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Mod 13 > 13.3 Autoflight > Flashcards

13.3 Autoflight Flashcards

1
Q

Autopilot

A

Single to three axis autopilot

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2
Q

Autopilot sensing

A

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

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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

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4
Q

Dual axis autopilots - attitude control

A

Roll and pitch control
Ailerons and elevators

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5
Q

Three axis

A

Attitude control on all three axis through channel control and input

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6
Q

Feedback controls
Five basic components to a feedback loop

A

Input
Process being controlled
Output
Sensing elements
Controller and actuating devices

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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

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8
Q

Synchronisation

A

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

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9
Q

Synchronisation (manual flight)

A

Attitude information is feedback to the autopilot computer

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10
Q

Synchronisation autopilot engaged

A

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

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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

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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

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13
Q

Turn co-ordination

A

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

Control input to

Rudder
Ailerons
Elevators

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14
Q

Single channel autopilot

A

One sensor (channel) system

I.e R/A or 1 ILS

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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

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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

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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

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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

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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

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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

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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

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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

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23
Q

Flight annunciation

A

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

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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

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25
Q

Heading hold

A

Allows you to hold a heading regardless of FMC programming

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26
Q

Heading select

A

Allows you to select a heading

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27
Q

Altitude hold

A

Hold altitude

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28
Q

Altitude select

A

Select altitude and action

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29
Q

Level change

A

Combination of speed and thrust mode - FMC controls speed with the elevators

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30
Q

Vertical speed

A

Allows pilot to control aircraft rate of climb or decent

Will sacrifice airspeed for climb rates

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31
Q

LNAV

A

FMC programmed to fly a lateral flight plan

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32
Q

VNAV

A

FMC programmed to fly a vertical path

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33
Q

Servo actuators
Three types

A

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

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34
Q

Series and parallel mode

A

Mechanical output of servos in two ways

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35
Q

Series mode
E.g yaw damper

A

Movement is added in series to the input from the pedals

No feedback to the rudder pedals and deflections are small

36
Q

Parallel mode

A

I’m critical modes like toga and landing servo movement is directly applied to the pedal inputs

Large control movements

37
Q

Pitch trim systems

A

Manual trim or automatic trim

38
Q

Mach trim (Mack tuck)

A

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
Q

Mach tuck wing design

A

Designed to stall at the root first so ailerons are still effective to aid stall recovery

40
Q

Mach tuck

A

Second design element after cambered winds that leads to Mach tuck is swept wings

41
Q

Mach tuck swept wings

A

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
Q

Mack trim ap input

A

A/P anticipates Mach tuck and auto trims to maintain level flight typically above .65M

43
Q

Mach tuck adjustments

A

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
Q

Other Mach trim adjustments

A

Trim tanks.

45
Q

If I’m Mach tuck

A

Retard throttles and extend speed brakes to slow down

46
Q

Mach tuck components

A

Trim coupler unit
Actuator
Test switch
Fail light

47
Q

Speed trim (Boeing)

A

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
Q

Stab trim

A

Manual or auto trim

2 motors for redundancy and low or high speed operation

49
Q

Stab trim ops

A

Monitors elevator input to reduce it if I constant elevator input is made

50
Q

Yaw damper

A

To remove Dutch roll (yaw rolling characteristic)

Provides rudder input to dampen oscillations and uses adiru gyro data to measure

51
Q

Yaw damper functions

A

Dutch roll damping

Turn coordination on low speed manual flight

Engine failure compensation

52
Q

Yaw damper components

A

Yaw damper actuator
Control system
Adiru input
Feedback
Versing signal

53
Q

Pilot demand signals - control wheel steering

A

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
Q

Touch control steering

A

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
Q

SAS - stability augmentation system in helicopters

A

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
Q

Helicopter AFCS

A

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
Q

Inner loop deals with internal factors

A

Pitch
Roll
Yaw
Attitude
Rates
Accelerations

58
Q

SAS rate damper

A

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
Q

SCAS control augmentation

A

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
Q

ASE attitude hold

A

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
Q

Outer loop deals with external factors

A

Air speed
Altitude
nav information

62
Q

Autopilot

A

Maintains airspeed, altitude & side slip using operational autopilots nav info and settings

63
Q

Operational A/P

A

Used to co-ordinate transition from hover to forward flight nav etc

64
Q

Series actuators

A

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
Q

Parallel actuators

A

Moves the pilots controls to synchronise the actuators and prevent the series actuator saturation

66
Q

API’s actuator position indicators

A

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
Q

Basic helicopter autopilot modes

A

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
Q

Fly through characteristics

A

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
Q

Beep trim

A

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
Q

Stick and beep trim

A

Quick axis by axis attitude shifting without artificial feel loss using the cookie hat

71
Q

Stick release push button

A

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
Q

Helicopter auto throttle

A

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
Q

Aircraft auto throttle modes

A

Speed
Thrust mode

74
Q

Speed mode

A

Aircraft controlling speed by engine thrust

75
Q

Thrust mode

A

Controls speed with pitch with a constant thrust set

76
Q

Take off mode

A

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
Q

Autoland

A

Localiser
Glide slope
GPS I’m newer aircraft

Uses 3 systems for redundancy

Fail active
Fail passive

Land 3
Land 2
No autoland

78
Q

Autoland degradation

A

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
Q

Decision height

A

Altitude at which the pilot decides to commit to landing or go around

80
Q

Alert height

A

Height at which aircraft will no longer change operational states if a system becomes fail active

81
Q

Cat 1

A

Decisions height 200ft or >
2400 ft viability
RVR 1800ft or >

82
Q

Cat 2

A

DH 200ft or >
980ft visibility

83
Q

Cat 3A

A

DH 100ft or no decision height
RVR 660ft or more

84
Q

Cat 3B

A

DH 50ft or no DH
RVR 660ft or more

85
Q

Cat 3C not currently in operation

A

No DH or RVR limits

Mod 13 (22 decks)

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