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022 06 01 00 General
022 06 01 01 Definitions and control loops
(01) “Describe the following purposes of an automatic flight control system (AFCS):
— enhancement of flight controls;”
Syllabus reference BK Syllabus details and associated Learning Objectives
— reduction of pilot workload.
(02) “Define and explain the following two functions of an AFCS:
— aircraft control: stabilise the aircraft around its centre of gravity (CG);
— aircraft guidance: guidance of the aircraft’s flight path.”
(03) “Describe the following two automatic control principles:
— closed loop, where a feedback from an action or state is compared to the desired action or state;
— open loop, where there is no feedback loop.”
(04) “List the following elements of a closed-loop control system and explain their basic function:
— input signal;
— error detector;
— signal processor providing a measured output signal according to set criteria or laws;
— control element such as an actuator;
— feedback signal to error detector for comparison with input signal.”
(05) Describe how a closed-loop system may enter a state of self-induced oscillation if the system overcompensates for deviations from the desired state.
(06) “Explain how a state of self-induced oscillations may be detected and describe the effects of self-induced oscillations:
— aircraft controllability;”
Syllabus reference BK Syllabus details and associated Learning Objectives
“— aircraft safety;
— timely manual intervention as a way of mitigating loss of control;
— techniques that may be used to maintain positive control of the aircraft.”
022 06 02 00 Autopilot system
022 06 02 01 Design and operation
(01) Define the three basic control channels.
(02) “Define the three different types of autopilots:
— single or 1 axis (roll);
— 2 axes (pith and roll);
— 3 axes (pitch, roll and yaw);”
(03) “Describe the purpose of the following components of an autopilot system:
— flight control unit (FCU), mode control panel (MCP) or equivalent;
— flight mode annunciator (FMA) (see Subject 022 06 04 00);
— autopilot computer;
— actuator.”
(04) “Explain the following lateral modes:
— heading (HDG)/track (TRK);
— VOR (VOR)/localiser (LOC);
— lateral navigation/managed navigation (LNAV or NAV).”
Syllabus reference BK Syllabus details and associated Learning Objectives
(05) Describe the purpose of control laws for pitch and roll modes.
(06) “Explain the following vertical modes:
— vertical speed (V/S);
— flight path angle (FPA);
— level change (LVL CHG)/open climb (OP CLB) or open descent (OP DES);
— speed reference system (SRS);
— altitude (ALT) hold;
— vertical navigation (VNAV)/managed climb (CLB) or descent (DES);
— glideslope (G/S).”
(07) Describe how the autopilot uses speed, aircraft configuration or flight phase as a measure for the magnitude of control inputs and how this may affect precision and stability.
(08) “Explain the following mixed modes:
— take-off;
— go-around;
— approach (APP).”
(09) “Describe the two types of autopilot configurations and explain the implications to the pilot for either and when comparing the two principles:
— flight-deck controls move with the control surface when the autopilot is engaged;
— flight-deck controls remain static when the autopilot”
Syllabus reference BK Syllabus details and associated Learning Objectives
is engaged.
(10) “Describe the purpose of the following inputs and outputs for an autopilot system:
— attitude information;
— flight path/trajectory information;
— control surface position information;
— airspeed information;
— aircraft configuration information;
— FCU/MCP selections;
— FMAs.”
(11) Describe the purpose of the synchronisation function when engaging the autopilot and explain why the autopilot should be engaged when the aircraft is in trim.
(12) Define the control wheel steering (CWS) mode as manual manoeuvring of the aircraft through the autopilot computer and autopilot servos/actuators using the control column/control wheel.
(13) “Describe the following elements of CWS:
— CWS as an autopilot mode;
— flight phases where CWS cannot be used;
— whether the pilot or the autopilot is controlling the flight path;
— the availability of flight path/performance protections;
— potential different feel and control response compared to manual flight.”
Syllabus reference BK Syllabus details and associated Learning Objectives
(14) “Describe touch control steering (TCS) and highlight the differences when compared to CWS:
— autopilot remains engaged but autopilot servos/actuators are disconnected from the control surfaces;
— manual control of the aircraft as long as TCS button is depressed;
— autopilot servos/actuators reconnect when TCS button is released and the autopilot returns to previously engaged mode(s).”
(15) Explain that only one autopilot may be engaged at any time except for when APP is armed in order to facilitate a fail-operational autoland.
(16) “Explain the difference between an armed and an engaged mode:
— not all modes have an armed state available;
— a mode will only become armed if certain criteria are met;
— an armed mode will become engaged (replacing the previously engaged mode, if any) when certain criteria are met.”
(17) “Describe the sequence of events when a mode is engaged and the different phases:
— initial phase where attitude is changed to obtain a new trajectory in order to achieve the new parameter;
— the trajectory will be based on rate of closure which”
Syllabus reference BK Syllabus details and associated Learning Objectives
“is again based on the difference between the original parameter and the new parameter;
— capture phase where the aircraft will follow a predefined rate of change of trajectory to achieve the new parameter without overshooting/ undershooting;
— tracking or hold phase where the aircraft will maintain the set parameter until a new change has been initiated.”
(18) “Explain automatic mode reversion and typical situations where it may occur:
— no suitable data for the current mode such as flight plan discontinuity when in LNAV/managed NAV;
— change of parameter during capture phase for original parameter such as change of altitude target during ALT ACQ/ALT*;
— mismanagement of a mode resulting in engagement of the autopilot envelope protection, e.g. selecting excessive V/S resulting in a loss of speed control.”
(19) “Explain the dangers of mismanagement of the following modes:
— use of V/S and lack of speed protection, i.e. excessive V/S or FPA may be selected with subsequent uncontrolled loss or gain of airspeed;
— arming VOR/LOC or APP outside the protected area of the localiser or ILS.”
(20) Describe how failure of other systems may influence the availability of the autopilot and how incorrect data
Syllabus reference BK Syllabus details and associated Learning Objectives
“from other systems may result in an undesirable aircraft state, potentially without any failure indications.
Explain the importance of prompt and appropriate pilot intervention during such events.”
(21) “Explain an appropriate procedure for disengaging the autopilot and why both aural and visual warnings are used to indicate that the autopilot is being disengaged:
— temporary warning for intended disengagement using the design method;
— continuous warning for unintended disengagement or using a method other than the design method.”
(22) “Explain the following regarding autopilot and aircraft with manual trim:
— the autopilot may not engage unless the aircraft controls are in trim;
— the aircraft will normally be in trim when the autopilot is disconnected;
— use of manual trim when the autopilot is engaged will normally lead to autopilot disconnection and a risk of an out-of-trim situation.”
022 06 03 00 Flight director: design and operation
022 06 03 01 Purpose, use, indications, modes, data
(01) Explain the purpose of a flight director system.
(02) “Describe the different types of display:
— pitch and roll crossbars;”
Syllabus reference BK Syllabus details and associated Learning Objectives
— V-bar.
(03) Explain the differences between a flight director and an autopilot and how the flight director provides a means of cross-checking the control/guidance commands sent to the autopilot.
(04) “Explain why the flight director must be followed when engaged/shown, and describe the appropriate use of the flight director:
— flight director only;
— autopilot only;
— flight director and autopilot;
— typical job-share between pilots (pilot flying (PF)/pilot monitoring (PM)) for selecting the parameters when autopilot is engaged versus disengaged.”
(05) Give examples of different scenarios and the resulting flight director indications.
(06) Explain that the flight director computes and indicates the direction and magnitude of control inputs required in order to achieve an attitude to follow a trajectory.
(07) Explain how the modes available for the flight director are the same as those available for the autopilot, and that the same panel (FCU/MCP) is normally used for selection.
(08) “Explain the importance of checking the FMC data or selected autopilot modes through the FMA when using
the flight directors. If the flight directors are showing”
Syllabus reference BK Syllabus details and associated Learning Objectives
incorrect guidance, they should not be followed and should be turned off.
022 06 04 00 Aeroplane: flight mode annunciator (FMA)
022 06 04 01 Purpose, modes, display scenarios
(01) Explain the purpose of FMAs and their importance being the only indication of the state of a system rather than a switch position.
(02) “Describe where the FMAs are normally shown and how the FMAs will be divided into sections (as applicable to aircraft complexity):
— vertical modes;
— lateral modes;
— autothrust modes;
— autopilot and flight director annunciators;
— landing capability.”
(03) Explain why FMAs for engaged or armed modes have different colour or different font size.
(04) “Describe the following FMA display scenarios:
— engagement of a mode;
— mode change from armed to becoming engaged;
— mode reversion.”
(05) “Explain the importance of monitoring the FMAs and announcing mode changes at all times (including when selecting a new mode) and why only certain mode
changes will be accompanied by an aural notification or”
Syllabus reference BK Syllabus details and associated Learning Objectives
additional visual cues.
(06) Describe the consequences of not understanding what the FMAs imply or missing mode changes, and how it may lead to an undesirable aircraft state.
022 06 05 00 Autoland
022 06 05 01 Design and operation
(01) Explain the purpose of an autoland system.
(02) “Explain the significance of the following components required for an autoland:
— autopilot;
— autothrust;
— radio altimeter;
— ILS receivers.”
(03) “Explain the following terms (reference to CS-AWO ‘All Weather Operations’):
— fail-passive automatic landing system;
— fail-operational automatic landing system;
— fail-operational hybrid landing system;
— alert height.”
(04) “Describe the autoland sequence including the following:
— FMAs regarding the landing capability of the aircraft;
— the significance of monitoring the FMAs to ensure the automatic arming/engagement of modes
triggered by defined radio altitudes or other”
Syllabus reference BK Syllabus details and associated Learning Objectives
“thresholds;
— in the event of a go-around, that the aircraft performs the go-around manoeuvre both by reading the FMAs and supporting those readings by raw data;
— during the landing phase, that ‘FLARE’ mode engages at the appropriate radio altitude, including typical time frame and actions if ‘FLARE’ does not engage;
— after landing, that ‘ROLL-OUT’ mode engages and the significance of disconnecting the autopilot prior to vacating the runway.”
(05) Explain that there are operational limitations in order to legally perform an autoland beyond the technical capability of the aircraft.
(06) “Explain the purpose and significance of alert height, describe the indications and implications, and consider typical pilot actions for a failure situation:
— above the alert height;
— below the alert height.”
(07) “Describe typical failures that, if occurring below the alert height, will trigger a warning:
— all autopilots disengage;
— loss of ILS signal or components thereof;
— excessive ILS deviations;
— radio-altimeter failure.”
(08) Describe how the failure of various systems, including systems not directly involved in the autoland process,
Syllabus reference BK Syllabus details and associated Learning Objectives
can influence the ability to perform an autoland or affect the minima down to which the approach may be conducted.
(09) Describe the fail-operational hybrid landing system as a primary fail-passive automatic landing system with a secondary independent guidance system such as a head-up display (HUD) to enable the pilot to complete a manual landing if the primary system fails.