High-time airplanes, disassembled for major overhaul, were inspected to assist in selecting inspection items. Other high-time airplanes’ special Continuing Airworthiness Program Inspection results supplement these inspections.

A. 在所有起飞、降落、加速-停止、加速-飞行和其他跑道性能中，有效风分量应取逆风风力的50%和顺风风力的150%。

B. 在计算所有起飞、着陆、中断起飞、加速滑跑和其他跑道性能中，跑道上的有效风分量为150%的逆风分量，50%的顺风分量。

C. 计算起飞距离、着陆距离、加速停止距离、加速起飞距离和其他跑道性能数据时，沿跑道有效风风量应为 50％逆风分量和150％顺风分量。

A. There is always room for improvement in the effort to describe these steps.

B. It is impossible to list all the steps because there is always room for improvement.

C. Describing these steps need to do a lot of work.

A. 不要使用金属制品，可能会割到或损坏上位锁弹簧表面。

B. 不要使用金属物件，可能会割到或损坏上位锁弹簧表面。

C. 不要使用金属制品，可能会划伤或损坏上位锁弹簧表面。

A. 为了从表格里提取准确的性能值，需要在中位数之间挑选。

B. 为了从表中获得准确的性能值，需要在增量值之间插值。

C. 为了从表中获取准确的性能值，需要评估增长的中间值。

A. A three-axis accelerometer gives acceleration data of the horizontal, lateral, and longitudinal axis. The flight data recorder system sensors send data about the position of the flight surfaces and controls the FDAU.

B. A three-axis accelerometer gives accelerating data with the vertical, parallel, and longitudinal axis. The flight data recorder system sensors send data and the position of the flight surfaces and controls to the FDAU.

C. A three-axis accelerometer gives acceleration data along the vertical, lateral, and longitudinal axis. The flight data recorder system sensors send data about the position of the flight surfaces and controls to the FDAU.

A. 用于密封油箱的所有材料对所有燃油和燃油稳定剂都耐用。

B. 用于密封油箱的所有材料对所有燃油和燃油添加剂都耐用。

C. 用于密封油箱的所有材料对所有燃油和燃油添加剂都防水。

A. 当释放液压时，活门按顺序打开。

B. 当液压被释放后，顺序活门移动到开位。

C. 当液压增压时，要按顺序移动来打开活门。

A. 这一系统部分包括控制手柄、电线、电机、警告系统、连接线、控制面、位置指示器等。

B. 这一系统部分包括控制手柄、钢索、丝杠、电机、警告系统、连接装置、操纵面、位置指示器等。

C. 这一系统部分包括控制柄、电缆、千斤顶、电动机、警告系统、连接装置、位置指示灯等。

A. In order to locate lower margins of safety components and areas, current records were reviewed.

B. To find components and areas where have showed lower margins of safety, existing results were examined.

C. Existing analyses were reviewed to identify components and areas that may have exhibited lower margins of safety.

A. Outside Air Temperature is the free air static temperature, obtained either from inflight temperature indications or ground meteorological sources, adjusted for instrument error and compressibility effects.

B. Outdoor Air Temperature is the dynamic temperature of free air, obtained from flight temperature indications or ground meteorological sources and adjusted for instrumental error and compressibility effects.

C. Outdoor Air Temperature is free air stagnation temperature, from flight temperature indicating or ground meteorological resource, and according to the instrument error and compressibility effects to adjust.