YOUR ASSESSMENT PAPER

EASA MODULE 13 (13/4)

B2

AUTOPILOTS
To be completed after studying the appropriate parts of
module 13 Avionic Systems

It is recommended that you take this paper as if it is

an actual CAA examination. After-all, it is a learning
tool and the more you get used to doing multi
choice papers the more comfortable you will feel
when doing the actual CAA exam.

Set your time limit (1.3 minutes per question),

complete the paper then check your answers with
those given at the back. Check that you understand
the correct answer for those questions that you
made an incorrect response to.
Licence by Post EASA 66 13/4

MODULE 13.3 – AUTOFLIGHT – ASSESSMENT 2 (books 8 to 11) ISSUE 1

MULTIPLE CHOICE PAPER

1. An autopilot slip-skid sensor signal goes primarily to the:

(a) Rudder channel.

(b) Aileron channel.
(c) Elevator channel.

2. Automatic trim is used to:

(a) Maintain level flight.

(b) Prevent standing loads on the elevator.
(c) Allow full authority to be regained by the ailerons.

3. The electrical signal from a dynamic vertical sensor during a coordinated

turn will:

(a) Assist the turn.

(b) Oppose the turn.
(c) Be zero.

4. If a localiser signal only is fed to the roll channel of an aircraft towards

the outer limit of the beam the aircraft will:

(a) Fly in a circle.

(b) Oscillate about the centre of the beam.
(c) Fly parallel to the beam.

5. When flying through a VOR cone of confusion the signals used by the
AFCS are:

(a) VOR beam, heading and course select error.

(b) Course select error and drift angle.
(c) Course select error and bank angle.

6. During an ILS landing the aircraft usually captures:

(a) Localiser before glideslope.

(b) Glideslope before localiser.
(c) Localiser and glideslope simultaneously.

7. In an AFCS system using autotrim, movement of the pitch switch:

(a) Will move both control column and trim wheels.

(b) Moves the control column only.
(c) Moves the trim wheels only.

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8. In the Approach mode and after glideslope capture, the altitude hold
facility:

(a) Continues to provide additional pitch control signals.

(b) Provides pitch control signals only when the aircraft flies above or
below the beam.
(c) Is inoperative because the signals from altitude hold are
automatically switched out when the beam is captured.

9. The autopilot may capture a new altitude with:

(a) IAS hold only engaged.

(b) All pitch locks engaged.
(c) IAS or vertical speed lock engaged.

10. A compatible mode in turbulence penetration is:

(a) VOR.
(b) Heading.
(c) Altitude Hold.

11. The versine signal is attenuated according to:

(a) Airspeed.
(b) Altitude.
(c) Mach No.

12. With autopilot engaged in a turn the compass signal is:

(a) Maintained.
(b) Disconnected.
(c) Attenuated.

13. Prior to GS capture the control of the pitch channel can:

(a) Only be by the beam deviation signal.

(b) Be from any other pitch mode.
(c) Not be from any other pitch mode.

14. Go-Around is selected on the:

(a) Mode Select Panel.

(b) Throttles.
(c) ADI.

15. With Altitude Hold engaged a pitch error signal will:

(a) Reduce to zero over a period of time.

(b) Is not fed to the control channel.
(c) Increase over a period of time.

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16. What is runway heading known as:

(a) QBN.
(b) QDM.
(c) QDR.

17. To ensure the operation of autopilot GS coupling:

(a) Select VOR frequency.

(b) Disengage beam switch and select localiser frequency.
(c) Select localiser frequency and GS beam switch.

18. During pitch limiting in Altitude Hold mode, the signal is combined
with:

(a) Altitude error.

(b) Pitch reference from the VG synchro.
(c) Surface position feedback.

19. Prior to glideslope capture which pitch mode controls the aircraft?

(a) Any engaged pitch mode other than GS.

(b) A pitch mode can be used in some conditions.
(c) No pitch mode.

20. When the autopilot is engaged in Heading Hold, if a turn is demanded

through CWS the compass signal will be:

(a) Maintained.
(b) Disconnected.
(c) Integrated.

21. With glideslope armed the control of the pitch channel can:

(a) Only be by the engaged mode when deviated from the beam.
(b) Be by an additional pitch channel.
(c) Not be from any pitch mode.

22. VOR Over Station Sensor is activated by:

(a) Deviation Error.

(b) Rapid Course Error change.
(c) Radio Rate.

23. After Localiser Capture, washout of the standing error signal is carried
out on:

(a) Course Select Error.

(b) Beam Deviation.
(c) Drift Angle.

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24. Glideslope Deviation signals are:

(a) Positive dc only.

(b) Phase sensitive ac.
(c) Polarity sensitive dc.

25. When the airflow over the wing reaches Mach 1 the Centre of Pressure:

(a) Disappears entirely.

(b) Moves forward.
(c) Moves rearward.

26. Coordinated turns are achieved by:

(a) Yaw rate gyro signals.

(b) Aileron to rudder cross feed circuits.
(c) Aileron to elevator cross feed circuits.

27. In a parallel connected servo system:

(a) Both the primary control surfaces and the pilot’s controls are
operated.
(b) Either the primary or the secondary control surfaces are operated.
(c) The primary control surfaces operate without movement of the
pilot’s controls.

28. When operating in turbulence mode:

(a) The gain of the control channels is increased.

(b) Autopilot authority is increased.
(c) The gain of the control channels is decreased.

29. A Mach trim system is provided to:

(a) Counteract the nose down tendency of an aircraft at high Subsonic

Mach numbers.
(b) Counteract the nose up tendency of an aircraft at high Subsonic
Mach numbers.
(c) Prevent the movement of the Centre of Pressure.

30. The purpose of interconnecting a stabiliser trim motor circuit with a flap
position switch is to:

(a) Prevent motor operation while the flaps are being extended to a
selected position.
(b) Change the speed of the motor according to flaps up or down.
(c) Allow the motor to drive the stabiliser leading edge to fully up
position when the flaps are selected down.

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31. The signal to the pitch channel of an autopilot during a turn is obtained
from the:

(a) Roll rate gyro.

(b) Compass coupler.
(c) Versine generator.

32. The dynamic effects on an aircraft’s control surfaces are such that in
order to achieve a given angular displacement:

(a) Less control surface movement is required with increasing speed.

(b) More control surface movement is required with increasing speed.
(c) The control displacement must be the same at all airspeeds.

33. An autopilot yaw damper switch controls the:

(a) Elevator channel.

(b) Rudder channel.
(c) Aileron channel.

34. In a coordinated turn the total lift will equal:

(a) The resultant of total weight and centripetal force.

(b) L cos Ø.
(c) The vertical dynamic sensor output.

35. When an aircraft yaws to the left the yaw damper will apply corrective
rudder to:

(a) The right.

(b) The left.
(c) Move the tail to the right.

36. Versine is:

(a) Cos Ø – 1.
(b) 1 – cos Ø.
(c) 1 + cos Ø.

37. Versine can be generated using a:

(a) Torque receiver.

(b) Resolver.
(c) Control transformer.

38. When entering a banked turn to the right under autopilot control, the
aileron to rudder cross feed will apply:

(a) Right rudder.

(b) Left rudder.
(c) Elevator to move nose up.

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39. The cause of nose tuck at high subsonic mach numbers is:

(a) Shock waves at the wing roots.

(b) Increase in downwash at the high tail.
(c) Shock waves at the wing tips.

40. Dutch roll is an oscillatory motion about the:

(a) Roll and pitch axes.

(b) Yaw and roll axes.
(c) Pitch and yaw axes.

41. When an aircraft is turning left in a coordinated turn:

(a) Left rudder is applied.

(b) Right rudder is applied.
(c) Rudder is centred.

42. Servo tabs are used to:

(a) Maintain the aircraft in level flight.

(b) Reduce aerodynamic loads on the control column.
(c) Increase sensitivity of control surfaces.

43. The operating limits of Mach trim are:

(a) Set by the manufacturer of the aircraft.

(b) Adjusted from the flight deck to suit prevailing conditions.
(c) Adjusted on maintenance checks.

44. In an AFCS which of the following does not control through the autopilot
channel:

(a) Touch control steering.

(b) Control wheel steering.
(c) Turn control steering.

45. In a Yaw Damper system the rudders response to airspeed is:

(a) Inverse.
(b) Proportional.
(c) Unchanged.

46. A two-speed horizontal stabiliser servomotor operates on high speed:

(a) When flaps are not retracted.

(b) At high aircraft speeds.
(c) Near stall conditions.

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47. An Angle of Attack sensor is used for:

(a) Maintain the aircraft at a specific angle of attack.

(b) Mach Trim.
(c) Alpha Protection.

48. Stabiliser/elevator directions for aircraft nose down are:

(a) Stabiliser up/elevator down.

(b) Stabiliser up/elevator up.
(c) Stabiliser down/elevator down.

49. An Auto Trim system controls the aircraft about the:

(a) Vertical axis.

(b) Longitudinal axis.
(c) Lateral axis.

50. A Versine signal is generated when the aircraft is:

(a) Pitching.
(b) Rolling.
(c) Yawing.

51. When the aircraft is yawing the Yaw Damper signal to the rudder
channel is:

(a) Derived yaw rate.

(b) Roll and yaw displacement.
(c) Filtered band pass yaw rate.

52. The Horizontal Stabiliser controls the aircraft about the:

(a) Roll axis.

(b) Pitch axis.
(c) Normal axis.

53. Neutral Shift sensors provide signals with reference to:

(a) Stabiliser and elevator position.

(b) Elevator command position and pitch attitude.
(c) Elevator and aileron positions.

54. In a full-time Mach trim system, the system computes:

(a) Aircraft Mach number.

(b) Pitch attitude.
(c) IAS.

-7-
55. In a coordinated turn, signals used are:

(a) Heading error and yaw rate.

(b) Heading error and roll angle.
(c) Derived yaw rate and detected yaw rate.

56. ‘Alpha’ is computed from:

(a) Angle of Attack sensor signal.

(b) Pitch attitude.
(c) IAS.

57. Mach trim is proportional to:

(a) Mach No.

(b) IAS.
(c) Altitude.

58. In a yaw damper system an increase in airspeed causes gain to:

(a) Decrease.
(b) Increase.
(c) Remain the same.

59. In a Yaw Damper the frequencies attenuated are:

(a) All except a narrow band of low frequencies.

(b) All frequencies.
(c) None.

60. How is the Angle of Attack measured?

(a) Chord line to airflow.

(b) Bottom of wing surface to airflow.
(c) Chord line to longitudinal axis.

61. When TURB is selected:

(a) Command signal is reduced 50% and manual modes only are
available.
(b) Channel gains are increased and manual modes only are available.
(c) Command signal is reduced 50% and all pitch modes are available.

62. The signals to the rudder channel for a coordinated turn are:

(a) Heading and yaw rate.

(b) Roll rate and yaw rate.
(c) Computed yaw rate and derived yaw rate.

-8-
63. A shock wave is a very thin region in which there is a decrease of:

(a) Temperature.
(b) Velocity.
(c) Pressure.

64. When the AFCS is operating in the localiser mode, the yaw damper is
supplied with signals from:

(a) Aileron control channel through a cross-feed circuit.

(b) Course error circuits.
(c) Rudder channel.

Rotorcraft

65. A series actuator has:

(a) Unlimited authority.

(b) Limited authority (eg 10%).
(c) Limited authority (eg 50%).

66. The speed of operation of a series actuator compared to a parallel

actuator is:

(a) Faster.
(b) Slower.
(c) Same speed.

67. A series actuator will cause movement of the:

(a) Pilot’s control only.

(b) Pilot’s control and the control run.
(c) Control run only.

68. A parallel actuator is activated at typically:

(a) 100% of series actuator at typically.

(b) 25% of series actuator authority.
(c) 25% of pilot’s authority.

69. When operated, anti-torque pedal micro-switches will:

(a) Disengage the yaw channel.

(b) Disengage heading hold.
(c) Operate the yaw to collective cross-feed.

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70. In a yaw channel with heading hold, the yaw synchroniser circuit
operates when the:

(a) Channel is engaged.

(b) Pilot takes his feet off the pedals.
(c) Pilot puts his feet on the pedals.

71. The signal produced by the CG trim control is algebraically combined

with the:

(a) Actual pitch attitude only.

(b) Desired pitch attitude only.
(c) Actual and desired pitch attitude.

72. A Stability Augmentation System (SAS):

(a) Combats the helicopters inherent stability.

(b) Combats the helicopters inherent instability.
(c) Always includes heading hold.

73. In a helicopter control channel the force gradient spring:

(a) Provides a limit to the control movement.

(b) Provides a zero datum about which control movements occur.
(c) Will be operative under all channel conditions.

74. A null indicator is a:

(a) Moving coil meter.

(b) Servoed meter.
(c) Ratiometer instrument.

75. In the AFCS, when two channels are engaged in roll, if a hardover occurs
in one actuator what indications will show:

(a) Both API’s fluctuate.

(b) One API shows a hardover, the other API fluctuates.
(c) One API shows a hardover in one direction while the other API
shows a hardover in the other direction.

76. Stick Trim acts in:

(a) Pitch.
(b) Pitch and roll.
(c) Roll.

- 10 -
77. When VOR/LOC mode is engaged the helicopter is controlled in:

(a) Roll axis.

(b) Roll and pitch axes.
(c) Roll and yaw axes.

78. In a typical AFCS the units consist of:

(a) VG, horizontal rate gyro, amplifier.

(b) VG, three axes rate gyros, amplifier.
(c) VG, DG, amplifier.

79. The Actuator Position Indicator is centred by:

(a) Moving the cyclic stick.

(b) Operating the Force Trim Release and adjusting the collective
lever.
(c) Operating the Force Trim Release and moving the cyclic stick.

80. In a helicopter autopilot:

(a) Barometric capsules control altitude hold; Rad Alt controls height
hold.
(b) Barometric capsules control height; Rad Alt controls altitude.
(c) Barometric capsules control both height and altitude holds.

”””””””

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Licence By Post EASA 66 13/4

MULTI CHOICE ANSWER PAPER ISSUE 1

Name ………………………………… Student number ………… Date …………

Subject Autoflight 13.3

Assessment number 2 of 3

A B C A B C A B C A B C A B C
1 21 41 61 81

2 22 42 62 82

3 23 43 63 83

4 24 44 64 84

5 25 45 65 85

6 26 46 66 86

7 27 47 67 87

8 28 48 68 88

9 29 49 69 89

10 30 50 70 90

11 31 51 71 91

12 32 52 72 92

13 33 53 73 93

14 34 54 74 94

15 35 55 75 95

16 36 56 76 96

17 37 57 77 97

18 38 58 78 98

19 39 59 79 99

20 40 60 80 100
LBP Multiple choice answers (answers should be checked)

Module 13/4 – Autoflight

Q1 a Q51 c
Q2 b Q52 b
Q3 c Q53 a
Q4 a Q54 b
Q5 b Q55 c
Q6 a Q56 a
Q7 a Q57 a
Q8 c Q58 a
Q9 c Q59 a
Q10 b Q60 a
Q11 a Q61 a
Q12 b (sync) Q62 c
Q13 b Q63 b
Q14 b Q64 a
Q15 a Q65 b
Q16 b Q66 a
Q17 c Q67 c
Q18 b Q68 b
Q19 a Q69 b
Q20 b Q70 c
Q21 a Q71 c
Q22 c Q72 b
Q23 a Q73 b
Q24 b Q74 a
Q25 c Q75 c
Q26 b Q76 b
Q27 a Q77 a
Q28 c Q78 c
Q29 a Q79 c
Q30 b Q80 a
Q31 c
Q32 a
Q33 b
Q34 a
Q35 a
Q36 b
Q37 b
Q38 a
Q39 a
Q40 b
Q41 a
Q42 b
Q43 a
Q44 a
Q45 a
Q46 a
Q47 c
Q48 a
Q49 c
Q50 b