Answer:
i think it is A, i could not really understand your question.
Explanation:
just a question
(wheres the article?)
Answer:
All the detailed steps are mentioned in pictures.
Explanation:
See attached pictures.
Answer:
<em>Both Tech A and Tech B are correct.</em>
<em>Explanation:</em>
<em>The Hall effect sen sensor are used to control displacements and rotations of various body components of the vehicles, engine vibrations , and the ignition system</em>
<em>The optical-type sensor converts rays of light into electronic signals. It measures the quantity physically of which the translates to a form that is understandable or readable by an instrument. An optical sensor is larger part of a system that integrates light sources, a device for measuring and the optical sensor, which therefore is usually connected to an electrical trigger.</em>
Answer: For non-precision approaches, the maximum acceptable descent rate acceptable should be one that ensures the aircraft reaches the minimum descent altitude at a distance from the threshold that allows landing in the touch down zone. Otherwise, a decent rate greater than 1000fpm is unacceptable.
Explanation: For non-precision approaches, a descent rate should be used that ensures the aircraft reaches the minimum decent altitude at a distance from the threshold that allows landing in the touchdown zone (TDZ) . On many instrument approach procedures, this distance is annotated by a visual descent point (VDP) If no VDP is annotated, calculate a normal descent point to the TDZ. To determine the required rate of descent, subtract the TDZ elevation (TDZE) from the final approach fix (FAF) altitude and divide this by the time inbound. For illustration, if the FAF altitude is 1,000 feet mean sea level (MSL), the TDZE is 200 feet MSL and the time inbound is two minutes, an 400 fpm rate of descent should be applied.
A descent rate greater than approximately 1,000 fpm is unacceptable during the final stages of an approach (below 1,000 feet AGL). Operational experience and research shows that this is largely due to a human perceptual limitation that is independent of the airplane or helicopter type. As a result, operational practices and techniques must ensure that descent rates greater than 1,000 fpm are not permitted in either the instrument or visual portions of an approach and landing operation.
