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Airbus A330 > Flight Controls 2 > Flashcards

Flight Controls 2 Flashcards

1
Q

Low energy warning inhibited when

A

Below 100ft RA; above 2,000ft RA; TOGA; A.FLOOR or GPWS alert triggered; normal law is lost; both RAs failed

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2
Q

Pitch attitude limited to

A

30º up, progressively reduced to 25º at low speed, limited to 15ºdown

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3
Q

Load factor automatically limited to

A

+2.5g to -1g slats retracted / +2.0g to 0g extended

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4
Q

In flight, roll rate proportional to deflection up to max

A

15º/sec

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5
Q

If rudder pedals depressed when sidestick neutral,

A

Lateral controls attempt to zero the roll rate, and sideslip is automatically performed. i.e. crosswind landing

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6
Q

In normal turns up to ____ bank, no pitch correction by Pilot

A

33º

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7
Q

In flight mode, normal law, sidestick controls ailerons,

A

Roll spoilers and the rudder for banking and turn coordination

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8
Q

Roll rate proportional to sidestick deflection, with a max of ___ per second when sidestick is at stop

A

15º

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9
Q

Bank angle limitation

A

67º = design G factor limitation 2.5g

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10
Q

Full lateral deflexion -

A

Aircraft bank 67º

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11
Q

Alpha prot / high speed prot – max bank 45º

A

> 45º bank – AP / FD (disappears – reappears <40º bank) off

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12
Q

EO – Rudder pedals for

A

HDG

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13
Q

Engine out

A

Sky vector beta target

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14
Q

Beta target – sideslip indicator on PFD to ensure that is centered:

A

Optimum clim performance; neutral aileron; spoilers are retracted

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15
Q

Beta target:

A

Zero, beta target for optimum performance with proper rudder; accelerate if beta target cannot be zeroed with full rudder

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16
Q

Beta target in case of:

A

Takeoff config; asymmetric thrust; at least on engine> 1.3 EPR

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17
Q

Maneuver load alleviation (MLA) =

A

Redistribute lift over the wing to relieve structural loads on outer wing surfaces

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18
Q

MLA deflects ailerons / spoilers symmetrically upwards if sidestick pulled >

A

8ºaft and load factor >2g

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19
Q

Aileron symmetric max

A

11º + to roll demand

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20
Q

Spoilers 4,5,6 symmetric max 9º+ roll demand – deflection proportional to excess of

A

2g

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21
Q

MLA only on normal / alternate law when

A

Acft > 250kt / flap lever 0

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22
Q

Turbulence damping function

A

In flight ; >250kt; A/P on normal law; normal flt envelope

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23
Q

TURB DAMP pb on

A

Overhead panel

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24
Q

Maneuver Load Alleviation when

A

Sidestick >8º, load factor >2g. MLA uses ailerons and spoilers 4,5,6

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25
Q

Max bank 67º / alpha prot or high speed protection is operative bank limited to

A

45º

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26
Q

Reconfiguration control laws:

A

Alternate, direct, abnormal attitude, mechanical backup

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27
Q

Multiple hydraulic system, control surface, computer failures can degrade

A

Flight Control System

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28
Q

Depending on type of failure affecting flight control system or peripherals, three possible reconfiguration levels:

A

Alternate law (ALT1 , ALT2), Direct law, mechanical backup

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29
Q

Certain failures – normal law characteristics / protections reduced or lost, acft reverts to

A

Alternate law

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30
Q

Ground/flare – alternate =

A

normal law

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31
Q

Flight mode – pitch control follows load factor demand law, similar to

A

Normal law, but with limited feedback

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32
Q

Alternate law keeps

A

Load factor limitation, low speed stability, high speed stability

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33
Q

Alternate law – high angle of attack protection

A

Is lost

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34
Q

Low speed stability – nose pitch down added to IAS, instead of

A

Angle. In this case, alternate law changes to Direct Law

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35
Q

Low speed stability – override- if Pilot continues to pull back,

A

He overrides nose down order and stall occurs

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36
Q

Alternate law – VSW, stall warning speed instead of

A

VLS, Vangle protection, Vangle max

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37
Q

Alternate law – nose up stability to avoid

A

Excessive speed

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38
Q

If failure of 2/3 ADRS no low / high speed stability; Alternate law without any

A

Low/high speed stability

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39
Q

Alternate law (limitations and warnings):

A

Load factor limitation, stall, overspeed warnings

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40
Q

Bank angle protection lost in

A

ALT 2 law

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41
Q

Direct Law is a direct

A

Sidestick – control surface relationship where control surface deflection is proportional to sidestick deflection

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42
Q

Direct Law covers:

A

Aural overspeed warning, aural stall warning, no protections, no autopilot, no yaw damping, no turn coordination

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43
Q

No A.FLOOR during

A

Flight in direct law

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44
Q

MAN PITCH TRIM ONLY in red on PFD, elevator control is lost. This is mechanical Backup that allows pilot to control acft during temporary complete loss

A

of electrical power, loss of five FCCs, or complete loss of elevator, aileron and spoiler control.

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45
Q

Mechanical backup – pitch – pitch trim wheel / lateral-

A

BCM – pedals

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46
Q

ABNORM ATT limits – the law becomes active when any of the following limits are exceed:

A

Pitch - 50º up / 30ºdown / bank > 125º angle +30º, -10º / airspeed >440kt (0.96M)

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47
Q

Abnormal att law has __________ protection

A

Load factor

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48
Q

Abnormal att and alternate law -

A

No pitch autotrim

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49
Q

Abnormal att law in roll is a full

A

Authority direct law with alternate yaw

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50
Q

Abnormal attitude recovery pitch:

A

Pitch: alternate law, load factor protection law, autotrim restored

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51
Q

Abnormal attitude recovery roll:

A

Direct law, yaw damping restored, no turn coordination

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52
Q

Abnormal attitude recovery yaw:

A

Alternate law

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53
Q

Abnormal attitude law in pitch and roll if

A

Pitch>50º up, > 30ºdown, bank> 125º speed >440kt or <60kt, angle>30º or

54
Q

During complete loss of electrical power acft is controlled

A

Pitch mechanical – THS pitch trimwheel / lateral – rudder pedals

55
Q

Direct law, overspeed and stall warnings are available. As well, all protections are inoperative,

A

stall and overspeed warnings available, and pilot must manually trim

56
Q

Flaps and slats subjects:

A

Main components, configurations, automatic retraction system ARS, flap load relief system FLRS, slats Alpha/speed lock function

57
Q

Each wing has seven slats and

A

Two trailing edge flaps

58
Q

SFCC

A

Slats/flaps control computers

59
Q

Flap selection with flaps lever, a signal sent to

A

SFCC that sends signal to Power Control Units

60
Q

PCU – Power Control Units are

A

Hydraulic motors

61
Q

Blue/green hydraulic – slats ____________ hydraulic – flaps

A

Green/yellow

62
Q

Selected position reached – pressure off brakes lock transmission. Also lock in case of

A

Hydraulic power failure

63
Q

SFCC monitor

A

Asymmetry position pick off units APPU , and feedback position pickoff units FPPUs

64
Q

APPU/FPPU – measure slat / flap position for

A

Asymmetry, runaway, uncommanded movement, other failure conditions

65
Q

If both SFCC detect asymmetry, overspeed, symmetrical runaway; wing tip brakes WTBs lock

A

Slats / flaps and warning to ECAM. WTB cannot be released in flight.

66
Q

Two indication position pickoff units send

A

Position data to upper ECAM

67
Q

On ground for takeoff, flaps 1 selected

A

Both slats and flaps extend to Conf 1+F position

68
Q

In flight, flaps 1 selected

A

Only slats extended, flaps will extend when lever in flaps 2 position

69
Q

Airborne, after flap retraction, Config 1+F no longer available until speed

A

100kt or less. Except if flap 2 or more has been previously selected.

70
Q

After takeoff, flaps automatically retract at

A

200kt. Slats extended

71
Q

Flap Load Relief System FLRS

A

Auto retraction in VFE exceedance, available in Conf 2,3, or Full; Conf 2 – Conf 1; Conf 3 – conf 2; conf full – conf 3

72
Q

In the event of VFE exceedance of more than 2,5kt, FLRS retracts

A

1 stage

73
Q

SFCC use corrected angle or airspeed to guard against a stall by inhibit slat retraction

A

Angle> 8,5ºor airspeed <148kt, slat retraction from 1 to 0 inhibited

74
Q

Angle < 8.2º or IAS > 154kt

A

No slat retract inhibit

75
Q

Flaps extended – ailerons droop

A

5º conf 1+F, 10ºother flaps

76
Q

Conf 1+ F, flaps auto-retraction to 0 occurs at

A

200kt

77
Q

Auto-retraction of flaps occurs in case of

A

VFE exceedance of VFE + 2,5kt

78
Q

During takeoff roll, control deflection in direct proportion to

A

sidestick movement

79
Q

Not recommended into wind

A

Aileron for crosswind takeoffs

80
Q

VR sidestick rate of about 3º/sec

A

AEO - 15º / OEI – 12,5º

81
Q

SRS – AEO – V2 +10kt / OEI

A

V2

82
Q

ACC ALT – slats / flaps

A

Retracted

83
Q

Personal note: no VAPP indication

A

On PFD

84
Q

If brakes are applied , with nose high,

A

Pilot must be prepared to use full back stick to restrain the nose down pitching moment

85
Q

Hot weather, AIR WING LEAK, avoid

A

Keeping slats in CONF 1 when OAT >30

86
Q

Figure of merit=

A

A term which quantifies the estimated position accuracy of the IRS system

87
Q

MCDU colors =

A

White – title or lable/ cyan- modifiable value / green – temporary flight plan

88
Q

Activation of the second database must never be done

A

In flight, as all current, active data would be lost

89
Q

When in a holding pattern, the DES mode commands a vertical speed of 1,000ft / min while the A/THR

A

Maintains holding speed

90
Q

A330 wing span

A

60.3 m / 197ft 10in

91
Q

Symmetric thrust and no differential braking, A330 requires

A

44m / 142ft for a 180ºturn

92
Q

Autoflight system has 4 main sections

A

Computation and processing; information sources; pilot input devices; output devides

93
Q

FMGEC processes protection speeds. Flight Control Primary Computers FCPC also process

A

Some protection speeds

94
Q

The FMGECs each send commands to the Autothrust system but only one FMGEC

A

Is active at any one time

95
Q

If case of MCDU 1 or 2 failure, its brightness knob has to be

A

Switched off to allow MCDU 3 connection to corresponding FMGC

96
Q

Lateral MCDU Menu (white) =

A

Peripheral systems linked to the MCDU require displaying because information is waiting for response or page cancellation

97
Q

Transition SID kt – Mach at around

A

FL300

98
Q

ALT pb to immediate leveloff

A

V/S FPA push to immediate leveloff

99
Q

SPEED mode:

A

A/THR varies thrust while pitch remains constant

100
Q

THR mode:

A

Thrust remains constant while AP varies pitch

101
Q

When AP/FD adjusts pitch to maintain spd/Mach, the A/T is in

A

THR mode

102
Q

Caution: If the thrust lever position is reduced below the Climb Detent, available engine thrust

A

Will be limited to that thrust lever position

103
Q

Autoflight system has:

A

“2FMGC Flight Management Guidance and Envelope Computers, 3 Multipurpose Control and Display Units MCDUs, 1 FCU Flight Control Units, 1 Flight Management Source Selection device
FCOM DSC 22 10-10 P 2/8”

104
Q

“Each PFD displays status automatic modes selected,

A

target guidance parameters

FCOM DSC 22 10-10 P 3/8”

105
Q

Long term – managed – FMS for

A

“Autothrust, pitch, lateral guidance – MCDU inputs

FCOM DSC 22 10-10 P 2/8”

106
Q

Short term – selected -

A

Speed, lateral, vertical inputs – not thrust, lateral, vertical of flight plan

107
Q

Flight management source selector- IF

A

FMGC failures, source selector switches data offside MCDU + EFIS display

108
Q

FMGS – signals to operate -

A

Autopilots, autothrust – guidance Flt directors+displays EFIS

109
Q

FMGS described

A

“Flight management, flight guidance, flight envelope, fault isolation and detection system FIDS
DSC 22 10-10 p3/8”

110
Q

Flight Management:

A

Position determination, navigation lateral flight plan + management navigation radios, performance optimization, predictions, display management

111
Q

Flight guidance:

A

Auto pilot, auto thrust, flight director

112
Q

Flight envelope:

A

Computations speed minimum selected speed VLS, max VMO, VFE, monitoring FD/FE; windshear and aft CG detection; computation GW CG

113
Q

FIDS :

A

Maintenanace data acquisition / concentration; interface central maintenance computer CMC

114
Q

Glareshield – next to FCU – Rose selected inputs:

A

“ARC, ROSE NAV, ROSE VOR, ROSE ILS, PLAN and ENG output displays on ND
DSC 22 10-10 p 7/8”

115
Q

Thrust levers never automatically

A

Positioned

116
Q

Thrust lever positions:

A

Go around, max to, max cont MCT, flex to FLX, max climb; TO GA (go around / max to TO); Flex MCT (flex to (FLX) / CL max climb (CL)

117
Q

FM source selector enables crew to transfer FMGEC data to the

A

“Offside MCDU and EFIS in case of FM failure

DSC 22 10-10 p.6/8”

118
Q

Thrust levers arm the autothrust at takeoff when crew selects

A

FLX or TOGA

119
Q

The flight crew can access the INIT A page for flight plan initialization only in the

A

Preflight phase. In flight, only alternate flight plan can be modified. The INIT B page is not accessible after engine start.

120
Q

MCDU – holding speed is the lowest of:

A

Maximum endurance speed (green dot), ICAO limit holding speed, performance or ATC speed constraint (if any)

121
Q

Three ways to exit the hold:

A

“IMM EXIT displayed LSK 3R – acft will exit at next fix overfly (acft immediate turns to the fix hold will be exited)
Lateral revision DIR TO to another waypoint
Pull HDG”

122
Q

Vertical profile – MCDU – Takeoff phase – SRS targets

A

V2+10 ; THR CLB, ALT CRZ, DES, and Vapp target FMGEC computed speed

123
Q

Vertical revisions are accessed

A

Right LSK

124
Q

“CI=0 = min fuel consumption or max range

CI=999 =”

A

min time

125
Q

“Alt constraints – amber star – FMGEC predicted crossing alt

ND -“

A

Amber circle around waypoint – original constraint in magenta

126
Q

Three sources block fuel

A

Total indicated fuel on board; flight plan fuel from flight plan; the FUEL PLANNING prompt

127
Q

If AP/FD controls vertical trajectory (V/S / FPA, ALT/ALT*), DES on a geometric descend segment,

A

G/S G/S* and FINAL APPROACH, A/THR is in SPEED or MACH

128
Q

When AP/FD controls vertical trajectory (VS/FPA ALT Managed DES) using calculated geometric descent path:

A

A/THR varies thrust levers to control speed or Mach.

129
Q

AP/FD controls speed target by adjusting pitch in open CLB, OPEN DES, SRS takeoff and go around modes – A/THR -

A

In Thrust mode

130
Q

If AP/FD targets speed – A/T

A

Thrust

131
Q

If AP/FD targets trajectory – A/T

A

Speed

Airbus A330 (33 decks)

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