Instrumentation Flashcards

Question

Formula for SAT

Answer 1

SAT = TAT / (1 + 0.2 x K(r) x M^2) where K(r) = recovery factor M = mach number TEMPERATURES IN KELVIN!

Answer 2

MSL to 36,090ft (11km): 1.98C per 1000ft 36,090ft to 65,617ft (11km to 20km): Isothermal -56.5C 65,617ft to 104,987ft (20km to 32km): 0.3C per 1000ft

Answer 3

Simplified model of the atmosphere used by jet manufacturers. Assumes temperature reduces from 15C at MSL by 2C per 1000ft with no upper limit.

Answer 4

Can have a simple weight on a spring driving an indicator, or suspended on a thin metal blade. More sophisticated use an E and I bar system detecting more subtle movements through potential difference in E-bar coils. Or MEMS (micro electric mechanical system). An IRS (inertial reference system) needs 3 of these chips at right angles to sense acceleration in 3d.

Answer 5

Dynamic pressure = 1/2 x rho x V^2

Answer 6

Instrument errors (small errors can be assessed in lab and datum card produced) Position error (aka pressure error, mainly from false static pressure sensing, a joint datum card with instrument error can be produced) Manoeuvre induced error (chiefly changes in AoA giving transient errors)

Answer 7

PUDSOD Pitot blocked => Underread in descent Static blocked => Overread in descent

Answer 8

Aka Rectified Air Speed (RAS) This is IAS, corrected for instrument and position errors (perhaps with a datum card).

Answer 9

This is CAS corrected for compressibility error only (not density error). As such it is the most accurate measure of dynamic pressure and is used as the basis for all limit speeds. Limit speeds are translated back with errors to find markings for the IAS.

Answer 10

This is EAS corrected for density error (the fact that air density <> 1225g/m^3). Calculated by reference to pressure and temperature information.

Answer 11

ICE T & Pussy Cat Dolls I: IAS - correct by P: Position error to get C: CAS - correct by C: Compressibility... E: EAS - correct by D: Density... T: TAS

Answer 12

Base rate of climb speed with one failed engine. Marked with a blue line on ASI

Answer 13

From CS-25, greater of +/- 3% 5kt

Answer 14

Defined as the altitude in standard air corresponding to actual static pressure. Remember: Altitude displayed on altimeter with 1013 set in pressure setting.

Answer 15

Aneroid is partially evacuated, sealed capsule used to measure pressure. A pressure capsule is similar but is fed pressure from a source, so can be used to measure differential pressure (e.g. compare pitot pressure to atmospheric pressure.

Answer 16

Series of aneroid or pressure capsules on top of each other (maybe with a spring) to increase range of pressures that can be sensed.

Answer 17

Curved tube with oval cross section, thinner material on inside of tube than outside. Increase in pressure will thus straighten the tube. Used for oil & hydraulics.

Answer 18

Strain gauge converts pressure to electrical input. Wheatstone bridge arrangement used to detect small voltage change (requires current but NOT dependent on level of the current received) and transmit pressure readings remotely.

Answer 19

Altimeter is calibrated in accordance with ISA over its entire operating range (-5,000ft to +80,000ft). ASI is calibrated only in accordance with ISA @ MSL. [This is why ASI diverges from TAS at altitude, whilst altimeter displays useful height information at all levels]

Answer 20

Bimetal compensator in linking mechanism compensates for temperature effect.

Answer 21

Advancement of the single pointer altimeter, contains a bank of 2 or 3 capsules with geared linkages to drive the 1000ft per revolution, 10000ft per revolution and 100000ft per revolution indicators.

Answer 22

Jewelled bearings reduce friction and associated lag. Knocking/vibrating devices can overcome initial inertia of the gear train when transmitting movement from the capsules to the pointers [NOT called lock-in]

Answer 23

Reads pressure data and transmits to transponder on 1013 pressure setting basis.

Answer 24

Digital counter to show current altitude clearly (3 pointer version can be hard to read) and a pointer with 1000ft rotations to give a sense of rate of change.

Answer 25

Higher accuracy, especially at high altitude where pressure changes are smaller. Capsules pivot a straight "I" bar next to a separate "E" shaped bar. The centre leg of the E is excited to create 180 out of phase current in the other 2 legs (which are wired together and detected). If "I" bar moves it will pivot relative to the 2 legs and generate error current between them, which can be detected and amplified to be displayed.

Answer 26

20m (60ft) for altimeters with test range up to 30,000ft 25m (80ft) for altimeters with test range up to 50,000ft

Answer 27

Position/pressure error Instrument error Manoeuvre induced error Barometric error (pressure setting not accurate) Time lag Temperature error

Answer 28

0.4% per 1C away from ISA

Answer 29

The altitude in the standard atmosphere at which the prevailing density would occur.

Answer 30

Apron (apron elevation information should be displayed in aerodrome flight clearance office)

Answer 31

4 to 6 seconds

Answer 32

More complex than a simple hole as this would have a detection of hectopascals per minute, not feet per minute. A combination of different holes (called 'capillary' and 'orifice') achieve required feet per minute detection. Metering unit feeds the case (capsule gets fed directly).

Answer 33

Instrument error Position (pressure) error Manoeuvre induced error Time lag error

Answer 34

This uses a small vertical acceleration pump (or dashpot) which provides boosts static pressure change into the body providing quick reaction to pressure change. By the time the boost disperses the differential pressure will be set up. [MAY REFER TO ACCELEROMETER]

Answer 35

Will be highly sensitive during turbulence, fluctuations should be ignored. Piston will sink towards the bottom of the cylinder in a steep turn, giving false indication of a climb.

Answer 36

Needs to be within +/- 200 ft of zero when on the ground at temperatures from -20 to +50. Outside those temperatures, +/- 300ft is ok.

Answer 37

This is compensated for via the capillary and orifice.

Answer 38

[Alpha = AoA] Aerofoil on a pivot in the airflow which has a transducer (or synchro-transmitter) to detect the angle which is transmitted to cockpit. Contains a heater to prevent icing.

Answer 39

Conical sensor sticking out into air flow, free to rotate, with slots at 90 degrees. It will rotate to equalise pressure through the slots. Potentiometers (WIPER?) will measure the angle it is at and transmit data to cockpit. Integral heater to prevent icing.

Answer 40

- More drag - Less lift - Mach tuck - Buffeting - Reduction in control effectiveness

Answer 41

Rearwards as speed increases

Answer 42

LSS = 38.95 x sqrt(T) where LSS in kt T is absolute temperature in K

Answer 43

Mach number and CAS are NOT affected by temperature. TAS IS affected by temperature. Thus if MN or CAS kept constant while temperature is changing (altitude constant), TAS will change (LSS is changing).

Answer 44

D / S [Dynamic pressure / static pressure]

Answer 45

Has two capsules, an airspeed capsule fed by pitot pressure (body is fed by static pressure so that it the airspeed capsule gives dynamic pressure) and altitude capsule. Both capsules drive a ratio (2 directional) arm which is linked to a ranging arm that determines the ratio between the two inputs, feeding a needle.

Answer 46

Instrument error Position error (designed to always over-read for safety) Manoeuvre induced error Note: Temperature, density and compressibility errors cancel out

Answer 47

MMR: Machmeter reading (uncorrected) IMN: Indicated mach number (MMR corrected for instrument error) TMN: True mach number (IMN corrected for position error)

Answer 48

## Footnote Shows relationship between EAS, CAS, TAS and MN as you climb (assuming one remains constant). Only for standard conditions (i.e. troposhere)

Answer 49

Affects the relationship between TAS and MN. In isothermal layer they will move together, in inversion they will swap direction.

Answer 50

MO: Maximum operating, alternative to NE V is for IAS M is in terms of mach number V(MO) starts to reduce with altitude once mach number becomes the limiting speed.

Answer 51

V(MO) always less than V(NE). Large aircraft won't have a V(NE) in reality, operate with the V(MO) that changes and is indicated by the barber pole.

Answer 52

Consists of the following: Air Data Computer (ADC) Sensors: pitot, static, temperature Displays Power pack Weight on wheels switch

Answer 53

AoA vane AoA data is passed to other computers

Answer 54

To disable stall warning on the ground

Answer 55

Analogue system uses mechanical methods and voltage measurement/transfer to establish and share readings. Digital version converts analogue data to digital at the input level to be processed by a digital ADC.

Answer 56

Power up BITE: Applied on start-up or after a break, tests microprocessor, memory store, air data functions Continuous BITE: Automatic testing of inputs and outputs once per second Maintenance BITE: Allows maintenance crew on ground to carry out tests with a test setting

Answer 57

North: Red South: Blue [Note: North means the pole that points to Earth's north pole]

Answer 58

Flow from North to South (outside of the magnet, can visualise a line of flux internal from S to N completing the loop)

Answer 59

At the poles

Answer 60

- Stroke an iron bar in same direction with same end of a magnet. The last end touched will be opposite pole to the "stroking" pole. - Align iron bar in line with a magnetic field and subject to hammering/vibrating. Will be opposite poles to the magnet creating the flux. - Iron bar can simply be placed in line with a magnetic field (opposite alignment to the magnet creating the field). - Placing the iron bar in a solenoid.

Answer 61

Shock: Place at right angles to the earths magnetic field and hammer it. Heat: At about 900C magnetism is lost and doesn't return on cooling. Electric current: Place inside solenoid with AC current that gradually reduces to zero (AC means magnetism is constantly reversed) [called degausing]

Answer 62

Ferrous metals such as iron and steel.

Answer 63

Hard iron is hard to magnetise but retains magnetism well. Hard: Cobalt, chromium & tungsten steel Soft: Silicon iron, pure iron

Answer 64

The horizontal component of the earth's magnetic field at a given point, designated H. Total force is T and vertical component is Z.

Answer 65

This is the angle between horizontal and the force of earth's magnetism at a given point. Z/H = tan(dip)

Answer 66

Aka b-type, e-type. This is the one most commonly in use, with a compass card attached to the magnet assembly, suspended in liquid in the bowl. A vertical lubber line on the glass window allows heading to be read off.

Answer 67

- Horizontal - Sensitive - Aperiodic

Answer 68

Compass pendulously suspended so that its weight creates a moment force that opposes the moment created by dip. Resulting angle is around 2 degrees in mid latitudes of NH.

Answer 69

Increase magnet moment by joining several short magnets together (a long one is undesirable). Circular magnet also possible. Reduce friction with lubrication, reduction in magnet weight and iridium-tipped pivots in jewelled cup.

Answer 70

Ideally want "dead beat" compass, settles down on heading immediately after displacement by turbulence of manoeuvres. Achieved by: Several short magnets instead of one long one reduces moment of inertia. Damping liquid (plus damping wires in grid ring compass).

Answer 71

Expansion with temperature dealt with via an expansion chamber or "Sylphon tube" (although low coefficient of expansion in liquid is desirable). "Liquid swirl" effect reduce by having a liquid with low viscosity.

Answer 72

Part 25: +/- 10 degrees

Answer 73

UNOS UnderSHOOT turning through North OverSHOOT turning through South (i.e. when turning through north, stop before you reach the target heading, through south, go past target heading) Amount to x-shoot: (Lat + bank angle) / 2

Answer 74

ANDS Accelerating - shows turn to north Decelerating - shows turn to south [Accelerate shows turn to nearer pole]

Answer 75

Compass turning error is a function of bank angle, so greater angle of bank will give a greater error.

Answer 76

If bank angle and dip sum up to 90 degrees compass can become completely unreliable. A turn away from dip angle can cause compass horizontal to go past perpendicular to flux lines and indicate 180 degrees in wrong direction.

Answer 77

Body of the compass drags the liquid in direction of the turn, which drags the magnet in that direction. In NH when turning through N the effect INCREASES magnitude of turning error (opposite through S and in SH).

Answer 78

No vertical component of magnetic force at magnetic equator, so only get the liquid swirl effect. Tend to under-read on turns as liquid swirl acts like friction on the magnet turning.

Answer 79

4,000 to 55,000 rpm

Answer 80

Defined based on the spin axis, so horizontal gyro has a horizontal spin axis with the rotor spinning vertically.

Answer 81

The property of a gyro that causes it to maintain its axis in a fixed direction in space unless subjected to an external force.

Answer 82

Pivoting frame within which a gyro sits, each gimbal gives one degree of freedom to movement of the gyro (i.e. an axis around which movement can be measured - spin axis doesn't count).

Answer 83

A torque applied to the gyro will be precessed through 90 degrees in the direction of rotation of the gyro.

Answer 84

Rigidity is increased by increased rpm and increased moment of inertia (combining mass and radius). Precession however is reduced by an increase in rpm or moment of inertia.

Answer 85

1 gimbal indicates a rate gyro, rigidity gyros need 2 gimbals. So look for the direction in which the gyro cannot turn. Force in that direction is precessed to the free direction and measured.

Answer 86

Wander is any movement (real or apparent) of gyro over time. Drift: Horizontal movement Topple: Vertical movement [Note: Horizontal gyros can drift or topple, vertical can only topple]

Answer 87

Aka random wander. This is when a gyro wanders in relation to inertial space. Caused by manufacturing imperfections.

Answer 88

Changes in apparent orientation of the gryo as a result of changes in the observers frame of reference. e.g. rotation of the earth and movement of gyro around earth (transport wander). [Transport wander may or may not be considered part of apparent, more likely to refer to rotation of earth]

Answer 89

sin(latitude) x 15 deg per hour RIGHT or NEGATIVE in NH LEFT or POSITIVE in SH

Answer 90

Topple of vertical gyro is maximum at the equator, drift of horizontal gyro is maximum at the poles. [Horizontal drift is measured as SIN, vertical as COSINE]

Answer 91

More accurately Transport Drift. Horizontal gyro whose spin axis is aligned with meridian. If it is moved around the earth its angle relative to new meridian (i.e. heading to true north) will change by: Change in long x sin(mean latitude).

Answer 92

Northern Hemisphere ONLY! Time advancing and moving EAST: RIGHT drift, NEGATIVE heading Lat nut and moving WEST: LEFT drift, POSTIVE heading

Answer 93

Displacement gyros measure angles and have 2 gimbals and 2 degrees of freedom. e.g. Directional indicator, Artificial Horizon Rate gyros measure angular rate and have 1 gimbal and 1 DoF, with springs to assess rate rather than distance. e.g. Rate of Turn indicator, yaw dampers

Answer 94

Space gyros have gyroscopic inertia with reference to a point in space. They are free to wander with no source of correction, so need to be highly accurate and are expensive. Tied gyros get restored back to orientation periodically, e.g. directional indicators.

Answer 95

An earth gyro is a special case of tied gyro, which has its vertical or horizontal maintained in respect of local gravity (e.g. artificial horizon).

Answer 96

Ring lasers use 2 light paths travelling around a glass prism in a triangle in different directions, distance travelled by each assessed through their frequency, which is affected as the prism moves. Advantages: Zero spin up time (run up time), low sensitivity to g-forces.

Answer 97

Frequency lock is when input rates are very low and the two lasers shift frequency and lock together. Resolved with "dither" which rotates the triangular block forwards and backwards around the axis to escape the lock. Real wander due to (for example) thermal expansion is offset through processing.

Answer 98

Measures rate of displacement to a high degree of accuracy. Gyro is mounted inside a cylinder (which is the ONE degree of freedom), which is held in viscous fluid within another cylinder. The rotation of the cylinder is used to measure angular displacement in the third axis direction. A pickoff and torque motor can be used on the cylinder to reset it (otherwise the axis of detection moves over time). Used in inertial units only.

Answer 99

Occurs when a gimbal is turned to its fullest extent (e.g. 90 degree bank) losing one degree of freedom. Results in toppling of the mechanism, unless prevention method exists. Aerobatic craft could have 4 dimensional gimbal or gimbal flip mechanism, where a motor flips the outer gimbal by 180 degrees.

Answer 100

Directional gyros are horizontal gyros, i.e. spin axis is horizontal, the rotor spins in the vertical plane. The rotor axis lies in the yawing plane.

Answer 101

2 degrees of freedom (2 gimbals) Free in pitch and roll (but not yaw, which is what we are measuring)

Answer 102

Aircraft horizontal NOT Earth horizontal

Answer 103

Control system is the means by which orientation is maintained through manoeuvres. Air jets applied in rotation direction from outer gimbal. If aircraft banks the gyro is free and moves out of yawing plane, needs a force to move rotor axis back into yawing plane.

Answer 104

1) Aircraft banking means air jets have sideways force on rotor, which is precessed by gyro to correct back to yawing plane 2) "Exhaust" flow off rotor hits symmetrical rotor plates on outer gimbal, which provides force if rotor is off centre from gimbal to move rotor back to yawing plane. Effect (1) is for big corrections, (2) for fine tuning.

Answer 105

Allows the inner and outer gimbals to be locked to allow DGI to be synchronised and prevent toppling during manoeuvres.

Answer 106

Air driven: 55 degrees (pitch/roll) Electronic: 85 degrees [Although depending on rotor axis, 360 degrees of either roll or looping may not cause a topple (fore/aft rotor axis allows 360 degree roll). This depends on aircraft.]

Answer 107

Errors in DGI during banking, which will during a 360 degree turn follow a double sine curve. Recovers once S&L flight resumed. Due to the two gimbals not being at 90 degrees to each other during a turn.

Answer 108

Latitude nut can be wound in or out from neutral position on its thread on inner gimbal. In neutral position it balances a weight on the other side. Moving it creates a net weight and force on inner gimbal which is precessed by the gyro to have a steady change in heading over time. This is used to correct wander of the gyro due to earth rate and position will depend on latitude of the gyro.

Answer 109

Air on outer gimbal. Latitude nut on inner gimbal.

Answer 110

Rotor not spinning at correct rate will result in errors, including incorrect amount of precession causing latitude nut to have incorrect amount of force.

Answer 111

Vertical gyro (spin axis is vertical, rotor spins in horizontal plane). Earth Gyro type (sub-type of tied gyro). Rotates anti-clockwise when viewed from above (electric are clockwise)

Answer 112

Air driven: 60 degrees pitch and 110 degrees roll Electric: 85 degrees pitch, complete freedom in roll Beyond this the gyro topples, taking 10 to 15 minutes to re-erect (due to high rotor speeds - high rigidity, limited precession)

Answer 113

Pendulous unit under the rotor has four slots in four directions where air flow exits, each half covered by a pivoting vane. When the gyro moves relative to gravity, the vanes (pulled by gravity) close or fully open slots, creating unbalanced force of exiting air. This force is precessed to make the gyro line up with gravity.

Answer 114

False indication of pitch up and roll to right under acceleration: Pitch up: Acceleration affects left and right control system vanes, force to port is precessed to a pitch up force. Roll right: Weighted rotor base lags in acceleration, which force is precessed as a turn to starboard (right wing down).

Answer 115

As with acceleration, impact of turning on the vanes and weight of pendulum will cause incorrect banking reading (order of 2 degrees) varying over a 360 degree turn. False pitch up: Peaks at 180 degrees of turn Bank: Under read after 90 degrees, over read after 270 degrees

Answer 116

The electronic artificial horizon uses mercury levelling switches (one in pitch, one in roll) to detect changes vs gravity and activate torque motors to correct. Pitch torque motor on outer gimbal "rolls" the gyro, which is precessed to correct pitch. The roll torque motor on the inner gimbal pitches the gyro, which force is precessed to a roll change.

Answer 117

Both air driven and electric type artificial horizons have a compensation built into the horizon line and rotor axis to compensate for turning error.

Answer 118

Rotor speed is higher (higher rigidity) and rotor is less bottom heavy, reducing acceleration error in general. There are also pitch and roll cut out switches which stop the torque motors for over 10 degrees of bank, but acceleration errors left as acceleration is short lived.

Answer 119

Push a button to increase voltage to the torque motors, increasing speed of the control system to correct orientation. Need to be in S&L flight with no acceleration when pressing the button. Corrects at 120 degrees per minute instead of 4 degrees per minute.

Answer 120

Only really appear in USA. Highly recommended for light aircraft to set the datum on the ground then leave it alone. EASA demand they are removed or rendered inoperative for craft over 6000lb (2727kg).

Answer 121

Has the same idea as the artificial horizon but used remotely to generate data for a flight director (or combined flight director and attitude indicator display) or Attitude Director Indicator (ADI).

Answer 122

Attitude Director Indicator Can be electronic or mechanical. Shows pitch & roll attitude plus flight directors and potentially ILS/glidescope info.

Answer 123

Attitude & Heading Reference System Vertical gyros combined with electric compass feed to an AHRS system. Likely use 2 single degree gyros for roll & pitch (heading from compass) rather than one 2 degree gyro. Most up to date use a 3-axis accelerometer, a 3-axis gyro and a 3-axis magnetometer. Note: ATTITUDE AND HEADING, NOT POSITION

Answer 124

Horizontal axis gyro has one degree of freedom so that if the aircraft banks it remains horizontal. If the aircraft turns (yaws) however, the force of the gyro being turned is precessed to a "banking" force, which is opposed by springs. The force of the spring creates a secondary precession opposing the rate of turn of the aircraft. The secondary precession is measured to assess rate of turn.

Answer 125

Rate of turn is the change of heading rate. However the turn indicator actually shows us the angular velocity around the yaw axis of the aircraft, which isn't exactly the same thing.

Answer 126

Slower than artificial horizon and DGI gyros as it principally uses precession, not rigidity to work. Rotation is away from pilot (as if rolling forward away from the pilot).

Answer 127

As there is only one gimbal the gyro will not topple when it hits the stops, but it does have a stop at around 20 degrees per second turn speed.

Answer 128

Precession is increased at reduced rotor speed. What matters is the torque produced by secondary precession in opposition to the rate of turn. With higher precession, less torque is needed to create the secondary precession force, so a lower than true rate of turn (under-read) will occur.

Answer 129

Rate of turn indicator is calibrated at a given speed (spring tension) and will be inaccurate at different TAS. However the amount of error is small even for large departures from design TAS.

Answer 130

This is an issue for steep turns, which effectively have forces in the looping plane. If the gimbal is tilted (due to yaw) before movement in looping plane commences, the steep turn will increase the gimbal tilt leading to over-read.

Answer 131

Bank angle = 10% x TAS + 7 degrees

Answer 132

Skidding - oversteer Slipping - understeer

Answer 133

Turn coordinator gyroscope is mounted with axis at 30 degrees to the aircraft longitudinal axis making it sensitive to banking as well as turning. The coordinator responds to bank first to give a correct initial turn direction indication, but balances out correctly with rate of turn due to springs.

Answer 134

Sensitivity to yaw & roll (even pitch if TAS is wrong) makes it sensitive to TAS. Only rate 1 turn at designed TAS will be accurate (maybe within about 5% of design TAS).

Answer 135

1) Observe deviation on a series of headings 2) Remove as much deviation as possible 3) Record the residual deviation

Answer 136

Hard iron magnetism of the aircraft is permanent and not related to heading. Soft iron magnetism is induced by the earths magnetic field. We focus primarily on the magnetism induced by the vertical component of earths magnetism (Vertical Soft Iron, VSI) only. Obviously this is nil at magnetic equator.

Answer 137

A) Mechanical issue of displaced lubber line, corrected using compass bolts. B) Correction required due to magnetic deviating forces acting on compass, measured on Easterly or Westerly heading. C) Same as (B) but Northerly or Southerly heading.

Answer 138

- CHANGE to components (direct replacement not a problem) - Significant modification/repair involving magnetic material - Doubt about compass accuracy - Per maintenance schedule - Carrying unusual ferromagnetic loads - Compass subject to shock - Aircraft hit by lightning - Significant change in magnetic latitude - After long term storage on one heading

Answer 139

Note that deviation changes on different headings due to alignment of the effective poles of the aircraft magnetism relative to the compass and magnetic north. HOWEVER, aircraft magnetism is not itself affected by heading.

Answer 140

Uses a flux detector to correct a directional gyro to maintain synchronisation with magnetic north. Digital interpretation can also be passed to other systems.

Answer 141

Aka Flux gate or Flux valve Used by remote indicating compass, located in wing tip or tail (far from systems to reduce deviation). 3 legs made of soft iron detect Earth's magnetic field, suspended on a Hooke's joint so it can move up to +/- 25 degrees in pitch/roll. Will still detect Z component in balanced turns. May be held in liquid to dampen oscillations.

Answer 142

## Footnote Central core (not visible) connects the two sections

Answer 143

Static magnetic field can't be detected, so an AC exciter field is passed around the core of the flux detector. This saturates the magnetism at peak current. The fields generated in the 2 sides of the C are opposing waves therefore current in coils wrapping both sides sums to zero. But the amount of earths field flowing through each horn disrupts this, causing a non-zero resultant field through each section. [Note: Horns not super important, just increase sensitivity]

Answer 144

Coils around flux detector legs are linked to coils in an error detector. A self-synchronising (SELSYN) rotor sits in the middle of it which has zero current only if aligned at 90 degrees to magnetic north. If out of alignment a current is generated, amplified and DC rectified by PRECESSION amplifier and energises coils around a permanent magnet. This rotates the gyro, the bevel gears, the drive shaft, heading card and error detector - until current is zero.

Answer 145

FEAT - Flux valve - Error detector - Amplifier (precessor) - Torque motor

Answer 146

If gyro spin axis moves out of line with aircraft horizontal, pickups to a torque motor will move off insulated sections and generate a torque to re-erect.

Answer 147

Radio Magnetic Indicator Combination directional indicator (driven by remote compass) and VOR/radio indicator. Card rotates so that heading is at the top, a bug can be set and a green arrow will sit on top pointing to the radio bearing.

Answer 148

Annunciator Can appear on RMI. This indicates if the error detector is moving the gyro alignment in one particular direction, which would indicate it is a long way out of alignment. Flickering between one and the other indicates correction of minor differences, a good sign!

Answer 149

Remote magnetic unit only corrects at 2 degrees a minute, so initially use the knob to cage and adjust the gyro manually.

Answer 150

Allows selection between directional gyro mode and COMP or MAG modes (i.e. corrected by flux detector). Note: No latitude nut so all compensation is manual in DG mode.

Answer 151

RMI with additional VOR deviation markings across the middle

Answer 152

Within 5 degrees [If accuracy within 1 degree, some authorities say compass correction card not required]

Answer 153

Remote version "senses" rather than "seeking" magnetic north, therefore more sensitive

Answer 154

Using permanent magnets placed around the flux detector

Answer 155

Steady pitch (up to 25 degrees) not a problem as the flux detector hangs on hooke joint. But will move off horizontal and pick up Z component of earths field in balanced turns, acceleration etc. Sensors may be in place to switch off magnetic correction when such manoeuvres are detected.

Answer 156

INS was the first iteration, standalone system used only for navigation using gyros. IRS is a modern system which uses strapdown method and ring laser gyros.

Answer 157

Inertial Reference Unit (a single inertial platform, may be several in an IRS). Air Data and Inertial Reference Unit

Answer 158

X axis: North - South Y axis: East - West Z axis: Vertical

Answer 159

Stable platform: Platform kept level (with local gravity) and oriented with north Wander angle: Platform level but not kept aligned with north Strapdown: System fixed to the plane but mis-alignment is measured and monitored

Answer 160

Platform is suspended in 2 gimbals. 2 torque motors (pitch and roll) keep platform level as aircraft manoeuvres. Azimuth torque motor aligns north.

Answer 161

2 accelerometers for axes X and Y 3 rate integrating gyros sense rotational displacement

Answer 162

1) Battery check 2) Align vertical (use torque motors until zero gravity acceleration sensed) 3) Align with true north (azimuth torque motor until East gyro senses zero rotation) 4) Rotation at North gyro indicates latitude 5) Pilot inputs lat and long for initial position (lat checked against internal) NOTE: Takes 10-15 mins

Answer 163

Rate integrating gyros now responsible for keeping platform level. Accelerometers for measuring acceleration in X and Y axes. Acceleration integrated twice to give distance moved.

Answer 164

Distance moved in X axis converted to degrees gives latitude. Y axis distance needs to be fed into "secant gear" (1/cos) along with latitude result, to determine longitude in degrees.

Answer 165

INS only knows about location, i.e. ground track and ground speed. To give out magnetic headings and windspeed need TAS (from ADC) and variation (data stored internally). Otherwise only track, true heading and drift can be calculated.

Answer 166

Disabled NAV function of INS and provides ATTITUDE AND HEADING info only to relevant systems (not navigation, i.e. current position) NOTE: NAV mode cannot be re-selected after switching to ATT

Answer 167

Has two numerical outputs, use a dial to select which numbers you see: TK/GS: True track, Ground Speed HDG DA: True heading, drift angle XTK/TKE: Distance from track, track error POS: Lat and long of current position WAY PT: Lat and long of waypoint DIS/TIME: Distance and time to waypoint WIND: Wind direction and speed DSRTK/STS: Desired track (i.e. heading) and system status

Answer 168

2 digit display indicates "from" waypoint number and "to" waypoint number. MAN selection makes you overfly waypoint with a warning but no action AUTO will switch to next waypoint and turn just before it to "cut the corner"

Answer 169

Changing waypoint selection to (e.g.) "23" when not inbetween waypoints 2 and 3 will lead to an interception of the path between 2 and 3, before continuing to 3. Changing selection to "03" will establish current position as waypoint zero and go direct to waypoint 3.

Answer 170

This is a set of 3 axes covering 3d space. Inertial system is designed to measure acceleration across the 3 axes of a stable trihedron, regardless of the aircraft trihedron (pitch, roll, yaw)

Answer 171

Can't maintain alignment over the poles, needs to switch to dead reckoning system until emerging on other side of the pole.

Answer 172

Wander Angle INS doesn't maintain north alignment, which gets around the Stable Platform problem over the poles. Direction of north is established initially with pilots latitude input along with east and north rate integrating gyros in alignment phase. Change in alignment then detected by azimuth gyro. Calculations need to be adjusted using the alignment info.

Answer 173

Bounded: Fixed error (in angle or distance) that stays constant or oscillates around a mean Unbounded: Error that increases over time Note that a track angle error may be fixed (so bounded), but will lead to a XTK error that increases with time (so unbounded)

Answer 174

Drift - an unbounded error due to drift in the gyros

Answer 175

Earth Rotation (15 degrees per hour) Transport Wander Coriolis effect Centripetal acceleration (following great circle path) Real wander due to gyro imperfections can't be corrected

Answer 176

Bounded error based on the idea that the INS, always pointing to the centre of the earth, behaves like a pendulum with oscillatory period of 84.4 minutes. Schuler tuned INS accounts for the 84.4 minute periodicity error.

Answer 177

No minimum, but expected to be within 1.5NM per hour for INS IRS expected around 0.5NM per hour Measured by comparing final position to IRS position, OR looking at residual ground speed when stationary.

Answer 178

IRS have a concept of altitude, INS ignore it. Thus IRS require 3 accelerometers instead of 2. HOWEVER - Inertial altitude or IRS is NOT accurate and is not an input into other systems, needs correction from barometric data

Answer 179

Uses 3 ring laser gyros, orthogonally mounted to aircraft structure, to detect measure ANGULAR ACCELERATION and ANGULAR RATE. MEMS accelerometers measure LINEAR ACCELERATION in earth X, Y and Z. 6 sensors collectively called the computing trihedron.

Answer 180

Not a true initialisation, no alignment, just detection of starting info. Accelerometers determine direction of gravity. Ring laser gyros will detect alignment change which must be earth rotation, thus giving direction of north. Latitude calculation inaccurate so lat and long input by pilot. Takes 10 mins usually (5 mins @ equator).

Answer 181

Switch from NAV to ALIGN for a quick 30 second re-alignment if limited time. Generally better to switch off and start a full alignment process.

Answer 182

Same corrections required as INS (earth rotation, transport wander, coriolis and centripetal acceleration). Schuler errors are also a problem. All are corrected via calculation. NOTE: Altitude not Schuler tuned, requires barometric data to correct or will drift exponentially.

Answer 183

Unlike INS, IRS carries out no navigation of its own. Data is passed to the FMS (Flight management system) which feeds from other systems to drive outputs and control the aircraft.

Answer 184

FMS - Flight Management System (the software) EFIS - Electronic Flight Information System (display unit of FMS info) CDU - Control Display Unit (panel to manage FMS, 1 per pilot)

Answer 185

Every 28 days (data uploaded a week or so in advance), in accordance with AIRAC cycle defined by ICAO. If database is to expire during flight, stick to the old one.

Answer 186

If the database is changed it all gets deleted! However doesn't get deleted at end of the flight. Essentially creates a storage space within each nav database version.

Answer 187

- Airport data (4 letter ICAO designator) - Runway data - STAR (STandard ARrival procedures) - SID (Standard Instrument Departure) - VOR/DME data (3 letter designator) - NDB data (2 or 3 letters) - Waypoint data (5 letters) NOT obstacles or terrain, NOT ATC frequencies

Answer 188

As required, based on information for the individual aircraft, to reflect changes as aircraft ages (for example). OR after an FMS software update.

Answer 189

- Aircraft flight envelope - Thrust and Drag characteristics - Speeds: V1, V2, VR, Vx, Vy, cruise, endurance, holding - Masses: ZFM, TOM, LM - Fuel flow (standard configuration only!, don't trust FMS for non-standard!) - Altitudes: Maximum, optimal

Answer 190

Lateral navigation (horizontal sense, navigation between geographical locations) Vertical navigation (climb and descent profiles) VNAV controls speed (vertical and horizontal)

Answer 191

Route data (and other nav data) in FMS nav database is read only. Pilots can make amendments to routes they pull up, which do not affect the underlying route data in the FMS database.

Answer 192

Likely to use VNAV to control climb and descent (including speed), to keep to desired profile. However it is rarely used in cruise as flight level is more likely to be chosen based on ATC instructions, rather than for performance considerations made by the FMS.

Answer 193

Pilot has to input an altitude in the control panel which sets the limit for how far the autopilot can climb/descend

Answer 194

FMS inputs: DME, INS/IRS, GPS, VOR, LOC [ILS = LOC, no NDB] Kalman filter is an algorithm to determine likely location based on conflicting data (e.g. imperfect GPS and navaid info)

Answer 195

DME/DME cross cut DME/VOR VOR/VOR GPS (could be highest priority if available) [Note: IRS can be unreliable in the short term, e.g. due manoeuvres] NDB, VORAN etc. unlikely to be used

Answer 196

Receiver Autonomous Integrity Monitoring Part of FMS, uses GPS to monitor performance and exclude erroneous GPS satellites. Required for RNP approaches, THUS NO RNAV/RNV APPROACHES WITHOUT GPS.

Answer 197

Cost Index used to tell FMS how to prioritise fuel burn vs other per hour costs. Low index means high fuel cost, minimise fuel burn. High index means minimise flight time. Cost Index = Flying cost per hour (dry) in $ per hour / Fuel cost in cents per lb

Answer 198

As the mathematical model of the world to which GPS 3d coordinates are compared is an estimate only.

Answer 199

- Clock time - EFIS control panels - ADC (Air Data Computers) - IRS (Inertial Reference System) - Navaid data (VOR, DME, ILS) - APFDS (Autopilot Flight Director Sys) - Air/ground switches - Fuel flow & contents - Flap position

Answer 200

Various displays (including EFIS panel, CDU panel, flight displays and navigation info) Flight control computers, autothrottle, AFCS (automatic flight control system)

Answer 201

Input area at bottom of CDU screen where you can type. Once you're happy with the input, click a left side button to apply it to a chosen field (kind of copy and paste). Can also grab data from fields down to scratch pad by pressing the right side button next to the field.

Answer 202

Required Navigational Performance An input from pilot on required accuracy of positional determination for a given route. Compared to Actual Navigation Performance (ANS) by the FMS. Defined as radius within which FMS is 95% confident you are located.

Answer 203

1) IDENT 2) POS INIT 3) ROUTE (initialisation then programming) 4) PERF INIT

Answer 204

IDENT - Confirm aircraft type and active nav database are correct POS INIT - Displays last position, you input airport code and gate ref to establish initial position POS REF - Shows position based on FMS and the two IRS plus their indicated ground speeds POS SHIFT - Shows navaid info

Answer 205

ROUTE - Select nav database route and input runway (Standard Instrument Departure designator for runway will be displayed) and ACTIVATE the route PERF INIT - Input performance info such as - wind - temp @ altitude - ZFW - reserves required - transition altitude (or "request" data from ACARS) and TAKEOFF

Answer 206

On TAKEOFF screen, OAT is displayed (can be overwritten, often to higher temp to reduce thrust and $ - called FLEX takeoff). QRH (quick reference handbook) speeds (V1, V2, VR) displayed, which can be replaced with ACARS data if required.

Answer 207

FMS takes feeds from fuel data so will update calculations based on the actual fuel amounts. May display an error around difference of true fuel from the amount entered in FMS.

Answer 208

When the map jumps on the navigation screen due to an update in position fixing data in the FMS

Answer 209

Default is to use current windspeed for the current nav leg and the input cruise windspeed for remaining legs (for ETA purposes). Can input forecast windspeeds for future legs to improve ETA.

Answer 210

Default is to turn before reaching waypoints, but can set a waypoint to overfly in which case turn only commences overhead the waypoint. NOTE: Activated on a waypoint by waypoint basis, not for the whole route!

Answer 211

Ability of some FMS to allow a path to be flown a set number of miles to the left or right of the set route

Answer 212

ECON CRUISE - Best range speed, modified by the cost index (default) Long Range Cruise (LRC) - 4% faster than still air best range speed, but with 99% of the range - used when no cost index available (e.g. diversion) Required Time of Arrival (RTA) - set RTA to a given waypoint

Answer 213

Normal configuration or SINGLE ENGINE Nothing else, so fuel calculations will be wrong for landing gear stuck down etc. TIME planning not affected (based on ground speed etc.)

Answer 214

Raw data from navaids should be checked on arrival as FMS's blended position may not be optimal by this point in the flight. Recommended to check it against verifiable data such as ILS.

Answer 215

Approach page gives details of target threshold speed (Vref) for different flap settings, along with flap setting recommended for selected approach and reference for that approach.

Answer 216

Can have a single Flight Management Computer with 2 Multifunction Control Display Units, instead of 2 entirely separate FMS. May need to take care to only enter info into one MCDU at a time.

Answer 217

Dual mode (aka Master/Slave) (default) - One is designated to take input and shares data with the other. They communicate and compare data, each controlling its own autothrottle (etc.) using CROSS-TALK BUS. Independent - Allow different functions to be used on the different units at the same time. No cross checking. Single - One FMC has failed and the other feeds to both pilots.

Answer 218

Single remaining CDU can be used to input into either of the two FMCs

Answer 219

Displays - Electronic Attitude Director Indicator (EADI) [or Primary Flight Display (PFD)] - Electronic Horizontal Situation Indicator (EHSI) [or Navigation Display (ND)] EFIS Control Panel Symbol Generator Remote Light Sensor

Answer 220

- Pressure setting - Navigation Display mode selector - Navigation Display range - Flight director/LS display selector - ADF/VOR select switches - Other data display buttons

Answer 221

Generates graphical outputs for displays, so sits between the displays and all other inputs and computers/systems. Have one for each pilot. If one fails, can use a third backup one or drive both pilots displays from a single symbol generator (but both will see the exact same thing).

Answer 222

Or EADI (Electronic Attitude Director Indictor) brings together ALL instruments from the T layout (plus slip ball!). VSI on the right with a white arrow to current VS. DI on the bottom with heading bug and track. Useful limits (such as speed targets, pitch limits, glidescope deviation) will be overlaid.

Answer 223

Below 2,500ft radio altimeter data available. Will be displayed as well as the decision height. Different output for boeing and airbus but both have magenta flashing DH as it is approached (along with audio warnings).

Answer 224

Yellow "eyebrows" at high part of attitude indicator display which show pitch limit, when you'll get light stick shake. This is the pitch that should be targeted on wind shear go-around or GPWS response.

Answer 225

Summary at top of PFD indicating the flight mode active (e.g. FMS autopiloting VNAV? LNAV?)

Answer 226

Only when the change could lead to an undesirable aircraft state, otherwise just the FMA change and perhaps visual warning somewhere else.

Answer 227

A green runway symbol on the attitude indicator of PFD, representing the last 200ft of radio altimeter height. Requires radio altitude <2,500ft with valid radio altitude data provided and a valid ILS localiser frequency selected.

Answer 228

Default is magnetic between around 60 or 65 S to 73N, true outside that band. However it can be manually overridden in general.

Answer 229

Mode selectable FLIGHT PROGRESS display

Answer 230

GS TAS Wind direction/Speed In other words - the dead reckoning triangle!

Answer 231

Full mode (rose in airbus) shows the entire compass circle like a conventional HSI, relevant for certain displays such as navaids. Expanded mode (arc in airbus) zooms in on the top half of the rose to provide more info about the area ahead.

Answer 232

2 dots either side of target VOR: 5 degrees each dot (20 degrees covered in total) ILS: 1.25 degrees each dot (5 degrees covered in total)

Answer 233

Displays heading info along with information about the desired track (i.e. planned route)

Answer 234

Boeing: Only expanded, not full modes. Airbus: Both rose and arc modes. NEITHER include it in plan mode.

Answer 235

Map type view with aircraft position and route as magenta line connecting waypoints. Aircraft either at bottom of screen (expanded mode) or CENTRE MAP mode (full mode). Also shows weather radar and navaids (blue or green if tuned).

Answer 236

An expanded compass arc appears at the top to show heading but this is NOT connected to the data below, which is a TRUE north oriented plan of the route. Simple plan of the route, presumably for browsing route before takeoff, where map mode is more like looking at an interactive map during flight.

Answer 237

In mm/hour Black: 0-1 Green: 1-4 Yellow: 4-12 Red: 12-50 Magenta: 50+ (Or doppler turbulence in TURB mode)

Answer 238

Arrow which will be oriented with the heading (plus speed indication), so showing relative wind direction.

Answer 239

Cautions or abnormal sources Items of concern appear where they normally would but coloured yellow/amber to advise of abnormal source or problem.

Answer 240

Altimeter on failed side is blanked and replaced with a fail flag until the display is switched to working info

Answer 241

- ROSE LS (Landing system for ILS, GLS, MLS) - ROSE VOR - ROSE NAV - ARC - PLAN

Answer 242

Route and waypoints coloured in green instead of magenta

Answer 243

Boeing: Engine Indicating & Crew Alerting System (EICAS) Airbus: Electronic Centralised Aircraft Monitoring (ECAM) [E NOT = ENGINE!]

Answer 244

Both consist of two screens. Top one is likely to be higher importance. Top: Engine/warning display Bottom: System/status display [including advisories to crew, information about status problems]

Answer 245

Operational: Normal flight crew mode Status: Displays data around dispatch readiness on the lower screen, flight crew mode. Maintenance

Answer 246

Following an electronic checklist. Need to be aware that actions can be irreversible and cause damage to aircraft. Don't just blindly follow the list without thinking about consequences (e.g. shutting down engine).

Answer 247

AirCraft Addressing and Reporting System Early datalink system covering items like: - OOOI times (Out of gate, Off ground, On ground, Into gate) - Load sheet & passenger routing data - METARs, TAFs - D-ATIS - Maintenance Reports - Text messages

Answer 248

Uses ACARS infrastructure (or other methods) to provide data communication between pilot and ATC. ATC instructions can be issued via data and voice communication cut out entirely.

Answer 249

ATC or airline communicate with a network like ACARS or more recently the Aeronautical Telecommunications Network (ATN) which finds the best data route to aircraft via VHF (cheap but LOS only), HF (available in polar regions but ionosphere issues) or SATCOM (FASTEST, expensive, not in polar regions)

Answer 250

Collectively called Air Traffic Service Unit (ATSU), not to be confused! Communications Management Unit (CMU) deals with messages in and out, displayed on the MCDU (Boeing) or dedicated Data Communications Display Unit (DCDU, Airbus), visual & aural warnings for messages and a printer. Controls HMI (Human Machine Interface)

Answer 251

Connect to 2 units at a time (only one active). Connect by sending a CONTRACT MESSAGE with 4 letter ATU code. Messages can then be sent which can be uploaded to FMS (e.g. clearance changes). Note: Will NOT be used for takeoff or landing clearances

Answer 252

Automatic Dependent Surveillance ADS-B (Broadcast) is transponder system where aircraft broadcasts Mode S data that can replace radar control more cheaply. ADS-C (Contract) uses ACARS for ATC to interrogate aircraft FMS.

Answer 253

Default is lat/long, altitude, timestamp and figure of merit (FOM - accuracy). On-request data can include weather, predicted future positions, intended route, FMS projected levels.

Answer 254

Sending CPDLC mayday message puts it and ADS-C into emergency mode (high reporting rate). Or can just directly put ADS-C into emergency mode, but less likely.

Answer 255

Generally ADS-B broadcasts on 1080MHz but has LOS limitations. There is now a satellite network available to replace this however.

Answer 256

- Periodic - On demand - On event - Emergency

Answer 257

Airbus has a hard "envelope", automation will prevent aircraft going outside acceptable parameters (e.g. speed down to stall speed, pulling >2.5g). Boeing may have "soft" envelope, but pilot has more discretion to take more drastic action in emergency situation. [Note: Referred to as different "last operator", with pilot being last operator for boeing, aircraft for airbus]

Answer 258

Very cold air outside aircraft is the cause of low humidity. Warmer air inside the aircraft would decrease relative humidity however.

Answer 259

Autopilot Flight Control System AutoPilot Flight Direction System

Answer 260

Single: Roll only 2 axis: Roll & pitch 3 axis: Roll, pitch & yaw Power requires additional subsytems

Answer 261

- Heading, altitude & vertical speed - capture and hold - IAS or mach hold - Coupling to VOR track or ILS localiser & glidepath - Coupling to FMS horizontal & vertical profiles - Autoland (optional)

Answer 262

- Mode display - Computers - Sensors - Comparators - Amplifiers - Servo actuators

Answer 263

No requirement for fitting, but certain operations can't be carried out without one. e.g. Reduced Vertical Separation Minima (RVSM), ETOPS, CAT II, mode approaches. Only mandatory requirements is no single pilot IFR without a 2-axis autopilot with altitude and heading hold.

Answer 264

1) Stability - control of the aircraft around its CoG 2) Guidance of CoG along a determined flight path

Answer 265

Inner feedback loop is a simple feedback look from the servo motor back to the controller, thus ensuring control surfaces are moved correctly. Used for stability control. Outer feedback senses the aircraft behaviour as a result of the control surface movements and feeds this back to the controller. Used for guidance.

Answer 266

Auto-pilot model knows that lower speed (for example) will require bigger control deviations to achieve the same result. Relates to control/stability balance. High level of gain gives high level of control but instability (oscillation).

Answer 267

A computer reference model understands how the aircraft should behave. The model is adjusted based on feedback, the actual response of the aircraft to control surface changes.

Answer 268

Mix between manual and automatic control for special phases of light. For example pilot controlling pitch and autothrottle speed (thus vertical nav in mixed control). Could also refer in exam to takeoff mode to avoid TAILSTRIKE.

Answer 269

Initial: Attitude changed to obtain new trajectory Capture: Aircraft follows "pre-determined rate of change of trajectory" to achieve the parameter Tracking/hold: Parameter maintained

Answer 270

Basic: Overspeed and stall protection Fly by wire: - Pitch attitude - Bank angle - Excessive roll or pitch rate - Excessive G force - Flap or undercarriage speed limits

Answer 271

- Airspeed - AoA - Aircraft Configuration

Answer 272

TOGA thrust NOT stick shaker

Answer 273

May be necessary for flight safety. In Airbus pushing constant nose down pitch will allow speed higher than threshold. Alternatively there could be an override button or switch.

Answer 274

Operates during auto-pilot control to prevent "snatch" when disengaged and reduce servo motor load. Consists of a screw-jack in the horizontal stabiliser. If it fails in flight auto-pilot will disconnect immediately.

Answer 275

Auto-trim in autopilot mode is slow and behind pitch movement in the flare during autoland. So pitch trim is rolled aft before the flare and stick force held against it in anticipation, to prevent excessive back pitch required during the flare.

Answer 276

Active whether auto-pilot is on or not. A separate actuator initiates elevator movements to oppose mack tuck. Or it could be part of auto-trim. Older craft used a mach strut which lengthened control runs in the trans-sonic range.

Answer 277

Indicates take-off setting range

Answer 278

Pilot inputs move the elevator, fly by wire system adjusts entire horizontal stabiliser to eliminate control force. So no manual trim from pilots.

Answer 279

Initiate pitch up. NOT reduce thrust.

Answer 280

Activates when "yawing rate is NOT constant" to prevent oscillation or dutch roll, using a RATE Gyro and/or IRS. Used in manual flight and autopilot. NO feedback to rudder pedals

Answer 281

Designed to detect the difference between a command input and a yaw due to dutch roll or disturbance

Answer 282

Unwanted pitch and roll introduced by autopilot. NOT related to yaw or dutch roll.

Answer 283

Interlocks: Electrical switches in series preventing activation if (e.g.) electric issues, roll control knob not centralised, fault in altitude reference unit Torque limiters: Limit torque the servo motors are capable of applying (use spring-loaded coupling & friction clutch) Synchronisation: Autopilot follow through on manual movements to prevent snatching on engagement (not auto-trim which prevents snatch on disengagement), autopilot won't turn on if this is broken!

Answer 284

If disengaging with button (control column or central bar/button) get a warning tone, push again to cancel. If disengaging through other means get a more insistent warning of unintended disengagement.

Answer 285

- Takeover button on sidestick - A/P button on FCU/glare shield - Push (hard) on sidestick - Move trim wheel (too much) - Engage another AP (except APP mode) - Engagement condition lost - Failure in IRS - Pressing TOGA switch - Hydraulic failure [NOT moving thrust lever, autothrottle is separate, NOT dropping landing gear or overshooting localiser]

Answer 286

Flight Control Unit Mode Control Panel Flight Management Guidance Computer FCU/MCP located on glare shield, allow control of the FMGC (auto-pilot computer)

Answer 287

Can only have 1 autopilot engaged at a time (except approach mode - 2 or 3 are ENGAGED).

Answer 288

Aim to achieve the flight path or stability desired, but above all to ensure flight limitations are not breached (speed, load factor, pitch & bank limits).

Answer 289

V/S has a roll wheel to control vertical speed (direction of the roll wheel consistent with trim wheel for pitching nose). Can have it with SPEED mode so autothrottle controls thrust to achieve IAS, or manually controlling IAS. Airbus also has a flight path angle mode (FPA) in degrees.

Answer 290

Usually set an altitude target in combination with a V/S mode setting. ALT HOLD will be engaged once altitude is reached. Alternatively use VNAV or LVL CHG to change altitude, which would both also control thrust and speed.

Answer 291

ALT NTV (altitude intervention) cancels VNAV profile and continues climb/descent to the altitude target input. Selectin ALT HOLD will hold the current altitude (autopilot 1 takes from captains altimeter, 2 from FO). If QNH is set marks an altitude, if 1013 follows FL. Subsequent altimeter setting changes doesn't impact autopilot.

Answer 292

HDG SEL (set heading) and VOR modes will be controlled by maximum bank, but not LNAV.

Answer 293

Captain or FO set a VOR radial (mode on PFD in white, to show armed) and use HDG SEL or LNAV to get to it. VOR mode engaged when it is reached and autopilot follows it (mode on PFD goes green). Overhead VOR will disengage and maintain heading until it can pick up "from" bearing on the other side.

Answer 294

May be referred to as "hold", e.g. "hold wings level" (or pitch angle, attitude). Rarely used function where autopilot engaged with no modes, basically manual flying but servo motors hold control positions if you let go of control stick. Defined as ability of pilot to make INPUTS TO AUTOPILOT via the control wheel.

Answer 295

Optional mode. With the TCS button held the controls are manual, servo motors disengaged. When the button is released the autopilot re-engages on previous mode. [Airbus: PRIORITY button]

Answer 296

Pitch: for a given attitude, usually for a reference speed such as V2 Roll: to maintain runway centreline, perhaps with localiser signal

Answer 297

Take-off: N1 hold Climb: N1 hold (AP controls speed with pitch) Climb with v/s: IAS hold (AP controls v/s with pitch) Cruise: IAS/Mach hold Approach: IAS hold [Thrust full (N1 hold) or idle]

Answer 298

Minimum flight speed Maximum flight speed NOT Takeoff thrust or any other thrust limit [Called reversion mode]

Answer 299

Autothrottle takes feeds from engine systems and cannot exceed engine limitations. Main hazard is not being able to achieve the speed set due to being outside performance envelope.

Answer 300

1) Autothrottle must be selected before takeoff, takes over on pressing TO/GA (take-off/go around). 2) If Autothrottle is armed it will engage at high alpha for stall protection

Answer 301

Always intercept localiser first, otherwise you'll commence descending on wrong heading and obstacle clearance isn't guaranteed.

Answer 302

"False lobes" are false glidescopes reflected above the true one (e.g. at 6 deg, 9 deg,... for a 3 deg glidescope) so a false glidescope could be followed if it is selected too high.

Answer 303

Cat I: 200ft Cat II: 100ft Cat III: Touchdown onwards [NOTE: These are ILS categories, NOT just for autoland - can carry out manual ILS landings on these categories]

Answer 304

This refers to control modes to do with heading/roll/horizontal plane. So localiser/VOR intercept/track, track hold, FMS LNAV but NOT speed hold.

Answer 305

Fail operational (AKA FAIL SAFE) means the plane can continue autoland in the event of a single failure below alert level. Fail passive means crew must take over in the case of a single failure. Above alert level crew go-around or crew takeover should be carried out for BOTH types.

Answer 306

There will NOT be a significant out of trim condition, or deviation of flight path or attitude. Only effect is auto-land will not be completed.

Answer 307

Either with 3 autopilots working together, which can vote out one which is in error, or 2 autopilots and: External monitoring system which can identify and disconnect a failed autopilot or If a primary fail passive has a secondary independent guidance system such as a HUD (called hybrid system).

Answer 308

Often around 200ft, above this height an alert gives pilots time to react and (for example) modify decision height. After this point only a go around is possible, and may momentarily touch down. Only critical failures would lead to an alert [AURAL OR VISUAL!], lesser failures would allow fail passive landing to be completed.

Answer 309

If visual approach is possible, cancel the warning and land manually. Otherwise go-around. Note: Critical warnings such as ILS signal loss are not disabled below alert height (unless backed up by a working ILS signal) as they require a go around (unless visual).

Answer 310

VHF (metric) for localiser UHF (decimetric) for glidescope Just need to tune VHF, UHF channel is paired.

Answer 311

Runway equipment (e.g. ability to ensure runway is clear) and crew training necessary for category. For aircraft, CAT I can be done with automated aileron and elevator. CAT II requires rudder actuators to line up with runway due to crosswind CAT III requires ability to flare and rollout capability (nose wheel steering on landing).

Answer 312

Tune an ILS frequency to enable APP mode to be armed (& tune 2nd nav for a dual channel approach). Arm APP mode and engage 2nd autopilot to intercept (HDG SEL or LNAV). When localiser intercepted VOR/LOC mode engages (goes green) and autopilot turns onto localiser, G/S is armed. G/S activated when glidescope intercepted (from below). 2nd autopilot armed at 1500ft RA (must engage by 800ft or failure), FLARE mode armed.

Answer 313

400ft RA: Auto-trim 300ft RA: sensitivity to glidescope deviations muted to prevent pitch OSCILLATION 200ft RA: Aircraft lined up with runway centreline with aileron/RUDDER to control drift 50ft RA: FLARE mode takes over pitch, 2ft per second descent 25ft RA: THROTTLE close 5ft RA: GA inhibited. Touchdown mode to decrease pitch attitude. 0ft: rollout

Answer 314

Pilot manually selecting reverse thrust cancels autothrottle. After 2 seconds with no reverse thrust, autothrottle disengages automatically.

Answer 315

Go around mode is armed at 1500ft in autoland. Pushing TO/GA button causes +15 degree pitch attitude and full thrust. At 2000fpm climb thrust is dropped to maintain speed. Pilot needs to retract gear and flap.

Answer 316

Allows localiser component of autoland to be utilised in the wrong direction of an ILS approach runway if it is only set up in one direction

Answer 317

Boeing 3 channel display has a 2 output autoland display which says "LAND 2" if 2nd autoland ok, "NO LAND 3" if 3rd autoland failed, "NO AUTOLAND" if autoland not available.

Answer 318

Even if an unrelated piece of equipment is non-functional, need to check autoland is still approved according to airline's manuals and MEL. e.g. co-pilot heated windscreen - can't assume ok to autoland even though it isn't related

Answer 319

Command is issued by autopilot, telling the control surfaces what to do. Demand is issued by flight director, advising the pilot what he needs to do.

Answer 320

Yellow on analogue ADI instruments. Magenta on EFIS systems (i.e. PFD)

Answer 321

Only pitch and roll. EFIS system may have other "magenta" target parameters (speed, deflection from ILS/VOR, glidescope departure) but these are other systems (e.g. autothrottle), not part of flight director.

Answer 322

It means the current bank angle is as demanded by the flight director. In other words, moving towards an off-centre command bar will move the command bar gradually towards the centre, NOT move the plane indicator over to the side!

Answer 323

As with autopilot, default mode is master/slave. Independent operation is rarely used. Note: It is possible for both flight director and autopilot to be active (autopilot will be following the flight director, very closely!)

Answer 324

Green text at top of PFD (below the main annunciator section) saying CMD for autopilot or FD for flight director. NOTE: Both can be active, in which case flight director is "giving guidance as a backup", autopilot will be matching flight director exactly

Answer 325

Switch it off if there is doubt about its accuracy. e.g. if it contradicts with ILS, trust your understanding of ILS

Answer 326

Boeing: Master Caution Airbus: Flight Warning System

Answer 327

Warnings: Require immediate recognition and corrective action IS required. Red colour code [or MAY be required IMMEDIATELY?]. 2 senses (visual, aural, tactile). Cautions: Require immediate AWARENESS, correction action WILL be required. Amber colour. (2 senses) Advisories: Require awareness and corrective action MAY be required. Any colour except red or green (yellow or white popular). No aural warning required.

Answer 328

Often inhibited at start up and critical stages of flight (e.g. from passing 80kt on take off up to 400ft height).

Answer 329

Speed at which stall warner is activated (V(SW)) must be at least 5kt or 5% of CAS above stall speed. Must continue until angle of attack is below where it was at V(SW) point.

Answer 330

Alpha indicator CAS (air data computer) Flaps/slats A/G relay Thrust settings [NOTE: These are ALL considered REQUIRED, not optional]

Answer 331

Stick shaker, audible warnings, visual warnings. If there is a stick pusher (especially likely if aircraft is vulnerable to deep stall) it will be initiated by the stall warning module.

Answer 332

Can be manually over-ridden in case of error. Will also be automatically inhibited in phases of flight (e.g. flare) where it would be dangerous.

Answer 333

Alpha V(LS): 1.23 x stall speed, maximum approach alpha Alpha prot: Autopilot won't increase alpha beyond this point even if descending, pilot can do so manually Alpha floor: TO/GA thrust applied Alpha max: Maximum performance alpha (just below C(Lmax)), used with TO/GA thrust for terrain avoidance

Answer 334

Inhibiting nose up Increasing thrust

Answer 335

Normal Alternate (limited protection) Direct (pilot commands passed directly) Mechanical backup

Answer 336

Speed not allowed to fall below 1.3 x V(S)

Answer 337

i.e. stick pusher, this is automation preventing the stall. Not the same as stall warning, which is letting the pilot know of an impending stall.

Answer 338

Required for aircraft with > 9 passenger seats or > 5,700kg. Visual and auditory warning when approaching a set altitude, or deviating from it.

Answer 339

[Only below 2,500 ft] Transmitter and receiver of radio beam in 30 degree cone. Signal varies frequency between 4200 and 4400MHz continuously and gap between frequency detected back is measured. Frequencies used varied at different heights for accuracy. [SHF range - centimetric]

Answer 340

2 antennas, near landing gear, so needs to be calibrated to show 0ft when main wheels on the ground - accounting for cable length and residual height.

Answer 341

+/- 2ft in first 500ft +/- 1.5% at higher

Answer 342

- GPWS - Auto-throttle (as part of autoland) - Autoland - Cat II or III landings

Answer 343

Height indication is removed. [Not necessarily any warnings as it isn't necessary for visual landing]

Answer 344

Ground Proximity Warning System (mandatory for public transport aircraft) is vertical only. EGPWS (Enhanced) and TAWS (Terrain Avoidance Warning System) include forward looking terrain avoidance based on a 3d database.

Answer 345

Mode 1: Sink rate Mode 2: Ground proximity Mode 3: Altitude loss after TO or GA Mode 4: Incorrect landing configuration Mode 5: Below glidescope deviation

Answer 346

Warning: More urgent, requires immediate climb Alert: Less urgent, requires corrective response [Only mode 5 (glidescope deviation) likely to be an alert]

Answer 347

Both use radio altimeter, so only work with terrain in 30 degree cone (vertical cliff not sensed). Mode 1 (sink rate) detects excessive BAROMETRIC RoD below 2500ft (RA operating range). Caution @ 40-60 secs to impact, warning @ 20-30 secs. Mode 2 (ground proximity) detects approaching terrain (even if barometric altitude not falling). [Mode 2 only uses radio altitude, mode 1 uses ACD alt for RoD, radio altitude only for activation]

Answer 348

Mode 3 (TO/GA) is only armed when gear is up and flaps aren't in landing config, to prevent going off during approach. Mode 4 (landing config) has inhibitions for gear (4A) or flaps (4B) in case of planned gear up or flapless landing. Mode 5 (glidescope) arms when ILS is tuned and below a certain altitude, so can be inhibited in case of visual landing.

Answer 349

Non-regulatory modes Mode 6: Additional altitude alerts (e.g. calling out heights, "RETARD" alert) Mode 7: Windshear alerts and warnings based on various available inputs INCLUDING AoA (warning means mandatory go-around, UNLESS in VMC, clear of cloud and immediately obvious to captain there is no risk)

Answer 350

Uses position fix (needs to be accurate) and a database of terrain (more detailed near airports). Provides: 1) Terrain clearance floor (based on 3 degree approach around NEAREST airport) 2) Terrain look ahead alerting 3) Terrain Alerting and Display (similar display to weather radar)

Answer 351

Red: >2,000ft above Yellow: 500ft below to 2,000ft above Green: 2,000ft to 500ft below Black (no colour): Over 2,000ft below Blue: Water

Answer 352

Overall database doesn't expire (but does get updated regularly) Obstacle database expires every 28 days

Answer 353

Nuisance warning is genuinely triggered but not relevant. In VMC it can be ignored, but in IMC a go-around is required. False warning is an error.

Answer 354

1) Stall 2) Windshear 3) GPWS 4) TCAS

Answer 355

Airborne Collision Avoidance System & Traffic CAS Effectively interchangeable ACAS I provided traffic info based on SSR transponder info, ACAS II provides manoeuvre advice in pitching plane and is now mandatory for >5700kg craft.

Answer 356

"Squitters" packets of info sent out from mode S transponder equipment (ADS-B equipment sends out even more info). Return times from mode A, C or S transponders to compute bearing and distance. Also altitude from mode C transponders. If both craft have mode S and TCAS II, TCAS is coordinated between them.

Answer 357

TCAS uses the aircrafts own transponder to interrogate other transponders, so a transponder failure means TICS won't operate normally. Uses 4 antenna (top and bottom, mode S and directional antenna)

Answer 358

Traffic advisory: Potential collision threat Resolution advisory: Imminent (or serious?) collision threat

Answer 359

A small, variable volume of airspace around the aircraft where collision could occur in a set amount of time - Traffic advisory: 48 to 35 secs - Resolution advisory: 35 to 15 secs [True time boundaries could differ]

Answer 360

Traffic advisory for larger Tau area simply advises of traffic: "TRAFFIC TRAFFIC" Resolution advisory gives avoidance instructions: e.g. "CLIMB CLIMB" [Note: Resolution advisory linked to autopilot which would carry out the required manoeuvre itself]

Answer 361

Mode A transponders can only be identified in 2d plane, no vertical info so resolution advisory not possible. Mode C is sufficient for resolution advisory.

Answer 362

"CLIMB", "DESCEND" or "LEVEL OFF" "CROSSING" climb or descend if crossing altitude of the other aircraft "ADJUST" or "INCREASE" climb or descend (adjust means decrease) "MAINTAIN VERTICAL SPEED" or "MONITOR VERTICAL SPEED" Changing from climb to descend adds "NOW" to the end "CLEAR OF CONFLICT" means all clear

Answer 363

Outside terminal areas: 30nm +/- 2700ft Reduced in high traffic areas to minimum of 6nm

Answer 364

- All aural warnings inhibited by priority warnings (stall, windshear, GPWS) - No increase in RoD below 1450ft - No descent below 1100ft - No resolution advisory below 1000ft (all aircraft amber circles) - No aural commands below 500ft - Returns discarded below 360ft due to aircraft on the ground and below 50ft declares itself on ground to other aircraft

Answer 365

Commands displayed as a VSI, with coloured areas (green for target, red for danger). 2d "radar" type view shows icons for aircraft. Either displayed on dedicated display (maybe called variometer) including both, or on EFIS - which would put VSI info on PFD and "radar" view on ND.

Answer 366

Red box is RA (resolution advisory) aircraft Amber/yellow circle is TA (traffic advisory) Cyan/white lozenge is proximate (no alert) traffic within 6nm and 1200ft Cyan/White hollow lozenge is "other" outside 6nm and 1200ft

Answer 367

If TCAS can't get a bearing but identifies a RA or TA craft, will be displayed in text in appropriate colour at bottom of the TCAS/VSI display

Answer 368

TA are for information only, follow ATC For RA you should follow the guidance and ignore ATC, but inform ATC and return to guidance after "CLEAR OF CONFLICT" given

Answer 369

300-500ft deconfliction targetted 5 second reaction time (+ 3 seconds to achieve climb/descent) CLIMB/DESCEND RA expects 0.25g and 1500ft/min INCREASE CLIMB/DESCEND expects 0.35g and 2500ft/min within 2.5 seconds

Answer 370

NO Ignore anything about 1.2 x or 1.3x stall speed!

Answer 371

Cockpit Voice Recorder (CVR) Digital Flight Data Recorder (DFDR) Cockpit Voice and Data Recorder (CVDR) [Note: Over 5700kg need entirely independent CVR and DFDR]

Answer 372

All audio, including: - Aural environment in flight deck - All audio in headsets - Voice comms from or to the flight deck - PA audio (from flight deck only) - Aircraft interphone audio - Navaid audio

Answer 373

Current rules are 2 hours for >5700kg, 30 mins for less. However some questions refer to 30 mins (previous requirement)

Answer 374

All crew must agree

Answer 375

Standard: Time, attitude, airspeed, pressure altitude, heading, acceleration, thrust, flap/slat configuration, spoiler/brake selection. Aircraft over 27000kg: Primary flight control positions, pitch trim, radio altitude, nav info displayed to pilots, cockpit warnings, landing gear position, any unique design parameters.

Answer 376

25 hours (10 hours only for <5700kg)

Answer 377

Starts on engine start up. Event buttons allow pilots to mark an event.

Answer 378

Based on: - Recording capacity and - Applicable operational requirements NOT externally demanded (unlike CVR)

Answer 379

Aircraft Condition Monitoring System (Boeing) Aircraft Integrated Data System (Airbus) System that records advanced detail of flights for maintenance and safety useage. e.g. fuel, pneumatic systems, APU, engines, landing gear. Data sent to a processing unit which can record it, pass on to DFDR and be sent via ACARS.

Answer 380

Measures speed of rotation - RPM

Answer 381

Cable (up to 2m) connected directly to engine spins a magnet within an aluminium drag cup. Spinning magnet creates a turning force in the aluminium cup, opposed by a hairspring, which is proportional to rotation speed and can be measured directly on an indicator.

Answer 382

DC: DC generator at engine sends DC voltage to be measured at instrument. But voltage loss causes errors and commutator & brushes cause sparks affecting radio. Single phase AC: Solves spark problem, but voltage rectified to DC has the same voltage loss issue. 3 phase AC: Uses squirrel cage [DRAG CUP], synchronous motor and magnetic tachometer instead of voltmeter, measures frequency instead of voltage so voltage drop no problem.

Answer 383

Turbines too fast and no gearbox so use inductive probe (requires power) to detect passage of teeth on a notched "phonic" wheel. The AC signal generated is rectified to a digital pulse which can be input to computers. Frequency measured, not voltage, so no voltage drop issues.

Answer 384

Refer to the three spools in a single turbine engine which each can have speeds monitored. N1 is low speed or low pressure shaft.

Answer 385

Tachometer for N1 engine spool. Calibrated in terms of % of manufacturer defined speed. Indicator will go over 100% (likely to be a yellow or red zone).

Answer 386

To synchronise multi-engine rpms (usually prop but potentially turbine). One engine is the master, every other engine has a propeller symbol on the synchroscope which is stationary if synched to master, spins one way or the other if fast or slow. Note: Works by comparing frequency difference between the engine driven alternators (i.e. 3 phase tachometers).

Answer 387

Synchronising RPMs primarily reduces vibrations and noise. NOT related to fuel consumption.

Answer 388

Used for turbines where vibration indicates a big problem. Vibration causes acceleration so high frequency is the main concern. Either piezoelectric or magnet/coil sensors send signals, which are averaged. Display shows a number with no units to indicate level of vibration.

Answer 389

Rotor imbalance

Answer 390

Measured in the gearbox. Helical gears are used which create a force on the oil in the gearbox, directed towards a hydraulic piston, which measures the level of force and thus torque being generated.

Answer 391

An outer shaft is placed around the shaft connecting engine to gearbox. Only connected to engine. Thus the twisting of the main inner shaft can be measured. Measured as a phase (not frequency which is identical!) difference between positions on the two shafts which can be measured.

Answer 392

We calculate Engine Pressure Ratio: EPR = TURBINE outlet pressure / COMPRESSOR inlet pressure [ OUT / IN] Some engines use a series of pressure sensors, called an integrated EPR (IEPR).

Answer 393

Ice can block the compressor inlet valve so check result against N1 tachometer reading (less accurate for thrust but not affected by icing).

Answer 394

- Fuel contents (volume sometimes a proxy for mass) - Fuel flow - Fuel temperature (avoid waxy turbine fuel) - Filter status

Answer 395

Use a float connected to a variable resistor. Measure position with ratiometer or galvanometer (wheatstone bridge). Ratiometer preferred as it isn't impacted by voltage.

Answer 396

Measures capacitance with 3 tubes (outer is earth, inner is low potential, middle is high potential), with capacitance of tubes affected by dielectric being fuel or air. Far less affected by movement compared to float. A reference unit in the unusable fuel (always submerged) allows changes in fuel density to be compensated for so it INDICATES MASS NOT VOLUME.

Answer 397

Reduces to zero

Answer 398

Use sticks out of underside of wings going into fuel tanks. Drip stick has a hole in the top (inside tank) and tap at bottom. Pull down until fuel starts dripping from the tap, measure off tube position. Magnetic stick similar but sealed, pull down until the magnetic float supports the stick.

Answer 399

Fuel flow passed through a narrowing (venturi) and pressure difference between the venturi and wider tube indicates flow. Volume, not mass.

Answer 400

Fuel goes through a semi-circular piece with a hinged flap blocking flow. Flow pushes the flap around and increases the gap, so angle of the flap indicates flow (measured electrically). Temperature sensitive resistors can adjust to show density instead of volume. A safety valve will bypass the device in-case of blockage (increased pressure on inlet forces the sprung safety valve open).

Answer 401

Turbine immersed in fuel flow can have rpm measured in same way as turbine electronic tachometer (phonic wheel). Described as counting a "tally of the impulses". Doesn't cope with large flow rate or temp changes (measures volume, not mass) so not common now.

Answer 402

Swirl the fuel in pipes and measure angular momentum. 1) Swirl with an impeller continuously, measure rotation at a reaction turbine anchored to a spring (i.e. a stator). 2) Impeller connected to a rotor by a sprung shaft, so will twist and have phase difference to the rotor, which is measured.

Answer 403

Fuel initially turns a hydraulic driver which rotates the shaft. It is then straightened by a stationary straightener, passes through a drum and an impeller. The deflection between magnets on the drum and impeller record fuel flow.

Answer 404

Answer is always integration of fuel flow over time, never starting fuel minus current fuel.

Answer 405

Link that allows computer systems to talk to each other and CPU, memory and input/outputs to connect. Could be described as SERIAL or PARALLEL bus depending on whether data is transferred bit at a time, or simultaneously Memory uses: Address bus, data bus, control bus

Answer 406

Software needs to be certified, which is done in conjunction with hardware (not as a standalone item). Classified by impact of failure: A - Catastrophic - loss of ability to continue safe flight and landing, e.g. fly-by-wire system B - Hazardous C - Major D - Minor E - No effect (e.g. entertainment system) [B/C/D increase workload but don't prevent safe flight, e.g. FMS failure]

Answer 407

Multiple CPUs in a single computer is multi-processing Single CPU running multiple programs is multi-tasking

Answer 408

Collective name for electronic tools used in the cockpit, classified as either portable or installed, which can be removed without using tools. If installed type it must be part of a minimum equipment list.

Answer 409

Type A: No safety effect ["A ok"] (such as manuals) Type B: Minor safety effect (including charts, performance calculations)

Answer 410

Can be highly integrated with the FMS so errors in the input data (weather, weight etc) can impact take off speeds or other performance calculations directly.

Answer 411

Requires certification Can't integrate with EFIS Needs separate wires for charging Can't be used in all phases of flight (would need a certified mount or secure stowage device) May not be visible in all light conditions

Answer 412

Sensed: Uses inputs to detect which items have been done and amends checklist accordingly. Unsensed: Just an electronic version of a paper checklist

Answer 413

- Projector - Stowable screen/combiner lens - HUD computer - Declutter button (on primary controls, allows pilot to cycle through levels of info displayed) - Brightness setting (optional)

Answer 414

Display declutter - gets rid of artificial runway first, then other items Crosswind declutter - removes airspeed and altitude tapes to open up lateral view

Answer 415

Focused at infinity, so can be viewed at same time as outside

Answer 416

Replicates the PFD, NOT ND - Attitude (3d) - Speed (+ speed trend) - Heading - Flight path vector (track & vertical path) - FMA - Crew alerting system (CAS) - TAWS - Windshear commands NOT ACAS/TCAS

Answer 417

This is your current flight path (i.e. combined vertical and lateral track). Can be displayed as a point on the PFD to show where you are headed, e.g. if in a glide, attitude is upwards bank but you are heading downwards.

Answer 418

Synthetic cockpit view based on terrain and ground features database and augmented reality type overlays. Shown on HUD or PFD.

Answer 419

Displays view from infra-red cameras which shows much clearer view of the world than you can see in low visibility conditions. Works best when temperature differences high (e.g. tarmac vs grass at different times of day) but there is a cross-over point when these will have the same temperature and EVS view will be of little help.

Answer 420

HUD might as it aids awareness and reaction speed. EVS improves view of real world significantly so can reduce landing minima. SVS is dependent on accuracy of the information however so doesn't increase landing minima.

Answer 421

Used in single engine piston aircraft to measure pressure in INTAKE system near the INLET valve.

Answer 422

14.5 psi (half of tyres 2 bar = 30psi) 29.92 Hg

Answer 423

INS/IRS NOT old school gyros

Answer 424

+/- Xnm lateral and longitudinal 95% of the time

Answer 425

Central Warning System - Annunciator Panel or Central Warning Panel

Answer 426

May be used instead of take off configuration warning. Should be an audible alert at start of take off roll if configuration is incorrect. [Note: Relates to CONFIGURATION items only (e.g. brakes, flaps, spoilers) not controls like elevators]

Answer 427

With rudder - step on the ball. With bank - bank in the opposite direction (e.g. ball to the right => too much left rudder => bank more to left to balance)

Answer 428

Through normal axis of the plane

Answer 429

1) Acknowledge the warning/caution 2) Silence the alarm 3) Follow SOPs 4) Inform ATC

Answer 430

No, can appear on ND though, where it is more relevant Pressure setting is shown underneath altimeter ribbon. Could be abbreviation like "STD" for 1013.

Answer 431

Force x lever arm

Answer 432

Look out for failure of "the" vs "a". For example, failure of a radio altimeter isn't a problem, failure of BOTH radio altimeters is!

Answer 433

Allows more safe sharing of airspace. Initiated by ICAO, taken up by manufacturers. Primarily used in oceanic areas currently. Uses satcom.

Answer 434

Maximum brake force, WITH MODULATION!

Answer 435

Attitude DIRECTOR Indicator Combines attitude indicator and flight director (and/or VOR/ILS radials) NOT directional gyro

Answer 436

This is an incorrect airspeed indication which is NOT picked up by systems and displayed as a warning or removed from displays. Something to be concerned about and look out for.

Answer 437

A positive or negative adjustment factor, part of performance data for an aircraft in FMS. Applies adjustments to fuel flow, perhaps due to aircraft age.

Answer 438

NO REQUIREMENTS! Likely to be small and not easy to use in an emergency!

Answer 439

0.3NM (RNP - 0.3)

Answer 440

Thermometer wire - Nickel (or platinum) Bimetal thermometer - Invar & Brass Thermocouple - Alumel & Chromel Hard iron - Cobalt, Chromium, Tungsten Soft iron - pure iron, silicon iron

Answer 441

3d position sensor

Instrumentation Flashcards

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