MTCA5027

AUTOPILOT WORKBOOK - 13.3

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AUTOFLIGHT

1. In your own words describe/define an autopilot.

2. Why is an Autopilot so important in modern aircraft, provide three examples.

i. ..

ii. ..

iii. ..

3. Outline the specification/function for an Autopilot System.

a. ..

b. ..

c. ..

d. ..

e. ..

4. Sketch and label an aircraft to indicate where disturbances can occur

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5. Indicate/show on the diagram below, the three basic Autopilot control channels and axis with
gyro locations (control surface and aircraft action)

AUTOPILOT SYSTEMS

6. In the basic Autopilot system shown below, indicate the Four (4) main parts of the Autopilot
System; Error Sensing, Correction, Follow Up, Command.

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7. Complete the table below for Auto-Pilot Sensors and External Signal Source

Sensor/Signal Source Description Of Sensor OR Signal

Altitude

Three rate gyros to measure the rate that the displacement is

taking place in pitch, roll and yaw. (An Inertial Reference System
could also be used.

YAW DAMPER

8. Explain the purpose of the YAW Damper in an Autopilot System

9. Sketch and label a Dutch Roll Stability Graph for the following:

a. Aircraft with small Fin and Rudder

b. Aircraft with Large Fin and Rudder

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10. Describe the action of “Dutch Roll”

11. What is a YAW Damper and briefly describe how it operates

12. Does AutoPilot need to be engaged for the YAW Damper system to operate, explain your
answer.

13. How is a YAW Damper so effective and quick to respond to Dutch Roll

14. Which Autopilot System have the Yaw Damper/Rudder Channel Integrated with the AutoPilot

a. Single Axis AutoPilot

b. Two Axis AutoPilot
c. Three Axis AutoPilot

15. Whilst working on a Yaw Damper System and carrying out testing, the Rudder pedals move in
response to a Yaw Damper Input, meaning that:

a. This is a Series Yaw damper system

b. This is a parallel Yaw damper system
c. This is a Series/Parallel Yaw damper system set to cruise mode

16. Identify the circuit below in relation to a Yaw Damper application and explain its basic
operation

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DUTCH ROLL FILTER

17. What is Dutch Roll Frequency and provide some typical examples of aircraft frequencies

18. Identify the purpose of the “Dutch Roll Filter”

19. Explain the basic operation of the Dutch Roll Filter below and when it provide an output signal
for the Yaw Damper

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THREE AXIS AUTOPILOT

20. Refer to the Rudder Channel diagram and answer the following, in relation to function and
operation:

a. Why is their an input from the ADC (CADC)

b. What is the purpose of the 0.5s delay relay

c. Determine why there is a Flap position switch from the RATE Gyro AND Dynamic
Vertical Sensor outputs

d. Explain the function of the Bank Demand Cross-feed

e. The Dynamic Vertical Sensor has what effect on the aircraft

21. State the primary purpose of the Yaw Damper Servo Motor

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SERIES YAW DAMPER OPERATION

22. What is synchronization, in terms of the Yaw Damper Operation

23. Refer to the Series Yaw Damper Circuit below:

a. Why is their an input from the ADC to the Band Pass Filter

b. When does relay RL1 energise and de-energise

c. Identify the component which limits the Rudder deflection to 3-4 Degrees

d. During heavy crosswinds, how does the Rudder centralise

e. Briefly describe the Yaw Damper test operation

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24. Identify the components in a Yaw Damper system (B737), which provide the following
functions:

a. Rudder deflection commands to compensate for movement about the yaw axis.

b. Used the place the yaw damper system in the operating mode.

c. Indicates that the system is not engaging in the operating mode.

d. Displays rudder movement caused by yaw damper coupler commands.

e. A linear variable differential transformer (LVDT) mounted in the rudder power control
unit supplies a rudder position feedback signal to the yaw damper coupler

AUTOPILOT INTERLOCKS

25. Identify the engagement condition that an Autopilot will assume control of an aircraft

26. How can the safe engagement of an aircraft Autopilot be achieved during flight conditions
(system design approach)

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27. Analyse the Interlock circuit below and investigate the scenarios:

a. What position must the; Turn Control knob and the Mode Selector Knobs be in, prior to
engaging of the AutoPilot.

b. Determine the position that all switches are required to be in to allow AutoPilot
Engagement.

c. Is the Yaw Damper (YD) engaged if the AutoPilot (A/P) is selected

d. Is the AutoPilot (A/P) engaged if the Y/D is selected

e. What will happen if the “K2” relay is open circuit before and after the A/P has been
selected.

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f. The “k1” relay develops an open circuit before engagement of the Y/D or A/P, explain
the symptoms (circuit effect)

HYDRAULICS

28. Looking at the AutoPilot Hydraulic Actuator circuit below, determine the following:

a. Why is their a requirement for hydraulically assisted flying controls

b. Where are manual inputs fed directly to and what is the relationship to the input

c. Where are AutoPilot signals fed to

d. What drives the requirement for two LVDT

e. How does “Voting” operate

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29. Answer questions on the Transfer valve shown

a. Identify the position that the Flex Tube will be in with no electrical input

b. What causes the Spool Valve to move left or right

c. When will the Spool stop moving left or right.

30. Refer to the Power Flying Control Unit (PFCU) diagram below

a. What is the purpose of the PFCU

b. When will the AutoPilot Solenoid valve be operated

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c. In manual operation with the AutoPilot dis-engaged, how is the flying control position
maintained.

d. If the Pilots input lever is moved to the right, what pressure will be seen on the left side
of the Control valve piston (return or pressure)

e. Which direction will the control surface rod move if the input lever is moved to the
right and how far.

f. When will the Solenoid valve operate

g. Which component provides a signal to null the Transfer valve signal, once the
commanded Autopilot position has been reached.

h. How will the flight crew know that the Autopilot is moving the Flying Control surface
with the AutoPilot engaged.

i. Identify the difference between this “conventional” AutoPilot system and the Airbus
AutoPilot system

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COMMAND SIGNAL PROCESSING

31. In the Diagram below, identify where the following Command Signal Processing Takes place

1. Differentiating 2. Demodulating 3. Modulating 4. Integrating

5. Amplification 6. Limiting. 7. Gain Adjustment

8. Programming

32. What is a Discriminator and, in basic terms how do they operate.

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33. Define Quadrature Reaction and, in basic terms how it is prevented.

34. Identify what is meant by the term “Limiting” and why it is required

35. Why is it important that there is a Bank Angle and Rate Limiting capability for an Autopilot

a. Identify the component that, essentially controls the Bank Rate to 5°/sec

b. Identify the components which limit the Roll Bank Angle

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BUFFER AMPLIFIERS

36. Identify two functions or purposes of Buffer Amplifiers in an AutoPilot System

a. Isolate one stage from another and a variable load

b. Isolate one stage from another and a constant load
c. Connect one stage to another and a variable load.

37. Draw a Buffer Amplifier used for an Altitude Input for “Altitude Hold”.

38. In the Glide Slope (GS) circuit below, identify the purpose of the “Gearing” and the “Gain”
modules and how they are applied

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INTEGRATION

39. Identify the purpose of Integrators and what controls the Time Range of operation

40. Draw a simple circuit for a “Miller Integrator” and the typical response graphs, then compare
them with a standard Integrator

41. Draw a simple circuit for a “AC Amplifier Integrator” and the typical response graphs, then
compare them with a standard AC Integrator.

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42. Draw a typical “Amplified Mechanical Integrator” and compare this with a “Mechanical
Integrator”.

DIFFERENTIATORS

43. Identify the purpose of a Differentiator used in an AutoPilot System and sketch a typical
Differentiator circuit

LVDT

44. An LVDT Produces an electrical signal

a. That is inversely proportional to the Linear displacement of a moveable armature core

b. That is proportional to the Linear displacement of a moveable armature core
c. That is proportional to the Linear displacement of a static armature core

45. An LVDT has two Secondary winding or coils that are wired in

a. Series opposition
b. Series assisting
c. Parallel assisting

46. If the armature is placed precisely between the two secondary (null position) the induced
voltage in each secondary is

a. Assisting the Primary and gives a positive output

b. Opposing the Primary and gives a positive output
c. Equal and opposite to the Primary and there is no output

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47. Provide four (4) examples of the advantages of LVDT

i. ..

ii. .

iii. ..

iv. ..

48. Which of the following LVDT provides position and Rate feedback, explain your answer

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GYRO SYSTEMS

49. Identify the two types of Gyro systems used in AutoPilot Systems and state their disadvantages

a. System b. System

i. .. i..

ii. .. ii..

iii. .. iii..

iv. .. iv..

50. Explain the operation of the Rate/Displacement Gyro System

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51. In the three axis Gyro’s system, what type of gyros are used

a. Displacement Gyros
b. Rate Gyro’s
c. Vertical Gyro’s

52. How can displacement be sensed by a Rate Gyro

a. By precession by movement about its input axis

b. By Rigidity by movement about its input axis
c. By velocity and movement about its input axis

TORQUE LIMITING

53. Why do Torque limiters need to be fitted to AutoPilot Systems

54. Identify what is happening with the Torque Limiter shown

a. This is indicating shear and pressure torque loads

b. This is indicating a shear torque load
c. This is indication a normal Torque Load

55. Identify what is happening with the Electro mechanical Torque Limiter shown

a. This is indicating high torque, clutch de-energised

b. This is indicating high torque, clutch does not dis-engage
c. This is indicating normal operation

56. Identify what is happening with the Electro mechanical Torque Limiter shown

a. This is indicating high torque, clutch de-energised

b. This is indicating high torque, clutch does not dis-engage
c. This is indicating normal operation

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57. Explain the “Limit Switches” and “Stop Nuts” function in an Auto-Trim Servo Motor limiting
system

SERVO SYSTEMS

58. In the Duplex Motor Serrvo System how is a Runaway condition prevented

59. How is Hard over control limited

VERSINE SIGNALING

60. Describe what happens as an aircraft banks and the relationship between bank angle, pitch and
lift.

61. Describe how a Versine Circuit operates in terms of the Sine and Cosine signals

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62. Where are the following signals fed too (Pitch/Roll computers)

a. Cosine

b. Versine

63. What happens to the Co-sine and Versine as the aircraft:

a. Banks

b. Pitches

ATTITUDE CONTROL
(Roll Control)

64. What does the Autopilot Roll Channel operate

65. Determine what the Roll Channel circuit is achieving with the AutoPilot disengaged.

66. Identify what will happen if RL1 and RL2 are set to off (Auto-Pilot Disengaged) as the aircraft
rolls

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67. With the Auto pilot engaged, what is the purpose of the Vertical Gyro

68. What is the purpose of the Resolver signal output.

69. Analyse the circuit and determine where the transfer valve derives an error signal from, driving
the AutoPilot Actuator in a particular direction.

70. When will the error signal be reduced to zero in the roll attitude circuit with the AutoPilot
Engaged.

71. Refer to the diagram of the Roll Computer Turn Control

a. Identify the purpose of the Turn Control and what limitation device it operates with

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b. Briefly explain the function of the Rate Gyro

c. State typical bank angle limitations and the type of feedback provided by the Rate Gyro

Roll Limiters

72. Refer to the Roll Computer Circuit With Limiters below:

a. What is used in place of a Rate Gyro to Limit Roll Rates

b. Identify the location and number of sensors, which sense roll rate

c. Why are there two roll sensors (accelerometers) mounted on the upper and lower part
of the fuselage and how are they connected electrically.

d. Determine the requirement for the Lag Filter network

e. Sate typical values for Bank Angle and Roll Rate Limiters

i. ..

ii. ..

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f. After selecting the Turn from the Control panel, what provides damping to limit the
Roll Rate.

g. If an open circuit occurs between the LVDT and summing device, what will be the result

Versine Compensation

73. Why is there a requirement for Versine Compensation

74. Briefly explain Versine Compensation, in terms of it’s function.

75. Identify (by circling etc.) the Versine Control element of the Roll Computer circuit below

Pitch Channel

76. Follow and Analyse the operation of the Pitch Computer System

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a. How is the Pitch Control Servo system driven to the “Null” position.

b. What would be the result of the mechanical shaft between the Servo Motor and the CT
synchro with the Rotor and Stator field perpendicular to each other.

c. What happens to the position of the Elevators once the AutoPilot is engaged.

d. Which component detects any deviation from the Pitch Angle.

77. Look at the Attitude and Altitude Hold Pitch Computer System

a. Which modes can the system above operate in at the same time.

b. How does the system reduce excessive pitch inputs with the “Alt Hold” Mode engaged.

c. Define the “Alt Error” input to the system

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ALTITUDE HOLD AND MODES

78. Refer to the Altitude Hold Schematic below:

79. When is “Altitude Hold” normally engaged and when will it normally be automatically dis-
engaged.

80. What is the purpose of the “Chaser” circuit in the Altitude Hold sensor

81. With the “Alt Select” OR “Alt Hold” selected outline a 5- step operation of the system.

i. ..

ii. ..

iii. ..

iv. ..

v. ..

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82. From the Altitude Hold Integration of Error diagram below:

a. If the Integrator was not included in the system, identify the resulting system function.

b. What is the purpose of the Integrator.

c. Why is the output of the Integrator applied to SP3

83. Complete the Altitude Alerting Chart below and associate the warnings with the Triggers

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VERTICLE SPEED AND MODES

84. Where does the Vertical Speed reference signal originate from and where is this supplied to
(component and channel).

85. Identify the purpose and when the Vertical Speed Modes will be used.

86. List the five (5) conditions for Vertical Speed Hold Mode

i. ..

ii. ..

iii. ..

iv. ..

v. ..

87. Analyse the Vertical Speed Hold Circuit, to investigate the purpose of the following:

a. Tacho Generator

b. Clutch

c. VS Select Potentiometer

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d. Override

e. Altitude Hold Pitch wheel

f. Error Detector

88. When can VS Mode be engaged

a. With IAS Mode selected

b. No IAS Mode selected
c. With Alt Hold selected

89. Identify seven (7) conditions when automatic release will occur.

i. ..

ii. ..

iii. ..

iv. ..

v. ..

vi. ..

vii. ..

90. Describe the purpose (function) of the Horizontal Situation Indicator (HSI)

91. How is the aircraft heading read.

a. Against a Green Triangle

b. Against a Lubber Line
c. Against a Course Arrow

92. What does the Lateral Deviation Bar represent

a. Deviation against Aircraft Heading

b. Deviation against VOR Aircraft Course
c. Deviation against VOR and Localiser (LOC)

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93. State the function of the following Control Transformer (CT)

i. CT1

ii. CT2

iii. CT3
94. What is the function of the HDG Control, knob

95. Indicate on the diagram what the manual rotation of the Course Control knob re-positions

a. Course Arrow
b. Lateral Deviation Bar
c. To-From Arrow
d. Course Display
e. Rotors Of Course Resolver
f. Course Error Control Transformer CT3

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PRE-SELECT HEADING MODE

96. Describe the circuit function for a Pre-select Heading Mode

97. How does the AutoPilot respond to the Pre-Select Heading input

98. How does the Aircraft respond to the Pre-Select Heading Input

99. Label the AFDS Mode Control Panel (MCP) below

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100. How would the following functions be engaged (Function Buttons) on the MCP

a. Arming of the Auto-throttle

b. Engaging L-Nav FROM THE Flight Management Computer (FMC)

c. Show IAS in the speed window

d. Selection of Aircraft Track (TRK)

e. Flight Level Change

f. Hold Heading or Track

g. Engaging Vertical Speed Mode

h. Hold Altitude

i. Selection of Approach Mode

FLIGHT DIRECTOR

101. Briefly describe the Flight Level Change (FLCH) Mode

102. When in FLCH Mode, which channel controls the Elevators and how is the Rate of Climb Or
Descent controlled.

103. Describe what happens when the selected altitude is achieved

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104. Sketch the aircraft flight change starting from 15,000ft

VNAV AND MODES

105. What is V NAV Guidance and where is the profile guidance supplied from.

106. Identify the different V NAV Climb Modes

107. When is L NAV initially selected and what condition must be made prior to VNAV
engagement.

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108. How is any “Climb” phase initiated and what controls the VNAV speed and FMC Climb
Thrust.

109. Describe what happens when reaching the top of Climb 1 and Climb 2 phases

110. How does the initiation and transition to Climb 3 differ from the previous Climb phases.

111. When are VNAV Descent paths projected and by what.

112. Identify the Descent phases for VNAV

113. When is the initial descent target altitude set.

114. Describe the actions of the FMCS and Auto-Pilot in reaching the descent levelling-off point.

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115. How does Descent 3 differ from the previous Descent Modes

116. Following Glideslope Capture, which A/P mode must be engaged for the ILS Glide Slope to
guide the aircraft down the Glideslope path.

AUTOMATIC/ MANUAL PITCH TRIM

117. State the purpose of Automatic Pitch Trim and five (5) reasons for an out of trim condition:

i. ..

ii. ..

iii. ..

iv. ..

v. ..

118. How is Pitch Trim normally achieved

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119. Study the Pitch Trim System block diagram below and describe how it would react to an
aircraft with a constant, excessive “nose up” attitude (include the direction of the Trim)

120. Identify the Trim methods being used in the circuit below to detect an Nose Up Out of Trim
condition and indicate the direction of the Trim movement

A.
B.
C.

D.
E.
F.

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121. Complete the table below for Trim priority, methods and application

Priority Method Application (Function)

2 Electrical

This is the most common form of trimming but has the

lowest priority. It will trim at all times when the autopilot is
3 engaged. It cannot be engaged without the autopilot and is
only found in the pitch channel

122. Determine the purpose and outcomes of the following

a. Elevator Position sensor

b. ADC (IAS)

c. Level Detector

d. Priority Relay

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e. Limit Switches

f. Operation of the Trim Switch(es)

g. Failure of the IAS input

123. Refer to the Autotrim circuit below and determine the results of the following

a. The Flaps switch seized in the “Flaps Up” position

b. Constant signal to the “Brake Release” power supply line

c. Short circuit across the “Nose Up” Relay coil

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d. Seized LVDT at the Elevator Trim

e. Open circuit of the Synchro “CX”

MACH TRIM AND INDICATION

124. What is “Tuck Under” and what is this a result of

125. Identify the two main causes of “Tuck Under”

i. ..

ii. ..

126. Draw a diagram illustrating one of the causes of “Tuck Under”

127. When is Mach trim normally in operation.

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128. Review the Mach Trim circuit below and answer the following

a. At what Altitude and Speed is the Mach Trim system operational

b. When will the disengage solenoid and Mach clutch operate

c. “Free-wheeling” of the Mach Trim Clutch occurs when

d. How is the rate of the Mach Trim system regulated.

e. Identify the purpose of the capacitor “C1”.

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f. What happens if the manual Trim Wheels are operated from the Flight Deck.

g. Which component determines the direction of rotation of the actuator and the angle of
Tail Trim Incidence

h. How is operation of the Mach Trim Servo Motor confirmed to the pilots

129. Draw a diagram illustrating the requirement for Mach Trim and Elevator Trim Presures when
in the Mach region.

130. Sketch a block flow diagram summarizing the different Trim Systems (7)

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131. Define Alpha Angle Of Attack (AOA)

a. The angle between the Aircraft Chordline and Relative Air Flow
b. The angle between the Aerofoil Chordline and Relative Air Flow
c. The angle between the Flaps Chordline and Relative Air Flow

132. Identify two types of sensors used for Alpha AOA detection.

a. Moving Pressure Vane and Pressure Probe

b. Moving Vane and Torque Probe
c. Moving vane and Pressure Probe

133. Describe the operation of the Alpha Pressure Probe circuit shown

STALL WARNING

134. Determine factors which can effect the Stall speed of an aircraft and therefore the warning
of an impending stall.

135. Which type of devices can be used to alert the pilots to an imminent stall

136. Briefly describe a Stall Margin Mode system

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137. Draw a schematic diagram of Stall Margin Mode system and describe the function of:

a. AOA Sensors

b. Limited Averaging & Shaping

c. Flap position input

d. AOA Ref 1.3V

e. Servo Amp

f. Fast/Slow Pointer Output

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HEADING HOLD

138. Refer to the Heading Hold diagram and answer the following

a. How does the circuit maintain a “Null” prior to Auto-Pilot engagement and what is this
also known as.

b. Identify the positions of S1 and S3 on engagement of Heading Hold Mode

c. What happens to the Servo Motor and CT Rotor with Heading Hold selected

d. What causes the output to the Roll Computer in Heading Hold

e. How is and output to the Roll Computer prevented if the Auto Pilot is not engaged

f. In Pre-set Heading, how is the Pre-set Heading output to the Roll computer generated

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AUTOTHROTTLE SYSTEMS

139. Identify the control input signals (system) for the Auto-throttle system

140. Sketch and label the various stages and Modes of Auto-throttle operation during a flight

141. Complete the table below for the three main Auto-Throttle control Modes:

DESCRIPTION STAGE OF FLIGHT

MODE

EPR

normally used in cruise and maintains

the Mach number existing at the time
of the mode selection.

descent, holding, approach

and landing

142. Identify and list the four sub-modes:

i. ..

ii. ..

iii. ..

iv. ..

143. When can Reverse thrust be applied and operated

a. During cruise to slow the aircraft down

b. During Approach to slow the rate of descent
c. During the landing roll out following touch down

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144. What prevents the Reverse Thrust being applied at power above idle (throttles advanced
position)

a. Common sense
b. A Baulking mechanism on the throttles
c. Tell tale wire attached to the Control Wheel

145. What component or module in an Auto-throttle system provides a reference for Airspeed
and Mach.

a. Air Data Computer

b. AOA Sensors
c. Longitudinal Accelerometer

146. Which component or module in the Auto-throttle system senses a change in pitch due to a
change in the aircraft speed.

a. Accelerometer
b. Radio Altimeter
c. Vertical Gyro

147. Identify the component or module in the Auto-throttle system senses a change in velocity to
modify the throttle demand.

a. Accelerometer
b. Radio Altimeter
c. Vertical Gyro

148. Explain the requirement for the Radio Altimeter in the Auto-throttle system

149. Sketch and label a typical Throttle Servomotor arrangement

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150. Refer to the A/T Safety and Override Circuit

a. What conditions must be met before the system senses maximum thrust conditions.

b. Describe what happens if a maximum thrust signal is received by the A/T logic circuit
and when it will be de-activated.

c. Explain the function of the three idle disconnect switches

d. What ensures that the auto-throttle is dis-engaged when reverse thrust is operated

e. Identify the location of the Auto/throttle disengage switches

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151. Determine three modes of operation for the Auto-Throttle and sketch a labelled diagram of
one with a brief explanation of operation.

i. ..

ii. ..

iii. ..

iv. ..

v. ..

152. Sketch and label the nine (9) inputs to a Thrust Management computer

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AUTOLANDTRPLEX AND DUAL SYSTEMS

153. State the basic requirements of Autoland systems.

154. Which fail category would the failure of a component leave the system still functioning
without downgrading of performance for Auto Land

155. Which fail category would not endanger safety and excessive deviations from the Flight Path

156. Define the term “voting” when applied to AutoLand systems.

157. What are the two terms used in all approach categories

a. Decision Height (DH), Runway Visual Range (RVR)

b. Decision Hold (DH), Runway Visual Range (RVR)
c. Decision Height (DH), Runway Vertical Height (RVH)

158. Identify the Auto Land system

a. How many sub channels are required to control the aircraft

b. Explain the term Equalisation

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 MODULE 13.3 – AUTOPILOT WORKBOOK
c. How can this system be configured

d. If a discrepancy shows that a single channel is not engaged, can it be used for Category
3 ILS operation

159. Identify the Auto-Land System below

a. How many of the Auto-Pilots have to be engaged for Cruise and then Auto-Land
operations.

b. How many computational channels are they and what are they

c. During Auto Land, how many channels are used in total

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160. Identify the Dual system mode shown

a. If a single channel fails what will be the result

b. How are the Cruise Auto-Pilots monitored

c. In the event of No2 Auto-Pilot (engaged Auto-Pilot) during the Cruise, having a failure,
what will be the result

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161. Identify the Dual System Mode shown

a. When is the Auto-Land function performed.

b. What status is the fault operation and how many computations are performed to
generate signals to the Pitch and Roll Servos

c. How are the computed outputs monitored

d. How many failures will cause the AutoPilot to disengage or revert to a basic
configuration

e. If there is a failure of the Autoland Computation Channel 2A, what will be the result

f. With the failure of the Autoland Computation Channel 2A, what will be the result of a
failure of Autoland Computation Channel 1A

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162. Summarise the Autoland Sequence for a Triple digital flight control channel by using a flow
diagram or similar pictorial method

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