Yes, with the modern high bypass turbofans the N1 compressor works as a huge propeller, it takes a big mass of air and gives it a relative small acceleration.

Around 70% of the air will bypass the core of the engine, only 30% of air will be compressed further and will eventually go through the combustion chamber.

A turbofan is a type of jet engine, similar to a turbojet.

It essentially consists of a ducted fan with a smaller diameter turbojet engine mounted behind it that powers the fan.

Part of the airstream from the ducted fan passes through the turbojet where it is burnt to power the fan, but the majority of the flow bypasses it, and produces most of the thrust. They are mainly used commercially because they are highly efficient and relatively quiet in operation.

Apply opposite aileron to the direction of the roll.

Bright yellow lights will light up in the cockpit.

Barber pole on the ASI, flying at a Mach number at altitude and audible warnings.

No, there is no P-factor (asymmetric blade effect) as on a propeller-driven aircraft.

Inform ATC.

Anhedral:

compensates for the wing sweep improves roll maneuverability

A free turbine is a turbine that is not directly connected to the compressor. This allows the compressor to rotate at a different speed than the turbine. Since the turbine speed is coupled with the propeller, this allows for the propeller to be maintained at a constant ideal speed.

Another advantage is that free turbine engines can be designed to be more compact than their single shaft counterparts

When an aircraft climbs, the static pressure in the instrument case decreases, which allows the enclosed capsule to expand.

This in turn moves the needle on the instrument to indicate a corresponding altitude.

During descent, the opposite function applies.

Altimeter errors can originate and vary from:

Instrument Pressure Time-lag Barometric Density Temperature Blocked static port