Auto Flight Q’s Flashcards
3 AP computers are considered
fail operable
versine signal is proportional to
1 - cos(bank angle)
the signal responsible for returning an aileron to its neutral position when an aircraft has reached its correct attitude as demanded by the AP is the
position feedback
with glide slope armed the control of the pitch channel can
only be by the engaged mode when deviated from the beam
heavy damping of dynamic stability will produce
a dynamically stable condition
a rate gyro senses disturbances in
1axis
the signal to the pitch channel of an autopilot during a turn is obtained from the
versine generator
GO around is initiated
only by pressing the GA throttle switch
an autopiot disconnect is indicated by
red light
in a triplex autoland system, loss of a nav receiver prior to caputure of the localiser results in
reverting to a CAT 2 approach
an autopilot slip-skid sensor signal goes primarily to the
rudder channel
with an aircraft in a 90 degree banked turn holding the longitudinal axis of the aircraft level
altitude cannot be maintained
IAS hold mode can only be engaged with altitude hold
disengaged
autopilot disengage switch is positioned on the
side of the control wheel farthest from the throttle levers
an aural warning in an autopilot system will sound when
autopilot is disengaged
what radio equipment can be used in an AFCS
VOR, ILS
when TURB is selected on the AP MCP
command signal is reduced 50% and manual modes only are available
the pitch attitude of an aircraft with autopilot engaged can be changed by the
pitch switch CWS altitude hold IAS hold
bank angle limiting applies restrictions to limit the angle of bank applied by limiting the
bank angle using the signal from the MCP selected bank angle
A category 2 landing RVR is
400m
profile or VNAV mode can be coupled to AT
if the flight director or AP is engaged
after VOR capture on a ground check aileron movement will depend upon
course select error radio deviation and bank angle
over amplification of the rate feedback signal will result in
sluggish operation of the servo
if the AP automatically disconnects during autoland the audible warning
is switched off by the operation of the autopilot disengage switches
the loss of the vertical gyro signal to an FD system would cause
aircraft to overbank
SAS
opposes the helicopters inherent instability
the requirement of the position feedback signal is to
provide a signal proportional to the input signal angular displacement
an electro-mechanical servo is powered
electrically
the signals too the rudder channel for a coordination turn are
computed yaw rate and derived yaw rate
the airspeed lock
controls the pitch attuned of the aircraft
a CAT 3B aircraft using fail operational automatic landing equipment with fail operational control and roll out guidance will have
no decision height
what are the AP inputs for VOR capture mode
nav receiver output
the effect of loss of washout on LOC with cross wind is that aircraft will
fly parallel to the track
in an triple autoland system separate power supplies are required to make the system
fail operational
for an AP system certified to.a DH of 50ft (15m) or greater requirements include
fail-passive autoland systeem
after localiser capture washout of the standing error signal is carried out on
course select error
in an AFCS which of the following does not control through the AP channel
touch control steering
ground roll guidance by the rudder is effective to about
80k ground speed
when using a rate gyro to detect pitch attitude change the gimbal ring axis is
vertical or longitudinal
automatic ground roll control primary signal is
localiser signal
minimum operating speed for the auto throttle system is derived from
AOA
the purpose of the auto throttle clutch is to
allow the pilot to override the autothrotle system
the sense of a control surface position feedback signal will
oppose the signal causing the displacement of the control surface
the output of a slvaed directional gyro ti an autopilot consists of
azimuth angle
the electrical signal from a dynamic vertical sensor during a coordinated turn will
be zero
if a localiser signal only is fed to the roll channel of an aircraft towards the outer limit of the beam the aircraft will
fly in a circle
if a constant rate signal is fed to a rate-rate servo the servomotor will
run at a constant speed
in a helicopter control channel the force gradient spring cylinder
provides a zero datum about which control movements occur
the glideslope receiver gives an output to the autopilot in
pitch only
modulation consists of converting
DC to phase sensitive AC
compatible autopilot modes are
alt hold and VOR
LOC freq command
yaw and roll channels
when the AFCS is operating in the LOC mode the yaw damper is supplied with signals from
aileron control channel through a cross feed circuit
a heading error signal is generated by the difference between
aircraft heading and datum
prior to engagement with AP power on the trim indicators will indicate
standing voltage on the servo control loop
a CAT 2 facility performance ILS has an intersect height of
15m
the signal from a VG is used in an AP to give an output which is proportional to angle of disturbance
angle of distrubance
with alt hold mode engaged a pitch error signal will reduce
to zero over a period of time
during autoland the system is programmed to leave the glideslope at
the start of the flare phase a rat
e/rate system the servomotor speed is
proportional to the rate at which the disturbance takes place
operation of the AP trim controller
moves the trim tabs
in the AFCS when two channels are engaged in roll if a handover in one actuator occurs what indications will show
one API shows a hardover in direction while the other API shows a hardcover in the other direction
in a steady coordinated turn the heading signal to the autopilot is
opposed by the VG Signal
the purpose of duplex servo motor is to
prevent hardover or runaway
a series actuator has
limited authority eg 10%
on an AP ground check loss of servo motor rate feedback will
cause the control to oscillate about its datum
what is the main purpose of a servo in an autopilot system
move the control surface as commanded
with the AP in disconnect mode in a coordinated turn the
pilot operates the controls freely
after an automatic landing reverse thrust is applied
only if reverse thrust is manually selected
a course washout us used for
crosswind
an automatic landing system is fail operational if in the event of a failure
the landing can be completed automatically
marker beacon signals are used by the AFCS to sense the
distance from the runway
a two speed horizontal stab servomotor operates on high speed
when flaps are not retracted
signals used during the flare phase are
rad alt and integrated pitch
in a displacement AP system the position feedback
totally opposes the demand when the control surface is at the demand position
an AP turn control primarily controls
ailerons
the term model reference in an AFCS refers to
gain programming
the minimum reliability value for an autoland system is
1 in 10 power 7
in a pitch mode the VG signal will
oppose servo signal
the circuit used for washout is a
integrator
the speed of operation of a series actuator compared to a parallel actuator is
faster
a manometric airspeed lock will require
pitot and static pressure
a fail operational autopilot system will ensure that
the aircraft will continue its automatic landing in the event of a single failure
in a coordinated turn
the pilot operates the controls freely
during an autoland approach after localiser capture if the pilot presses the instinctive disconnect button
there is no aural warning
in an autopilot an integrator could be used to
prevent the aircraft from standing off a radio beam
version can be generated using a
resolver
the correct seq in autoland is
LOC, G/S attitude hold, Flare
during the autopilot reengagement the synchronisation circuits ensure that the
autopilot control circuits are at zero demand conditions prior to engagement
the two parameters which are used for an autoland category classification are
DH and RVR
on approach the aircrew operates the instinctive control wheel AP disconnect switch this results in
aural and visual warnings
an AP three-axis rate transmitter produces signals proportional to
yaw rate pitch rate and roll rate
in an AFCS system using auto trim movement of the pitch switch
will move both the control column and trim wheels
with fail operational AP the electrical power supplies are
isolated
when VOR/LOC mode is engaged a helicopter is controlled in the
roll axis onyl
the pilot cannot use the AP to control the aircraft with
TCS
successful synchronisation would be displayed by the trim indicator showing
zero
the pitch signal on a glide slope capture
increases
a failure during automatic landing with a fail passive system results in
system disconnect and the approach must be flown manually
during the landing phase with AT engaged when does the system enter THR CLP
at G/S capture
bank angle limiting concerns
maximum aircraft angle of bank that the AP can demand
when operating in turbulence mode
the gain of the control channels is decreased
when entering a banked turn to the right under autopilot control the aileron to rudder crossed will apply
right rudder
if GA is initiated during autoland the aircraft will
pitch nose up and increase speed
a voter system is used to ensure that
in multiplex systems a faulty channel is automatically disengaged
what signal may be added at touchdown
nose-down bias
during a ground check the vertical gyro is tilted in roll the versine signal will
give up elevator
an autopilot three-axis trim indicator shows out of trim condition by sensing
primary servomotor loads
in the approach mode and after glideslope capture the altitude hold facility
is inop because the signals from altitude hold are automatically switched out when the beam is captured
the flare phase of an autoland approach is controlled by the signals from
rad alt
in a typical AFCS the units consist of
VG DG amplifier
loss of rate feedback signal results in
oscillation of the control surface
trim indications are actuated by
DC milliammeters
on an autopilot ground check loss of control surface position feedback will cause the
control surface to move to its maximum position
a helicopter autopilot uses
rad alt for height hold and barometric altitude for altitude hold
two main AT control modes are engine thrust and
speed
an autopilot using a vertical gyro will automatically disengage with
loss of VG signal
an auto trim system controls the aircraft about the
lateral axis
what controls are used in response to the PVD display
nose wheel steering or rudder pedals
during autoland if one channel of a multichannel system detects an error between a control command signal and the control surface response all channels will disconnect if it Is a
duplex system
the term positive feedback refers to signals which are
of the same sense as the demand signal
the autopilot may capture a new altitude with
IAS or VS speed lock engaged
active stability
may be used in conjunction with a passively stable aircraft
when the clutch is energised the servomotor
connected to the control surface
electrically operated torque limiting is achieved by a resistor connected in
series with the control phase
when operated any torque pedal micro switches will
disengage heading hold
a position servo tachogenerator feedback signal is required to
damp out oscillations of a control movement
when reverse thrust is selected
AT disconnects
mach lock mode can be operated with
altitude hold mode disengaged
a versine signal is generated when the aircraft is
rolling
dutch roll is an oscillatory motion about the
yaw and roll axis
go around mode can be initiated
at and time after auto approach has been engaged
on an autopilot check loss of control surface psioiton feedback will cause
the control surface to move to its maximum position
a servomechanism having a tachogenerator only as a feedback device will
vary its speed with the input error voltage
a compatible mode in turbulence penetration is
heading
for an aircraft to be certified for a cat 2 autoland an AT system is
dependent on flight crew work load
in a helicopter AP
barometric capsules control altitude hold rad alt controls height hold
a servo motor has torque limiting for the purpose of limiting the
AP authority
in a yaw channel with heading hold the yaw synchroniser circuit operates when the
pilot puts his feet on the pedals
a radio coupled approach is
loc first followed by the glide slope
when a helicopter has AP engaged in alt hold and during the low speed regime range what used to maintain the altitude
longitudinal control
a radio coupled AP in pitch uses
glideslope
a rate servo tachogenerator feedback signal is required to
ensure proportional control movement for a given command signal
a triplex system loses one channel
pilot can continue with autoland
a triplex system loses one channel the system becomes a duplex system
duplex system
a triplex system loses one channel the system is now
fail passive
a yaw damper adds to its signal chain aileron and spoiler inputs
to help counteract adverse yaw
a yaw damper gain
decreases with speed
aileron signal is fed to the rudder channel
for turn coordination
aileron to rudder crossfeed is applied in autopilot system to
prevent aircraft yawing in the opposite direction to the turn
airspeed hold is a
pitch mode
alert height is when
a decision of whether to land is made
alpha range is applicable to
auto throttle
altitude hold mode what signal is washed out
pitch angle
altitude hold when engaged provides a washout input to the
autopilot pitch servo
an AC tachogenerator stator has
two windings 90d apart
an aircraft lands in autoland after touch down and thrust reversers are deployed what happens to auto throttle
automatically switches off
an aircraft will capture the autoland system at
1500ft
an autoland failure monitoring system must ensure that
the aircraft will continue its automatic landing in the event of single failure
an autoland is carried out in which sequence
LOC GS alt hold flare
an autoland system displays land 2 another failure will make the system
simplex
an automatic disengagement of an autopilot will cause
a red warning light to illuminate and an aural warning
an AFCS receives input from the following ground based transmitters
VOR ILS
an automatic pilot cutout will
remove the servo load
an AT engaged in the EPR mode will control
the engine throttles to maintain a constant engine power setting
an autopilot computer
is more sensitive to ILS than to VOR
an autopilot hardover runaway is caused by
loss of position feedback
an autopilot interlock circuit is to
both disconnect the system if a fault appears and prevent the system engagement if a fault exists
an AP PFCU servo brake is
energised off
an autopilot runaway is prevented by
torque limiting device
an AP servo motor is often fitted to a mounting plate to
enable motor replacement without disturbing flight control system
an AP synchronisation loop circuit must ensure that the trim system
disengages if hard over is detected
an AP transfer valve
converts electrical power to hydraulic power
an autopilot with two separate power supplies is
fail operational
API trim pointers are fed by
an LVDT
auto trimming trims the aircraft
by movement of either the elevator or stab
automatic steering of the aircraft after touch down is affected by
the runway localiser
automatic trim systems on some aircraft installations are actuated with two speeds of operation operation at high speed is used during
flaps down
automatic trimming starts on the detection of
standing load on the elevator
AP can be disengaged by
a switch on the control column another on the control panel and PFCU failure only
AP clutches are energised
on
AP controls roll on aircraft between
6-8 degrees
AP is making a stab trim adjustment which trim is now inhibited
mach/speed trim
AP servo brake is energised
to actuate off
AP will interface with which nav aids
VOR DME ILS
AP will operate above what altitude
500ft
AP go around mode is normally engaged by actuating a switch mounted on the
engine power lever
AP when on approach to landing how many axis are used
3
AT is controlled by what
AOA & flap position
auto trim is
a pitch function
back beam scanning in an MLS is at a rate of
20 degrees per millisecond
bank angle limiting in heading mode is via
servo position feedback
bank angle limiting is applied in which modes
heading mode LOC mode
basic monitoring is a function of signal comparison
signal comparison
before an aeroplane is able to make an automatic landinf the
ILS system must be working
capture of a localiser beam is normally dependent on a change of back angle command based on
ground speed
intercept angle
distance from beam
CAT 2 RVR is the alert height is 100ft will be 400m
400m
CAT 3B landing uptown what phase is LOC signal used
roll out
CAT 1 autoland DH limits are
not less than 200ft
CAT 2 autoland DH limits are
below 200ft but not less than 100ft
CAT 3B allows
approach land and runway guidance with taxing visibility in the order of 50m
coordinated autopilot turns are achieved by
aileron to rudder corssfeed
DH is based on
RVR transmitted by ATC
control loop gain with an autopilot is usually
dependent on aircraft altitude
during an automatic landing the aircraft decent rate is sensed by
rad alt
during an autopilot coordinated turn
ailerons, rudder and elevators will move
during autoland failure of one channel is detected
all channels will disconnect in a duplex system
during flare mode AT will
retard throttles to idle
during take off with AT engaged the AT sensor fails THR CLP is annunciated on the mode annunciator panel when
V2 as determined by the AT computer
during take off if an input to AT fails
throttle hold is annunciated
Fail passive means
system self monitors and the system has the ability to withstand a failure without endangering pax safety and without producing excessive deviations from the flight path
fail passive system fails what will happen
produce no out of trim and autoland is not completed
failure of an autopilot in flight will be indicated by
a failure light and an aural signal
feedback is
the reverse phase of the command
for an aeroplane to be certified for automatic landinf an AT system is
dependent upon the operation of the aeroplane at slow speed
glideslope controls autopiot in
pitch
glideslope gain programming is based on
rad alt
go around mode can be initiated
below 2000ft
gradient units or force gradient spring cylinders incorporated into some helicopter control systems
are unique to a specified control channel and are adjustable for the required tension
helicopters with AFC static droop is
change in stabilised RPM
high and low signal to voter are
removed
how can a pilot override the AT
manually through a clutch on the throttle levers
how can ambiguity be avoided during the test of a MLS
note scan cycle start time
how do the crew select decision height
selected on the rad alt display
how is automatic AOA protection provided
AT applying more power
how’s is the stab automatically controlled in normal manual operation
mach/speed trim
if a fault is detected during an auutoland approach the system will totally disconnect if it is a
duplex system
if a series actuator is fitted in the cyclic control circuit of a helicopter what effecrt will an AP input have
the cyclic lever will not move
if an AP is fed with a radio deviation alone
it will fly in circles
if during autoland the LOC signal is lost at 400ft in final approach
a go around is initiated
if go around has been initiated after autoland has been selected the aeroplane will
increase speed and pitch nose up
if on an ILS approach LOC signal is lost
aircraft depends in a parrallel path to runway
if only radio deviation is fed to the AP roll channel what will happen.
aircraft will fly in circles
if the AP automatically disconnects in the autoland mode the audible warning
is switched off by the instinctive cut out button
if the LOC signal only is applied to the AP roll channel
aircraft flies in circles
in a helicopter the rate gyro and leak integrator inputs which are fed to the computer form part of the
inner loop control system
in a helicopter altitude hold uses a signal from
the barometric alt capsule
in a servo loop an LVDT provides
position feedback
in a simple VS hold circuit the clutch is
engaged only when the VS mode is engaged
in a tripple AP system failure of the ILS receiver before alert height will result in what
initiation of a G/A
in a triplex system if an ILS receiver fails before LOC capture
there is no autoland
in a triplex system loss of one ILS receiver signal after alert height would result in
a full autoland continued
in a triplex system loss of one ILS receiver signal before alert heigh would result in
a go around initiated
in a triplex system the detection of a failure of one simplex system will disconnect
the failed system and carry on with the autoland
in aircraft with an AP and an auto trim a pitch command input will cause
column to move and trim system to move
in an auto trim system for the trim system to operate
autopilot need not be engaged
in an AFCS whose control channels can be engaged with PCUs the appropriate command signals control the operation of a transfer valve which
positions a spool valve to supply hydraulic fluid to the main actuators
in an autoland AT is disengaged
after reverse thrust is applied
in an AFCS when may the yaw damper be applied
during either manual or automatic control
in an autopilot that controls pitch mode
glideslope
in an AT system when is EPR or thrust mode used
Take off
in AP with THS in motion the
auto trim is inhibited
in AP the control column
moves in pitch and roll
in flight with the pitch channel engaged to the autopilot the signal from the vertical gyro will
always oppose the pitch command signal
in helicopter autopilots while operating the actuator the movement of the cockpit control is prevented by
a compressed spring attached to the cockpit control
in ILS the glideslope provides
vertical steering
in the electro pneumatic servo-motor using dual poppet valves and dual roll frame actuator when there is zero command output from the AP servo amplifier
both valves will ve open for an equal period of time
in the FMS VNAV climb mode the throttles are used for
maintaining a computed EPR
in triple AP system failure of the ILS after alert height will result in what
continue autoland
in triplex autoland system failure of one channel will
disconnect the failure channel and continue autoland approach
inner loop servo control of an AP will provide
stability only
loss of course washout signal whilst on LOC approach would result in
continued flight on course but with scalloping or bracketing
minimum operating speed of the AT is derived from the
AOA
MLS azimuth range is normally +/- 42
+/- 42
on a cat 3B landinf the LOC signal is used at which phase
rollout
on a coupled approach what happens to the aircraft if it loses localiser signal
it will fly on the heading the aircraft was on
on an autoland during auto flare it will
retard the throttle
on an ILS approach what will cause the aircraft to fly onto the beam
radio deviation
on LOC approach the radio deviation signal is lost
aircraft flies off centre line on pre set heading
on receipt of a radio signal which type of circuit would be used to wash out the information
integrating circuit
on replacement of an actuator that incorporates an AP actuator the AP must be checked fo
correct sense and range of movement and AP breakout
on replacement of an AP servo motor
torque limiting settings must be checked
on selection of the turbulence mode
the gain is reduced to prevent stresses to the airframe
on the approach the AP loses the LOC signal the aircraft would
fly parallel to the beam
on the ground failure of the AP servo motor rate feedback will cause
occiwslations of the control surface about its datum position
on touch down the auto throttle
disconnects after a short time
once the G/S has been captured what other pitch modes are available
no other pitch modes are available
one basic requirement of a synchronising loop is that it must
disengage as soon as hard over is detected
operation of the yaw damper test switch in the cockpit will cause the
pointer in the trim indicator to move
oscillation and hunting of flight control surface are prevented by
use of a tachogenerator
overshoot or go around mode can be initiated
at any time after autoland has been engaged
pitch trimming in AP is initiated by
continued pitch input
purpose of an autoland decrabbing maneovre is to
point the aircraft down the runway at touch down
rate feedback signal in a rate/rate system
provides proportional response to commanded inputs
reverse thrust us selected
after disengagement of the AT
roll out guidance us used
after flare
roll out mode occurs
after flare
roll out guidance after touchdown is by
automatic rudder control and nose wheel steering
roll out guidance by the rudder is effective to about
80k
RVR is obtained by
three sets of instruments at the side of the runway
selecting a profile for VNAV for AT speed control
can be done at any time
signals used during the flare are
rad alt and integrated pitch
speed information to the AT is derived from
the CADC
stand off errors on LOC approach are washed out by
integrating course error signals
synchronisation circuits in AP ensure
that the AP control circuits are at zero demand conditions on engagement
the aeroplane AP is programmed to leave the GS at
start of the flare phase
the AFCS remains in control
until disengaged by flight crew
the aileron/rudder signal is demodulated in the rudder channel amplifier this means It is
DC output whose polarity is related to the phase of AC input
the aircraft decorating signal used during autoland originates from
heading errors
the airworthiness requirements for the autopilot / autobahn system are laid down in
JAR AWO
The AP disconnect annunciator is
a red caption
the AP is instructed by the
FMC
the AP prevents adverse yaw by
aileron to rudder cross feed
the AP will automatically disengage if the
VG fails
the automatic stab is for
removing standng loads
The AT system at touch down will
go tio idle and disconnect
the AT controls the aircraft
vertically
the average risk of autoland should not contribute a rate of fatal accidents per landing greater than
1x10-7
the components of an ILS are
a localiser glide slope and marker beacons
the controlling signals in pitch channel in the flare mode are
integrated pitch and rad alt
the DH in the rad alt system is adjusted by
moving a bug on the Rad alt indication
the definition of fail operational is the ability of a system to
continue to control after any first fault
the effective gin of the glide path receiver
is decreased as the aircraft depends
the facility performance ILS intersect height is the point
the localiser and glide path signals cross each other
the flare manoeuvre may be controlled by signals from
rad alt
the following modes may be retained when overshoot has been initiated after the selection of autoland
IAS and steering or heading
The GA mode us usually initiated by
pressing a button on thrust levers
the glides
glideslope signal
ICAO weather category 3A is
operation down to and along the surface of the runway with RVR of 200m
the ingretiy of an AP must be increased when the aircraft is flying at
approach and landing phases
the maximum azimuth coverage by a MLS facility is
+/- 60 degrees
the order of autoland approach is
LOC
GS
ATT hold
FLARE
the outputs of a slaved directional gyro to an AP consist of
azimuth direction information
the overshoot or go around mode is initiated
by a selector on the throttle control panel
the pilots instinctive AP disengage button is on the
side of the controls away from the throttles
the purpose of a force trim release system in a helicopter is to permit the
pilot to move the cyclic stick to obtain desired new attitude without having to maintain the opposing forces of the artificial feel system forces
the purpose of the AP servo motor torque setting is to
prevent control surface runaway
the purpose of the clutch in an AT servo is
to allow the pilot to override
the purpose of using altitude rate signal to develop the capture point in the alt acquire mode is
to allow the aircraft to start flaring on to the selected altitude earlier if the vertical speed is high
the radio nav systems which may be coupled to an AFCS are
VOR ILS
the time reference scanning beam corresponds to ILS localiser and glide path how does it operate
azimuth and elevation transmitters produce a narrow beam which is rapidly scanned TO and FRO or UP and DOWN 1
the two parameters used for category classification are
DH and RVR
the type of amplifier used to overcome difficulty frequency signals and to prevent drift is
chopper amplifier
the wheel height at which the approach path has been visually assessed as satisfactory to continue the approach to a landinf is known as the
DH
the yaw channel of an AP system is commanded by
the turn coordinator circuit
throttle hold will occur
at a predetermined take off speed
to carry out an autopilot check first
ensure all control surfaces are unobstructed
to ensure an aircraft attains the glideslope track
there is a GS capture bias applied for 10 secs after the system switches to capture modet
to increase the gain of an amplifier it is neccasry to
reduce the tachogenerator feedback
to prevent an aircraft standing off from a selected radio beam due to cross wind it is usual to
introduce an integrator in parallel with the course error signal
torque is limited by the clutch in the servo motor to
allow the pilot to override the AP
touch down mode is initiated by
AOA and flap position sensor
versine is attenuated with
IAS
Versine is used in which channel
pitch
VNAV can be selected
alone
VOR signals are sent to the
roll channel
what channel of the AP does the GS control
pitch
what class of amplifier processes less that 180 degrees of a signal
class C
what is added to the flare computation at touchdown
nose down bias
what is B-RNAV
indicates bearing and airspeed until next active waypoint
what is the controlling factor in the automatic flare mode
Rad alt
what is the GS freq range
329-335MHZ
what is the main operating principle of MLS
time difference between TO & FRO pulse
what is the maximum sweep angle of an MLS installation
+/- 62 degree
what is the purpose of the AP trim indication
indicate the voltage activity in the servo amp
what type of signal is used for trigger height trip signals
switchable DC
when a deadzone amplifier is used a CWS circuit
passes only signals above a certain magnitude
when can other AP modes be selected once go around has been selected
when reached a desired altitude
when can the FMS be engaged with the AT
only after takeoff
when carrying out an autoland approach VNAV is deselected the aircraft will enter MCP SPD mode when
the aircraft captures the glideslope
when DC motors are used as servo motors they are usually
spilt field type
when down grading an autoland system what needs to be done
an entry in the log book and cockpit placarding
when GA is initiated
AT remains engaged giving correct G/A thrust
when internal navigation control is used the roll channel signals used are
cross track distance and track angle error
when is AT disengaged
in selection of thrust reverse
when pitch angle limit is used it is applied during altitude hold mode to the
pitch attitude signal
when the AP is engaged moving the control column forward will cause the pitch CWS sensor
to produce a significant signal which has pitch down sense
when the AT is selected to airspeed more the throttles will maintain the
speed selected on the thrust select panel
when the bank angle limit is applied to the AP it means
the maximum roll angle that can be demanded ny the AP
when the rotor of an AC tachogenerator is stationary the rotor has
circulating currents
when turn mode is selected which other mode will not available
ALT HOLD
when will the DH aural warning sound
before DH
where is the AT disconnect switch
within reach of both pilots
which is the correct sequence for an autoland
LOC
GS
ALT HOLD
FLARE
which modes are incompatible
GS + ALT HOLD
which modes are incompatible
VOR & GS
which of the following is correct
error = demand - feedback
which of the following modes does an AP go through in correct seq
attitude
flare
rollout
which signal would be integrated to get onto LOC CL
radio deviation
with a fail passive system in the event of failure it will
produce no significant out of trim condition
with AT engaged the application of reverse thrust will
disconnect the AT
with the AT selected in the speed mode compatible AP modes are
VOR ARM & HDG HOLD
with CWS if the flight path is disturbed by the pilot the course will be corrected by the
autopilot panel
with heading mode selected and in a coordinated turn the roll channel responds to the heading error signal
opposed by a vertical gyro
with power applied to the AP but not engaged the trim indicator will indicate
a standby electrical signal in the servo loop
