The flight director command bars provide the pilot with corrections to apply to ?
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In an autopilot system the functions consisting in controlling the path of the aircraft are the ?
In an autopilot system the function consisting in controlling the movements around the center of gravity of the aircraft is provided by the ?
A flight control system fail operational if in event of a failure The approach flare landing can be completed automatically. The basic function of an autopilot stabilisation (the stabilisation of aircraft around its centre of gravity) basic function achieved the inner loop systems the advanced function 'guidance' (monitoring movements of centre of gravity in three dimensions of space) outer loop systems offer guidance facilities (altitude hold heading hold vnav lnav) outer loops act from an external position on inner loop 'foo inner loop into manoeuvrig aircraft into achieving its aim. 
In an autopilot system The inner loops provide stability functions the outer loops provide guidance functions. the basic function of an autopilot stabilisation (the stabilisation of aircraft around its centre of gravity) basic function achieved the inner loop systems the advanced function 'guidance' (monitoring movements of centre of gravity in three dimensions of space) outer loop systems offer guidance facilities (altitude hold heading hold vnav lnav) outer loops act from an external position on inner loop 'foo inner loop into manoeuvrig aircraft into achieving its aim. 
During a final approach flight director engaged in g/s mode holding of ils glide slope if horizontal command bar deviating upward it means that The pitch attitude must be increased. example with a crosspointer aircraft symbol this type of display uses conventional vertical horizontal indicators to show commands just as when flying an ils approach if 'needle' goes up pilot raises nose of aircraft until 'miniature airplane' on attitude indicator rests on top of horizontal 'needle' if 'needle' goes left or right pilot turns aircraft until 'miniature airplane' on attitude indicator rests on top of vertical 'needle' the pilot must pitch up until horizontal cue centers on attitude indicator it does not mean that aircraft below glidepath the flight director gives a tendency we may be on glidepath but flight director computer detects that if we don't increase pitch attitude we are going to pass below. 
In order to know in which mode auto throttles are engaged crew will check 1 auto throttle arm switches2 auto throttle disengage switches3 mode control panel4 mode annunciator panelthe combination regrouping all correct statements The pitch attitude must be increased. example with a crosspointer aircraft symbol this type of display uses conventional vertical horizontal indicators to show commands just as when flying an ils approach if 'needle' goes up pilot raises nose of aircraft until 'miniature airplane' on attitude indicator rests on top of horizontal 'needle' if 'needle' goes left or right pilot turns aircraft until 'miniature airplane' on attitude indicator rests on top of vertical 'needle' the pilot must pitch up until horizontal cue centers on attitude indicator it does not mean that aircraft below glidepath the flight director gives a tendency we may be on glidepath but flight director computer detects that if we don't increase pitch attitude we are going to pass below. Question 53-8
On a flight mode annunciator fma pilot can monitor 1 the engaged and armed modes of autopilot2 automatic landing capacity3 acas modethe combination that regroups all of correct statements The pitch attitude must be increased. Cqb15 may 2012 fma located on pfd (primary flight display) a fma shows engaged armed modes (respectively in white green colors) automatic landing capacity will be shown the word 'flare' (boeing) or 'retar (airbus) on fma if automatic capacity not available you will have single ch instead of cmd while established on ils approach acas/tcas mode displayed on navigation display not on fma you can see on left of nd 'tfc' in blue (acas/tcas traffic information ra ta). Question 53-9
When performing an automatic landing some additional operational limitations may apply like 1 maximum headwind or crosswind2 airport maximum pressure altitude3 runway conditionsthe combination that regroups all of correct statements The pitch attitude must be increased. Cqb15 may 2012 sudaviation03 can not runway conditions apply in automatic landing conditions ? i thought that a wet runway or a contaminated runway could prevent aircraft from performing an auto landing thanks your explanations ! no autopilot can not decided to perform automatically a go around the use of autopilot automatic landing function decided the pilots during cruise or descent there no runway operational limitations since approach flare landing are completed automatically the autopilot can fly aircraft through specified wind limitations (due to limited autopilot speed actuator reactions) after touch down plane will reduce speed automatically if you have selected autobrake function spoilers will deployed if you also have selected this option before landing reverse thrust used the pilot if necessary a pilot can decided not to land on a wet (flooded) or contaminated runway but this not due to a limitation from autopilot. Question 53-10
Autopilot engagement status can be checked on The pitch attitude must be increased. Cqb15 may 2012 the selected mode can be checked on autopilot control panel but actual engagement status can only be checked at fma (flight mode annunciator). Question 53-11
According to cs25 definition of control wheel steering mode cws 'where pilot has ability to make inputs to automatic pilot movement of normal control whee. control wheel steering (cws) a flight guidance system (fgs) function which when engaged enables pilot/first officer to manually fly aeroplane positioning flight control surfaces using autopilot servos the positions of flight deck controls (e g control column control wheel) are determined the fgs which converts them into autopilot servo commands the autopilot servos in turn drive appropriate flight control surfaces. Question 53-12
On a flight mode annunciator fma pilot can check 1 flight director selection2 flaps/slats selector3 auto throttle modesthe combination that regroups all of correct statements automatic pilot movement of normal control whee. Cqb15 august 2012 the fma provides afcs lateral vertical modes auto throttle modes fd selection ap engagement automatic landing capacity failure alert messages. Question 53-13
The purpose of flight mode annunciator fma to Check confirm in which modes automatic flight control systems are armed and/or engaged. Cqb15 august 2012 the flight mode annunciator (fma) which usually located just above primary flight display (pfd) shows status of autothrust vertical lateral modes of auto pilot flight director approach capabilities the engagement status of autopilot (ap) flight director (fd) autothrust (a/thr). Question 53-14
The flight mode annunciator fma displayed on Check confirm in which modes automatic flight control systems are armed and/or engaged. Ecqb03 july 2016 fma located on pfd (primary flight display) a fma shows engaged armed modes (respectively in white green colors) . Question 53-15
The purpose of an automatic landing system to Make landing possible in poor weather conditions. Ecqb03 july 2016 fma located on pfd (primary flight display) a fma shows engaged armed modes (respectively in white green colors) . Question 53-16
Following an automatic landing with roll out mode engaged autopilot Controls rudder nose wheel steering to keep aeroplane on localiser centreline. Ecqb03 july 2016 'roll out' mode controls aircraft to maintain runway centreline on touchdown from a full autoland using both rudder nose wheel steering. Question 53-17
Fans a units utilize following data transmissions Satellite based acars systems. Ecqb03 august 2016 future air navigation systems (fans) a uses acars network. Question 53-18
The 'fans concept' Different systems to improve handling transfer of information extend surveillance improve navigational accuracy. Ecqb03 august 2016 future air navigation systems (fans) a uses acars network. Question 53-19
Which one of following statements true with regard to operation of a mach trim system It only operates above a pre determined mach number. At high speed center of pressure will move aft (from its low transonic position at about 25% of chord to a value at 45% of chord) this will result in a tendency to pitch down the mach trim system will prevent this phenomenon (called 'tuck under') the mach trim compensates backing of aerodynamic centre at high mach numbers moving elevator nose up but only above a predetermined mach number (mach trim automatically accomplished above mach 0 6 adjusting elevators with respect to stabilizer as speed increases). Question 53-20
The purpose of 'auto trim' function in autopilot to Control elevator trim tab in order to relieve elevator load. At high speed center of pressure will move aft (from its low transonic position at about 25% of chord to a value at 45% of chord) this will result in a tendency to pitch down the mach trim system will prevent this phenomenon (called 'tuck under') the mach trim compensates backing of aerodynamic centre at high mach numbers moving elevator nose up but only above a predetermined mach number (mach trim automatically accomplished above mach 0 6 adjusting elevators with respect to stabilizer as speed increases). Question 53-21
Mach trim a device to compensate The backward movement of aerodynamic centre at high mach numbers moving elevator to nose up. at high speed center of pressure will move aft (from its low transonic position at about 25% of chord to a value at 45% of chord) this will result in a tendency to pitch down the mach trim system will prevent this phenomenon (called 'tuck under') the mach trim compensates backing of aerodynamic centre at high mach numbers moving elevator nose up but only above a predetermined mach number (mach trim automatically accomplished above mach 0 6 adjusting elevators with respect to stabilizer as speed increases). Question 53-22
The purpose of an aeroplane automatic trim system to trim out hinge moment of The backward movement of aerodynamic centre at high mach numbers moving elevator to nose up. If an aerodynamic force acts on a control surface it will tend to rotate control around its hinge in direction of force the moment will be force multiplied the distance from hinge to control surface centre of pressure this called hinge moment the force may be due to angle of attack of aerofoil or deflection of control surface it assumed that total hinge moment the sum of separate effects of angle of attack control surface deflection to maintain control in its position pilot has to balance hinge moment applying a load to cockpit control the cockpit control load will therefore depend on size of hinge moment the automatic trim system concerns elevator(s) only. Question 53-23
The automatic trim a component of autopilot pitch channel its function to Transfer a stabilized aeroplane to pilot during autopilot disengagement. If an aerodynamic force acts on a control surface it will tend to rotate control around its hinge in direction of force the moment will be force multiplied the distance from hinge to control surface centre of pressure this called hinge moment the force may be due to angle of attack of aerofoil or deflection of control surface it assumed that total hinge moment the sum of separate effects of angle of attack control surface deflection to maintain control in its position pilot has to balance hinge moment applying a load to cockpit control the cockpit control load will therefore depend on size of hinge moment the automatic trim system concerns elevator(s) only. Question 53-24
When autopilot engaged role of automatic trim to Relieve a p servo motor return aircraft in trim at a p disconnect. If an aerodynamic force acts on a control surface it will tend to rotate control around its hinge in direction of force the moment will be force multiplied the distance from hinge to control surface centre of pressure this called hinge moment the force may be due to angle of attack of aerofoil or deflection of control surface it assumed that total hinge moment the sum of separate effects of angle of attack control surface deflection to maintain control in its position pilot has to balance hinge moment applying a load to cockpit control the cockpit control load will therefore depend on size of hinge moment the automatic trim system concerns elevator(s) only. Question 53-25
The automatic pitch trim 1 ensures aeroplane properly trimmed when autopilot engaged2 permits elevator to always be in neutral position with respect to horizontal stabiliser3 ensures aeroplane properly trimmed when autopilot disengaged the combination regrouping all correct statements Relieve a p servo motor return aircraft in trim at a p disconnect. the purpose of auto trim to prevent snatching of controls on disengagement of autopilot re position horizontal stabilizer so that control surfaces can remain in neutral position thus giving you full movement on controls remove standing load from control surfaces failure of auto trim circuit will prevent connection of autopilot (if aircraft not properly trimmed autopilot cannot be engaged) note when engaging autopilot automatic synchronisation function when disengaging autopilot automatic pitch trim function. Question 53-26
The yaw damper system controls The rudder with angular rate about yaw axis as input signal. the purpose of auto trim to prevent snatching of controls on disengagement of autopilot re position horizontal stabilizer so that control surfaces can remain in neutral position thus giving you full movement on controls remove standing load from control surfaces failure of auto trim circuit will prevent connection of autopilot (if aircraft not properly trimmed autopilot cannot be engaged) note when engaging autopilot automatic synchronisation function when disengaging autopilot automatic pitch trim function. Question 53-27
The yaw damper system 1 counters any wrong pilot action on rudder pedals2 counters dutch roll3 active only when autopilot engagedthe combination regrouping all correct statements are The rudder with angular rate about yaw axis as input signal. the purpose of auto trim to prevent snatching of controls on disengagement of autopilot re position horizontal stabilizer so that control surfaces can remain in neutral position thus giving you full movement on controls remove standing load from control surfaces failure of auto trim circuit will prevent connection of autopilot (if aircraft not properly trimmed autopilot cannot be engaged) note when engaging autopilot automatic synchronisation function when disengaging autopilot automatic pitch trim function. Question 53-28
When available yaw damper indicator supplies pilot with information regarding Yaw damper action on rudder. the yaw damper indicator tells you rudder moving under yaw damper control in what direction. Question 53-29
The mach trim system allows to Increase longitudinal static stability of aircraft changing horizontal stabilizer according to mach number. at high speed center of pressure will move aft (from its low transonic position at about 25% of chord to a value at 45% of chord) this will result in a tendency to pitch down the mach trim system will prevent this phenomenon (called 'tuck under') the mach trim compensates backing of aerodynamic centre at high mach numbers moving elevator nose up but only above a predetermined mach number (mach trim automatically accomplished above mach 0 6 adjusting elevators with respect to stabilizer as speed increases). Question 53-30
The yaw damper affects Increase longitudinal static stability of aircraft changing horizontal stabilizer according to mach number. at high speed center of pressure will move aft (from its low transonic position at about 25% of chord to a value at 45% of chord) this will result in a tendency to pitch down the mach trim system will prevent this phenomenon (called 'tuck under') the mach trim compensates backing of aerodynamic centre at high mach numbers moving elevator nose up but only above a predetermined mach number (mach trim automatically accomplished above mach 0 6 adjusting elevators with respect to stabilizer as speed increases). Question 53-31
An aircraft turning right with too much bank slipping turn the yaw damper system Is not designed to provide a balanced turn. at high speed center of pressure will move aft (from its low transonic position at about 25% of chord to a value at 45% of chord) this will result in a tendency to pitch down the mach trim system will prevent this phenomenon (called 'tuck under') the mach trim compensates backing of aerodynamic centre at high mach numbers moving elevator nose up but only above a predetermined mach number (mach trim automatically accomplished above mach 0 6 adjusting elevators with respect to stabilizer as speed increases). Question 53-32
In a yaw damper system sensing of a disturbance in yaw usually A rate gyro or an accelerometer. at high speed center of pressure will move aft (from its low transonic position at about 25% of chord to a value at 45% of chord) this will result in a tendency to pitch down the mach trim system will prevent this phenomenon (called 'tuck under') the mach trim compensates backing of aerodynamic centre at high mach numbers moving elevator nose up but only above a predetermined mach number (mach trim automatically accomplished above mach 0 6 adjusting elevators with respect to stabilizer as speed increases). Question 53-33
The yaw damper system acts on The rudder without moving rudder pedals. at high speed center of pressure will move aft (from its low transonic position at about 25% of chord to a value at 45% of chord) this will result in a tendency to pitch down the mach trim system will prevent this phenomenon (called 'tuck under') the mach trim compensates backing of aerodynamic centre at high mach numbers moving elevator nose up but only above a predetermined mach number (mach trim automatically accomplished above mach 0 6 adjusting elevators with respect to stabilizer as speed increases). Question 53-34
The main inputs to flight envelope protection system are 1 gpws signals2 acas signals3 angle of attack4 bank anglethe combination that regroups all of correct statements The rudder without moving rudder pedals. at high speed center of pressure will move aft (from its low transonic position at about 25% of chord to a value at 45% of chord) this will result in a tendency to pitch down the mach trim system will prevent this phenomenon (called 'tuck under') the mach trim compensates backing of aerodynamic centre at high mach numbers moving elevator nose up but only above a predetermined mach number (mach trim automatically accomplished above mach 0 6 adjusting elevators with respect to stabilizer as speed increases). Question 53-35
The flight envelope protection system prevents aircraft from exceeding limits of following parameters among others 1 n12 angle of attack3 speed4 pitch attitude5 flight levelthe combination that regroups all of correct statements The rudder without moving rudder pedals. flight envelope protection a human machine interface extension of an aircraft's control system that prevents pilot of an aircraft from making control commands that would force aircraft to exceed its structural aerodynamic operating limits n1 monitored the electronic engine control (eec) the eec provides n1 n2 redline overspeed protection limits maximum thrust flight level captured maintained the autopilot protection given the altitude warning alert module the flight envelope protection system in case of an imminent stall will reduce pitch attitude (to decrease angle of attack) in order to regain speed the flight envelope protection system will also prevent an excessive climbing attitude (which will lead to a stall) or an excessive descending attitude (which will lead to an overspeed condition) the stall protection function the overspeed protection function apply to both mechanical/conventionnal fly by wire control systems but other functions (e g pitch or bank limitation) can only apply to fly by wire control systems. Question 53-36
The flight envelope protection function s consist s in 1 alerting flight crew in case of dangerous proximity with ground 2 avoiding midair collision 3 preventing aircraft from exceeding some aerodynamic limits the combination that regroups all of correct statements The rudder without moving rudder pedals. flight envelope protection a human machine interface extension of an aircraft's control system that prevents pilot of an aircraft from making control commands that would force aircraft to exceed its structural aerodynamic operating limits n1 monitored the electronic engine control (eec) the eec provides n1 n2 redline overspeed protection limits maximum thrust flight level captured maintained the autopilot protection given the altitude warning alert module the flight envelope protection system in case of an imminent stall will reduce pitch attitude (to decrease angle of attack) in order to regain speed the flight envelope protection system will also prevent an excessive climbing attitude (which will lead to a stall) or an excessive descending attitude (which will lead to an overspeed condition) the stall protection function the overspeed protection function apply to both mechanical/conventionnal fly by wire control systems but other functions (e g pitch or bank limitation) can only apply to fly by wire control systems. Question 53-37
When yaw damper system sends motion orders to rudder No feedback provided on rudder pedals. flight envelope protection a human machine interface extension of an aircraft's control system that prevents pilot of an aircraft from making control commands that would force aircraft to exceed its structural aerodynamic operating limits n1 monitored the electronic engine control (eec) the eec provides n1 n2 redline overspeed protection limits maximum thrust flight level captured maintained the autopilot protection given the altitude warning alert module the flight envelope protection system in case of an imminent stall will reduce pitch attitude (to decrease angle of attack) in order to regain speed the flight envelope protection system will also prevent an excessive climbing attitude (which will lead to a stall) or an excessive descending attitude (which will lead to an overspeed condition) the stall protection function the overspeed protection function apply to both mechanical/conventionnal fly by wire control systems but other functions (e g pitch or bank limitation) can only apply to fly by wire control systems. Question 53-38
An aircraft in a steady right turn with not enough right rudder slipping turn the yaw damper system Is not designed to provide a balanced turn. the yaw damper fitted to correct dutch roll. Question 53-39
An aircraft in a steady left turn with too much left rudder skidding turn the yaw damper system Is not designed to provide a balanced turn. the yaw damper fitted to correct dutch roll. Question 53-40
The commands sent out the yaw damper computer Are added to or substracted from rudder deflection orders sent out the pilot or autopilot. the yaw damper fitted to correct dutch roll.
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