Brainscape's Knowledge GenomeTM


Top Flashcards (Certified)
All Flashcards

Mod 13 > 13.3 Autoflight > Flashcards

13.3 Autoflight Flashcards

1
Q

Autopilot

A

Single to three axis autopilot

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
2
Q

Autopilot sensing

A

Attitude- gyros and accelerometers
Altitude sensing
Processing & sending of error signals
Converting signals into flight control movements

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
3
Q

Single axis autopilot - wing leveller (altitude control)

A

Single control loop controlling the ailerons

Pilot can select heading and automatically maintain the heading.

Manual selection or compass input/radio nav input

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
4
Q

Dual axis autopilots - attitude control

A

Roll and pitch control
Ailerons and elevators

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
5
Q

Three axis

A

Attitude control on all three axis through channel control and input

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
6
Q

Feedback controls
Five basic components to a feedback loop

A

Input
Process being controlled
Output
Sensing elements
Controller and actuating devices

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
7
Q

2 control loops

A

Inner control loop - stabilises aircraft attitude around pitch and roll channel

Outer control loop - controls on lateral and vertical planes, airspeed, altitude, track & interception of laser beam

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
8
Q

Synchronisation

A

Autopilot not engaged - synchronises autopilot with the aircraft attitude to prevent any jerking when autopilot is engaged

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
9
Q

Synchronisation (manual flight)

A

Attitude information is feedback to the autopilot computer

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
10
Q

Synchronisation autopilot engaged

A

Nav system provides steering commands to the autopilot computer then feeds to the control surfaces

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
11
Q

Autopilot control channels - allows pilots to make autopilot demand changes without disengaging and re engaging the auto flight system

A

Altitude - change and altitude hold

Vertical speed control

Heading, heading change heading hold and roll limits

Speed control IAS and M

Auto throttle arm

Flight director on off

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
12
Q

Interlocks

A

Switches and relays allow safe autopilot engagements and changes

Also has open circuit interlocks for autopilot changes

Open interlock for dial changes such as a heading but not yet selected

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
13
Q

Turn co-ordination

A

Turn co-ordination to control turns to avoid slip & skid, yaw etc

Control input to

Rudder
Ailerons
Elevators

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
14
Q

Single channel autopilot

A

One sensor (channel) system

I.e R/A or 1 ILS

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
15
Q

Fail passive system

A

2 computers for monitoring and control

Multiple channels

Multiple feedback

Will monitor and disconnect system before a dangerous situation can occur

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
16
Q

Fail operational system

A

After single failure the system continues in operation but degrades to fail passive. To increase system redundancy add more channels then the system becomes fail operational

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
17
Q

Dual channel fail passive

A

One dual FCC with duplex servo actuators. If a system failure occurred the system disengages.

If available the second autopilot must be manually selected

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
18
Q

Quadruple channel fail operational system

A

2 dual FCCs with 2 duplex servo actuators if system failure occurs the system automatically switches to the healthy system channel

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
19
Q

Autopilot systems

A

Closed loop control system - AP disengaged clutches are open so the aircraft is in manual flight mode. AP is synchronising the servo output to 0 so that when the ap is engaged no jerking occurs

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
20
Q

A/C response is sensed by

A

Sensors and applied as réponse information back to the autopilot

Pilot tasks are
Mode selection and switching
Setting parameters
Selection of A/C config

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
21
Q

MCP

A

Is a independent component that allows the pilot to interface with the AFDS system. Sends info to the FCC and TMCs

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
22
Q

MCP switches and interfaces

A

Course
Heading
Heading change
Heading hold
Flight director switch
A/T switch
N1/EPR button
Speed control
Level change
VNAV
LNAV
VOR/LOC
Approach
Altitude
VS
AP engage / disengage

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
23
Q

Flight annunciation

A

Flight annunciations displays typically on the PFD on most commercial jets.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
24
Q

Take off mode

A

Allows you to arm selected autopilot mode on the ground and gives FD commands only.

Above 100ft RA allows autopilot engagement

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
25
Heading hold
Allows you to hold a heading regardless of FMC programming
26
Heading select
Allows you to select a heading
27
Altitude hold
Hold altitude
28
Altitude select
Select altitude and action
29
Level change
Combination of speed and thrust mode - FMC controls speed with the elevators
30
Vertical speed
Allows pilot to control aircraft rate of climb or decent Will sacrifice airspeed for climb rates
31
LNAV
FMC programmed to fly a lateral flight plan
32
VNAV
FMC programmed to fly a vertical path
33
Servo actuators Three types
Pneumatic servo - uses a diaphragm connected to control input moved by suction or positive air pressure Electro servo actuators - reversible DC or aircraft motor driving a capstan through reduction gear if the autopilot is engaged via clutch Rudder servo - cable drum driven usually with 2 electric motors for redundancy
34
Series and parallel mode
Mechanical output of servos in two ways
35
Series mode E.g yaw damper
Movement is added in series to the input from the pedals No feedback to the rudder pedals and deflections are small
36
Parallel mode
I’m critical modes like toga and landing servo movement is directly applied to the pedal inputs Large control movements
37
Pitch trim systems
Manual trim or automatic trim
38
Mach trim (Mack tuck)
Aerodynamic stall due to an overspeed as aircraft approaches critical Mach number (still subsonic speed) the cambered wing accelerates the air supersonic a shockwave is created and boundary later separation is created aft of the shock wave and that part of the wing fails to produce lift
39
Mach tuck wing design
Designed to stall at the root first so ailerons are still effective to aid stall recovery
40
Mach tuck
Second design element after cambered winds that leads to Mach tuck is swept wings
41
Mach tuck swept wings
Aircraft approaches Mack tuck the c of p moves towards the wing tips DHK h then also because of the wing sweep moves the c of p rearward which then progressively causes a nose down pitching movement
42
Mack trim ap input
A/P anticipates Mach tuck and auto trims to maintain level flight typically above .65M
43
Mach tuck adjustments
FCC uses adiru info to adjust elevator feel and centring by using Mach trim actuator inputs which adjusts the control column neutral position in flight
44
Other Mach trim adjustments
Trim tanks.
45
If I’m Mach tuck
Retard throttles and extend speed brakes to slow down
46
Mach tuck components
Trim coupler unit Actuator Test switch Fail light
47
Speed trim (Boeing)
Monitors inputs of stab position airspeed and vertical speed then trims the stab using autopilot stab trim As aircraft speed increases or decreases from the trimmed speed the stab will move position to return the aircraft to the trimmed speed. I crease column forces
48
Stab trim
Manual or auto trim 2 motors for redundancy and low or high speed operation
49
Stab trim ops
Monitors elevator input to reduce it if I constant elevator input is made
50
Yaw damper
To remove Dutch roll (yaw rolling characteristic) Provides rudder input to dampen oscillations and uses adiru gyro data to measure
51
Yaw damper functions
Dutch roll damping Turn coordination on low speed manual flight Engine failure compensation
52
Yaw damper components
Yaw damper actuator Control system Adiru input Feedback Versing signal
53
Pilot demand signals - control wheel steering
Alllows the pilots to fly the aircraft manually but controlled by the autopilot Allows a MCP input which is held until the next input is made Controlled by a piezo-resistive elements in a electrical bridge
54
Touch control steering
Allows the pilots to control the aircraft in the pitch mode but unlike CWS when the control column switch is pushed and held it disengages the servos and allows the pilot to climb or defend manually while doing this the feedback allows the system to synchronise and null ready for the release of the switch which re-engages the servos to control the aircraft
55
SAS - stability augmentation system in helicopters
SAS is required in helicopters due to there instability especially at low air speeds <45k to provide SAS helicopters use a A/P function at low speed to provide SAS
56
Helicopter AFCS
Consists of a hierarchy the builds from vertical stability to a fully functioning autopilot. Which is built in levels and loops. Starts from the internal loop and works to the outer loop in law levels
57
Inner loop deals with internal factors
Pitch Roll Yaw Attitude Rates Accelerations
58
SAS rate damper
Provides stability in flight by using sensors such as rate gyros with a differentiator and then when a disturbance is detected it will null the disturbance out in a dampened mode
59
SCAS control augmentation
This system is used to determine the disturbance and feedback to the system whether it is a operational disturbance Eg a pilot input or a external force such as wind
60
ASE attitude hold
Maintains helicopter attitude it uses signals from a rate gyro or attitude gyro once displacement is sensed it will feedback to the system to provide a correction
61
Outer loop deals with external factors
Air speed Altitude nav information
62
Autopilot
Maintains airspeed, altitude & side slip using operational autopilots nav info and settings
63
Operational A/P
Used to co-ordinate transition from hover to forward flight nav etc
64
Series actuators
Moves the control linkage without moving the pilots controls When not operational it usually reverts to a rigid link Actuator limited to approx 10-20% of the total control linkage movement
65
Parallel actuators
Moves the pilots controls to synchronise the actuators and prevent the series actuator saturation
66
API’s actuator position indicators
Gives indication of series actuator extension or retraction about its midpoint. Allow the pilots to observe how hard the actuators are working or if any actuators are saturated.
67
Basic helicopter autopilot modes
Pitch and roll modes can be independently engaged with indicators to show which are engaged Autopilot synchronises to avoid snatching Primary piloting information of attitude changes is provided by a vertical gyro
68
Fly through characteristics
After releasing the cyclic stick after a displacement against the force gradient the autopilot will gently bring the helicopter crack to the reference attitude stored in the pitch and roll integrators
69
Beep trim
To slowly move the pitch and roll reference the pilot presses the coolie hat in the direction required Provides 2 deg/s in pitch 4 deg/s in roll
70
Stick and beep trim
Quick axis by axis attitude shifting without artificial feel loss using the cookie hat
71
Stick release push button
Pushes the stick release button and moves the cyclic declutches the artificial feel and when the button is released the A/P will the fly the new attitude
72
Helicopter auto throttle
Used in conjunction with the ap to reduce pilot workload When the AFCS is controlling the airspeed A/T controls engine thrust. When the AFCS is controlling the vertical path the A/T maintains airspeed through thrust control
73
Aircraft auto throttle modes
Speed Thrust mode
74
Speed mode
Aircraft controlling speed by engine thrust
75
Thrust mode
Controls speed with pitch with a constant thrust set
76
Take off mode
A/T is armed on the ground via the MCP and annunciates armed on the PFD Usually to engage the A/T the toga button or epr/n1 is pressed on the mcp
77
Autoland
Localiser Glide slope GPS I’m newer aircraft Uses 3 systems for redundancy Fail active Fail passive Land 3 Land 2 No autoland
78
Autoland degradation
If failure above decision height the crew are annunciated to choose to continue in land 2 or disengage. If system failure occurs below the DH the crew are annunciated but the aircraft will continue with the autoland in land 2
79
Decision height
Altitude at which the pilot decides to commit to landing or go around
80
Alert height
Height at which aircraft will no longer change operational states if a system becomes fail active
81
Cat 1
Decisions height 200ft or > 2400 ft viability RVR 1800ft or >
82
Cat 2
DH 200ft or > 980ft visibility
83
Cat 3A
DH 100ft or no decision height RVR 660ft or more
84
Cat 3B
DH 50ft or no DH RVR 660ft or more
85
Cat 3C not currently in operation
No DH or RVR limits

Mod 13 (22 decks)

Brainscape helps you reach your goals faster, through stronger study habits.
© 2025 Bold Learning Solutions. Terms and Conditions