REVISION QUESTIONS-AFCS – Air – DGCA Question Bank For Politics

#1. A single axis autopilot system

Provides stabilisation about the normal axis

Provides control about the pitch axis

Is unsuitable for use in powered aircraft

#2. A single axis autopilot may also be called:

Altitude hold

Wing leveller

Pitch control loop

Auto stabilisation loop

#3. An auto pilot:

Is a system which will maintain a preselected altitude

is a system which will maintain a preselected airspeed

is an auto stabilisation system

Is an outer loop control system

#4. The fundamental components of an autopilot control loop are

Rate gyro, servomotor, error signal generator

Rate gyro, servo motor, torque limiter

Torque limiter, error signal generator, servomotor

Servo motor, rate gyro, torque limiter, error signal generator

#5. A device in a closed loop control system in which a small power input controls a much larger power output in a strictly proportionate manner is:

An amplifier

A servomechanism

A powered flying control unit

A rate gyro

#6. An automatic flight control system:

Is another name for an autopilot system

Applies flight data to the auto pilot system

Is automatically disengaged by a GPWS alert

Can only be used in EFIS equipped aircraft

#7. An aircraft has yaw damping included in its auto stabilisation system. An essential requirement of such a system is:

A three axis autopilot system

Parallel connected servo motors

Automatic maintenance of c of g position

INS inputs to the CADC

#8. Automatic flight systems may be capable of controlling the aircraft flight in:

Azimuth, elevation and velocity

Azimuth and velocity only

Azimuth only

Azimuth and elevation only

#9. An automatic flight control system is fitted with control wheel steering (CWS)

The autopilot must be disengaged before the pilot can input manoeuvring commands

Manoeuvring commands may be input by applying normal forces to the control yoke without first disengaging the autopilot

Manoeuvring commands may be input using pitch and turn controls on the automatic flight system control panel, without first disengaging the autopilot

The CWS is only there for steering on the ground

#10. During an approach to an autoland at 1500 feet:

Off line channels are manually engaged, flare mode is armed

Localiser is controlling the roll channel, off line channels are automatically engaged and flare mode is armed

Localiser is controlling the roll channel, stabiliser is trimmed nose up and roll out is armed

Provided both localiser and glideslope signals are valid LAND 3 will illuminate

#11. What type of autoland system would be required for the landing to continue following a single failure below alert height:

Fail soft

Fail passive

Fail operational or fail active

Land 2 system

#12. Inputs to the rudder channels initially originate from:

Servomotors

Compass gyro and gyro for AH

Compass gyro and turn and slip gyro

AH gyro and turn and slip gyro

#13. An automatic flight system which can safely continue with an automatic landing after a system failure is a:

Fail redundant system

Fail passive system

Three axis system

Fail operational system

#14. Altitude Select and Altitude Hold are examples of:

inner loop functions in pitch

manometric functions from the ADC

interlocking functions

outer loop functions in roll

#15. During an autoland the caption LAND 2 is illuminated. The system is:

Fail active or fail operational

Fail passive

Approaching decision height

Requiring a crew input

#16. For an autoland system to meet FAIL PASSIVE criteria it must:

Have suitable system redundancy

Withstand a system failure without excessive deviations from flight path

Can continue with an autoland below alert height

Can continue with an autoland above alert height

#17. During an autoland at 50 ft AGL (45' GA) the pitch control of the autopilot is ............. and the roll control is ....................

glideslope localiser

glideslope roll out

flare roll out

flare localiser

#18. During an autoland approach:

Flare is engaged at 1500'agl

localiser roll control is disengaged just prior to touchdown

flare is disengaged prior to touchdown at 5'GA

glideslope is the engaged pitch mode until 5'GA

#19. In an autoland at 1000' AGL with two autopilots engaged:

The armed roll mode would be LOCALISER

The engaged roll mode would be GLIDESLOPE

The engaged pitch mode would be FLARE

The engaged roll mode would be LOCALISER.

#20. An automatic flight control system in which the application of normal forces on the control column allows the pilot to input demands to the autopilot is a:

control wheel steering

touch control steering

series connected system

parallel connected system.

#21. If a fault develops in a Triplex auto-pilot system during an approach, the system will revert to:

fail passive and the landing may continue.

fail control wheel mode

fail operational.

a manual disconnect.

#22. Central Air Data Computers (CADC's) transmit data concerning;-

airspeed, altitude and decision height

airspeed, altitude and Mach Number

airspeed, attitude and Mach Number

airspeed and altitude only

#23. Inner loop stability is obtained by;-

inputs from the Air Data Computer.

manometric locks.

‘I' bar displacement.

raw data feed to the data control bus bar.

#24. The auto-throttle is used to control some factors during the three primary control modes, they are:

EPR, Mach and Speed.

EPR, wheel and speed

EPR, Mach and altitude.

EPR, wheel and altitude.

#25. The mode that enables the pilot to manoeuvre his aircraft in pitch and roll by use of the automatic control system is called the;-

control wheel steering (CWS )mode that allows the pilot to control the aircraft, and when the wheel is released, the aircraft holds the newly established attitude.

touch control steering that will permit the pilot to control the aircraft via the air data computer.

control wheel steering mode which will disengage the servomotors.

the touch control steering mode which will prevent the flaps retracting

#26. Touch control steering:

prevents aerodynamic feedback.

will only operate while the flaps are down.,

allows the pilot to control the aircraft with the servomotors disengaged.

engages the servomotors during manual operation in pitch and roll.

#27. A system which can still function without degradation of performance after a failure has

fail passive ability

fail soft ability.

fail operational ability.

fail symbol ability.

#28. During a CAT 2 ILS automatic approach, the source for altitude information is the:

basic altitude capsule stack.

radar altimeter which becomes effective below about 2,500 feet.

radio altimeter which becomes effective below about 2,500 feet.

mode comparator sensor.

#29. Heading hold mode relates to control in:

the height lock via the CADC.

the pitch channel via the inner loop.

the roll channel via the outer loop control source.

the manometer mode of the CADC.

#30. The system which allows the pilot to control the aircraft with the servomotors engaged is called:

touch control steering.

control wheel steering.

the electronic inner / outer axis loop.

the outer loop control.

#31. The type of automatic landing system which would necessitate a manual landing after a system failure during an automatic approach is:

fail passive.

fail safe.

fail active.

fail operational.

#32. After a failure of one of the necessary redundant systems below alert height you would:

continue the descent but revert to a higher D.H.

carry out a missed approach.

disengage autoland and take over manually.

continue descent and land automatically.

#33. When localiser and glide slope are captured at 1,500 feet during an automatic landing sequence, two other functions will be activated at the same time, they are;-

touch down mode and roll out mode

flare mode arm and touch down mode.

flare mode engage and roll out mode

flare mode arm and off line channels engaged.

#34. A fundamental requirement of a closed loop servo-mechanism is;-

a stable reference device.

an interlock control

a tacho-generator.

feedback

#35. ALT HOLD is an example of:

Inner loop control in the roll axis

Outer loop input to the pitch channel

Outer loop control about the longitudinal axis Outer loop control about the longitudinal axis

Inner loop control in the pitch axis

#36. A rate gyro:

Has three degrees of freedom, two gimbals and a transducer

Senses rate of turn and positions an indicator on the EHSI

Supplies rate and displacement information to the computer

Controls the outer loop inputs

#37. To prevent servo motor runaway from producing excessive demands to the control surface:

A gyro damper is fitted

A torque limiter is fitted

A gyro limiter is fitted

A torque converter is fitted

#38. Autotrim is functional:

In the pitch and roll channel with the autopilot engaged

In the pitch channel only with the autopilot engaged

In the pitch channel only with the autopilot disengaged

In the pitch and roll channel with the autopilot disengaged

#39. L.NAV is an............. input to the ..............channel using data from the...........

outer loop, pitch, FMC

inner loop, pitch, ADC

outer loop, roll, FMC

inner loop, roll, ADC

#40. In an aircraft which requires a mach trim system it will apply inputs to the horizontal stabilizer:

All the time

At high mach numbers with the autopilot engaged

At mach one with the autopilot engaged or not

At high subsonic speeds with the autopilot engaged or not.

#41. With the Autopilot engaged in the Alt mode the Captain alters the barometric setting. The aircraft:

maintains its altitude

changes its altitude in accordance with the change in pressure setting

switches barometric input over to the 1st Pilot setting

trips out of altitude hold.

#42. Control wheel steering enables a pilot to:

taxy the aircraft on the ground

manoeuvre the aircraft in the air while the autopilot is engaged

alter the flight path while the autopilot is engaged by applying a breakout force

manoeuvre the aircraft with the autopilot disengaged.

#43. Autopilot synchronisation in an aircraft:

requires that the interlocks are made before the autopilot will engage

ensures that, when the autopilot is engaged, the take-over is effected smoothly and without snatching on the control system

requires that the aircraft is trimmed out before the autopilot can be engaged

needs at least two alternators running in parallel.

#44. The rules for the use of Autotrim are that it:

can be engaged without the autopilot

usually operates on all three axes

is not needed if the autopilot is engaged

operates only in conjunction with the autopilot

#45. The JAR OPS requirements for single pilot operation under IFR state that the aircraft must be fitted with:

single axis autopilot

a two axis autopilot

a three axis autopilot

a two axis autopilot with autothrottle

#46. JAR 25 operational requirements for the installation of automatic pilot state that the system must have: A. automatic synchronisation B quick release controls on both control wheels.

Only statement A is correct

Only statement B is correct

Both statements are correct

Neither statement is correct.

#47. Consider the following statements regarding flight envelope protection: A High speed protection prevents the airspeed from exceeding Vmo/Mmo B High angle of attack protection comes in when the aircraft reaches the stalling AoA

Only statement A is correct

Only statement B is correct

Both statements are correct

Neither statement is correct.

#48. The control laws for an autopilot are known as:

normal law and emergency law

alternate law and direct law

normal, alternate and emergency laws

normal, alternate and direct laws.

#49. An autoland system that, in the event of an autopilot failure, continues to function without degradation of performance beyond the limits required automatic, would be one with the status:

fail passive

fail safe

fail operational

duplex

#50. The Autoland. sequence is considered to be complete when:

reverse thrust is engaged

the autopilot is manually disengaged by the pilot

the aircraft touches down

the aircraft reaches the end of the runway.

#51. The Autothrottle will come on automatically even with the A/T switch OFF when:

in a FBW aircraft the AoA reaches a critical value called floor

the AoA reaches the stalling angle

TOGA button is pressed

reverse thrust is selected in flight

#52. An aircraft on Autopilot is engaged in the VOR mode and loses the VOR signals as it flies through the VOR cone of silence. The autopilot:

decouples from the VOR and flies the last heading for a fixed period.

tunes to the next VOR on the route

decouples from the VOR and disconnects

automatically switches to Heading mode

#53. For an aircraft with a non-synchronised autopilot system, ‘snatching' of the controls by the autopilot when engaging or disengaging can be prevented by:

the pilot ensuring that the aircraft is trimmed out before selecting or disengaging the autopilot

being in a straight and level position

disengaging the autotrim

switching on the yaw dampers.

#54. With the autopilot in CWS the pilot manoeuvres the aircraft and releases control. The aircraft will maintain:

heading and altitude

heading, speed and attitude

altitude and attitude

attitude at the time of release.

#55. Autopilot corrections affecting Pitch are carried out by:

autotrim only

autotrim and elevators

elevators only

autothrottle

#56. For a commercial aircraft operating with a single pilot in IFR the minimum requirement is that the autopilot should have control in:

three axes

Heading mode

Altitude Hold and Heading mode

Altitude Hold, Heading mode and Speed.

Dgca Question Bank For Pilots

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