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ATPL advanced instruments > Auto flight > Flashcards

Auto flight Flashcards

1
Q

flight director (FD)

A

displays pitch and roll commands for the pilot to follow in order to achieve a specific flight trajectory
pilot chooses what they want the FD to achieve via the mode control panel (MCP)

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2
Q

FD components

A

MCP- shared with AP
FDC- flight director computer - older
FCC- flight control computer- newer, shared with AP. one for captain and FO and extra as backup
display- ADI or EADI

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3
Q

FD display

A

x-hairs or v-bar
displacement of bar shows directions & magnitude of control deflection required
does NOT show deviation from target flight path- shows you how to reach and maintain target flight path

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4
Q

why have an FD?

A

improves accuracy of flying
improves safety
reduces workload

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5
Q

FCC/FDC inputs

A 
FMC 
MCP
rad alt
ADC
IRS
Nav radios
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6
Q

FCC/FDC outputs

A

EADI- (PFD)

FMA- flight mode annunciator

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7
Q

FD operation

A 
allowed 
both FD's + AP's ON
both FD's + AP's OFF
FD's ON + AP'S OFF 
FD'S OFF + AP's ON
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8
Q

FD & AP modes

A 
FD & AP mostly use same modes
except: 
FD has take off mode, AP does not 
AP has landing mode, FD does not 
both FD's can be on at the same time, not normally possible for the AP

FMA’s tell you what modes are active

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9
Q

FD & off path

A

when off intended flight path FCC calculates optimum instantaneous path to regain the desired trajectory

FD is not a copy of ILS indication
FD gives no info about ILS deviation

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10
Q

the 3 axes

A 
longitudinal axis (roll)- primary axis
lateral axis (pitch) - secondary axis
normal axis (yaw) - tertiary axis
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11
Q

single axis AP

A

provides stabilisation in roll

wing leveller

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12
Q

2 axis AP

A

provides stability about the primary & secondary axes

can capture and maintain heading & altitude

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13
Q

3 axis AP

A

stability about all axes
capable of:
co-ordinated turns
capture & maintain- headings, alt, vertical speed, IAS, Mach
capture and track: VOR radial, ILS, Auto land, follow FMS LNAV & VNAV

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14
Q

Stability vs Guidance

A 
stability includes:
wing level holding 
pitch attitude holding
yaw damping 
these are not selectable modes they are active behind the scenes

everything else is guidance

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15
Q

Inner loop AP

A

up to x3 depending on AP axes
has an IRS
error detector- sends error signal to FCC
FCC- converts input error signal to output control command to servo based on control law
makes corrections

stabilises and controls

servomechanism

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16
Q

Inner loop feedback

A

control feedback- from servo actuator to FCC, check its actually moving
performance feedback- servo actuator to error detector

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17
Q

servo mechanism

A

small power input converted to a large power output in a strictly proportionate manner

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18
Q

Outer loop AP

A

inner loop still exists
outer- fakes an error signal which inner can correct in order to achieve a particular goal
outer loop provides guidance

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19
Q

AP components

A 
sensors
comparators 
computers
amplifiers 
servo-actuators
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20
Q

parallel actuators

A

can move control surface through 100% of range

moves cockpit control column

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21
Q

series actuators

A

can move control surface through 100% of range

cockpit controls remain static

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22
Q

Size of control surface deflection depends on

A

size of the error
rate of deviation
rate of change of rate of deviation

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23
Q

CWS- control wheel steering

A

button on MCP activates it
gives pilot manual control of inner loop datum
pilot use the normal controls to set an attitude
inner loop then holds it
AP still considered to be on

24
Q

Engaging AP

A 
via button on MCP 
before engagement self check checks:
pitch servo
roll servo
yaw damper
trim servo
IRS
FCC
if all good then it engages
25
Q

disengaging AP

A

MCP button or button on control column or force controls

26
Q

AP automatic synchronisation function

A

prevents control snatching during engagement
active whilst AP is off
purpose is to achieve smooth AP engagement
if it fails it may prevent AP engagement

27
Q

Auto trim

A

active when AP on
ensures aircraft is in trim when AP is disconnected
smooth disengagement

28
Q

Normal Law

A

always used unless there’s a problem

roll: converts bank into a roll rate command
pitch: converts pitch into a G or load factor command

29
Q

Normal law protections

A 
apply throughout the flight envelope 
pitch limits 
roll limits 
G limits 
high speed stability- gradual increase in attitude to reduce speed, can override 
high speed protection- abrupt increase in pitch to decrease speed
low speed stability - can override 
low speed protection
30
Q

Normal law ground mode

A

allows full deflection of controls whilst on the ground

31
Q

Alternate law

A 
no longer have AP
pitch and roll are same as Normal 
protections reduced, only have:
low speed stability
high speed stability 
nothing that the pilot cant override
32
Q

direct law

A

no AP
pitch & roll: direct relationship between elevator/ aileron deflection & control column
NO protections

33
Q

legal requirement for AP

A

needed in single pilot operations in IFR or at Night

needs at least heading & altitude hold

34
Q

FMA’s

A

main way of determining AP behaviour

active modes- green
armed modes- white or cyan - automatically activate when certain conditions are met
green box appears around FMA theres been a change and it shows for 10 seconds

35
Q

lateral modes

A

HDG - hold heading put in MCP
VOR - tracks a VOR radial, switches to HDG overhead core of confusion until out other side
LOC mode- follows ILS localiser, intercept done on a fixed heading, uses radio deviation law to determine bank requirements
LNAV- follows FMS lateral profile. FMS gives the AP bank and heading commands to follow the programmed route
Rollout- after an auto land the AP will hold the runway centre line using ILS localiser

36
Q

vertical modes

A

ALT hold
ALT AQ- alt acquire- smooth transition from climb/descent to level flight
V/S- target a certain vertical speed
LVL CHG- climb or descent change level
G/S- holds aircraft on ILS glide slope
VNAV- follows FMS vertical profile
FLARE- based on rad alt, flares on auto land
Flight Path Angle- like V/S mode but holds angle

37
Q

auto throttle mode

A

N1- holds constant value of N1%, depends on temp and alt
IDLE
TOGA
MCT
SPEED- based on either MCP (pilot puts in) or FMC

38
Q

What AT mode does LVL CHG use?

A

N1 mode- fixed N1 held

speed held constant by pitch

39
Q

What AT mode does V/S use?

A

pitches to achieve vertical speed
auto throttle holds forward speed- MCP/VMC speed mode
prioritises required V/S so forward speed may suffer

40
Q

what modes use the AT MCP/FMC speed mode?

A 
V/S
ALT hold
ALT AQ
VNAV
Flight path angle
41
Q

Auto-throttle provides…

A

provides automatic thrust control from start of take off (it can be used in take off) until landing
varies N1 and EPR depending on selected modes and phase of flight

42
Q

Older aircraft auto throttle

A

use hydromechanical unit
MECU- main engine control unit
and a PMC- power management computer

43
Q

newer aircraft auto throttle

A 
uses FADEC- full authority digital engine control
FADEC does: 
auto eng starts
monitor limitations
collects data for the instruments
controls fuel flow to achieve N1 
controls thrust reverser
44
Q

Auto throttle capabilities

A

via various modes it can hold
mach no
IAS
N1

45
Q

exam Q: can auto throttle be used to set a specific N1?

A

YES

if you disconnect it and set N1 manually via the lever

46
Q

what will the low speed stall prevention do with the thrust ?

A

may be a system that auto engages TOGA thrust

47
Q

Yaw damper

A

prevents dutch roll
it is NOT the AP rudder channel
2 or 3 for redundancy

48
Q

Yaw damper & detection of dutch roll:

A

uses:
dedicated yaw rate gyro or/ IRS or/ nose mounted lateral accelerometer
ADC as an input
inputs added to pilot rudder inputs
2 or 3 for redundancy
can be in parallel or series with controls

49
Q

can the auto land do the entire landing all the way down to a full stop?

A

YES pet

50
Q

Auto land requirements:

A 
crew qualified
aircraft equipped 
equipment serviceable 
operator approved
RWY has correct equipment
51
Q

Minima

A

minimum visibility requirements at a certain height above the runway to be able to proceed

52
Q

Approach ban

A

cannot proceed beyond the approach ban unless the required RVR has been reported

53
Q

Alert height

A 
100ft above runway 
most warning/ cautions are disabled 
aircraft only tells pilot about thing that prevent an auto land e.g:
total AP failure
RAD alt failure
loss of ILS signal
54
Q

auto land FLARE & ROLLOUT

A

flare- 40ft

rollout keeps centreline once touching down

55
Q

how many AP systems are needed to do an auto land?

A

2

ensures there’s a cross checking occurring

56
Q

Fail operational

A

more systems than needed i.e 3

one can fail and auto land can still take place

57
Q

Fail passive

A

only 2 systems
if signals form them disagree it disconnects both of them
failure in fail passive results in a manual landing

will be no significant deviation from flight path as aircraft will be in trim

ATPL advanced instruments (12 decks)

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