airplane from the airport __4__ to the center’s airspace. The departure controllers __5__ the airplanes which are identified by their__6__on the radar screen. The tag provides controllers with much information such as flight number, aircraft type, airspeed and altitude. Controllers rely on this information to keep all __7__ aircraft at safe distance with each other. In order to maintain__8__ spacing among departing aircraft, departure controllers might also direct the pilot to turn the airplane to different __9__ heading or have the aircraft climb or descend or to have it fly faster or slower. When the departure controllers guide each aircraft through specific __10__ and when the aircrafthasreachedthe assigned __11__ altitude, they will perform electronic transfer of the flight to the center controller. When the center controller sees the electronic __12__ on the radar screen, the departure controllers will instruct the pilot once again to change radio frequency and contact the __13__ controller. Theywill monitor the flight until it reaches the __14__ of the radar screen.

In many airplanes, the elevator is controlled by two cables: a “down” cable and an “up” cable. Normally, a break or disconnect in only one of these cables will not result in a total loss of elevator control. In most airplanes, a failed cable results in a partial loss of pitch control. In the failure of the “up” elevator cable the control yoke will move aft easily but produce no response. Forward yoke movement, however, beyond the neutral position produces a nose down attitude. Conversely, a failure of the “down” elevator cable, forward movement of the control yoke produces no effect. The pilot will, however, have partial control of pitch attitude with aft movement. When experiencing a loss of up-elevator control, the pilot can retain pitch control by: • Applying considerable nose-up trim. • Pushing the control yoke forward to attain and maintain desired attitude. • Increasing forward pressure to lower the nose and relaxing forward pressure to raise the nose. • Releasing forward pressure to flare for landing. When experiencing a loss of down-elevator control, the pilot can retain pitch control by: • Applying considerable nosedown trim. • Pulling the control yoke aft to attain and maintain attitude. • Releasing back pressure to lower the nose and increasing back pressure to raise the nose. • Increasing back pressure to flare for landing. Trim mechanisms can be useful in the event of an in-flight primary control failure. For example, if the linkage between the cockpit and the elevator fails in flight, leaving the elevator free to weathervane in the wind, the trim tab can be used to raise or lower the elevator, within limits. The trim tabs are not as effective as normal linkage control in conditions such as low airspeed, but they do have some positive effect — usually enough to bring about a safe landing. If an elevator becomes jammed, resulting in a total loss of elevator control movement, various combinations of power and flap extension offer a limited amount of pitch control. A successful landing under these conditions, however, is problematical.