MOANTAS BASIC COURSE 1F QUESTIONNAIRE OPERATIONS TRAININGoan TAS TRAINING NOTES FOREWORD UNCONTROLLED COPY THESE NOTES ARE INTENDED FOR INSTRUCTIONAL PURPOSES ONLY AND NO REVISION SERVICE WILL BE PROVIDED TO THE HOLDER. OPERATIONS TRAININGQ.1 FILL IN THE BLANKS ACCORDINGLY AXIS (CHANNEL STABILITX LATERAL DIRECTIONAL Q.2 LOW PASS FILTER IS AN INTEGRATOR LAG FILTER LEAD FILTER DIFFERENTIAL Q.3 WHAT KIND OF INDICATOR IS USED TO REPRESENT BOTH PITCH AND ROLL ATTITUDE? Q.4 SHORT TERM OSCILLATION IS DETECTED BY THE DISPLACEMENT GYRO RATE GYRO Q.5 POSITION FEEDBACK SIGNAL Is PROPORTIONAL TO THE FLIGHT CONTROL DEFLECTION INVERSELEY PROPORTIONAL TO THE FLIGHT CONTROL DEFLECTION INVERSELEY PROPORTIONAL TO THE COMMAND INPUT 3874¢/59Q.6 WHAT KIND OF CIRCUIT IS USED TO SAFEGUARD THE "RUNWAY" CONDITION OF THE AFCS? DEFLECTOR CRIMPING LIMITER MODULATOR Q.7 WHAT IS THE MAIN PURPOSE FOR THE YAW DAMPER SYSTEM? Q.8 MACH HOLD SIGNAL IS ORIGINATED FROM cape MACEMETER MACH AIRSPEED INDICATOR Q.9 LOC SIGNAL WILL BE REVERSED WHEN AFCS OPERATES IN BACK BEAM MODE c ILS MODE VOR MODE Q.10 IN CO-ORDINATE TURN, LEFT EQUALS THE RESULTANT OF THRUST AND WEIGHT DRAG AND WEIGAT THRUST AND CENTIFUGAL FORCE CENTIFUGAL FORCE AND WEIGHT Q.11 AFTER THE CONE OF CONFUSION, THE RADIO DEVIATION SIGNAL WILL REVERSE AUTOMATICALLY HAS THE SAME SIGNAL 3574C/60Q.12 9.13 Q.14 Q.15 9.16 Q.17 Q.18 Q.19 9.20 ARE THE ALT HOLD ANF VOR SIGNALS COMPATIBLE? ARE THE G/S ARM AND ALT. HOLD SIGNALS COMPATIBLE? WHEN AOA DECREASES, THE CENTER OF LIFT WILL MOVE FRONT RET STATIONARY WHERE IS THE G/S TX LOCATED? HOW DOES IT AFFECT THE PITCH CRANNEL GAIN WHEN THE AIRCRAFT APPROACHES ALONG DOWN THE GLIDE PATH? WHERE IS THE LOC DEV SIGNAL ORIGINATED FROM? IN HDG MODE AND G/S SIGNAL FAILS, WHAT FLAGS WILL BE IN VIEW? G/s Loc BOTa F/D CMD BARS DRIVES OFF SCALE WHEN B/D OFF F/D ON WITH THE LOSS OF CMD SIGNAL WHEN THE G/A BUTTON IS PRESSED, A/P WILL BE DISENGAGED A/P SENDS SIGNALS TO COMMAND PITCH UP AND WING LEVEL G/A ANNOUNCIATION OFF 3874C/61Q.21 WHEN COMPASS FLAT IS IN VIEW VOR SIGNAL IS UNUSABLE COMPASS HDG IS UNUSABLE DG IS INOPERATIVE Q.22 AN ADI WITH TAREE DOT DEVIATION SCALE IN LOC MODE, ONE DOT REPRESENTS. 1 1/4e 2 1/29 5° Q.23 COMPASS BDG CT HAS A NULL POINT, THE HDG MARKER WILL ALIGN WITH 90° HDG 180° aDG LUBBER LINE Q.24 WHEN “ATT ONLY" IS SELECTED, COMMAND BARS IS INOPERATIVE ATTITUDE REFERENCE IS UNUSABLE PITCH UP AND RIGHT ROLL IS SIMULATED Q.25 PITCH TRIM ADJUSTMENT KNOB ON THE ADI IS TURNED PITCH COMMAND IS GIVEN TO THE AFCS ELEVATOR IS TRIMMED TO THE CORRESPONDING POSITION HORIZONTAL BAR REFERENCE IS ADJUSTED Q.26 WHEN THE COURSE DATUM CT IS ROTATED, THE COURSE ERROR SIGNAL IS GENERATED BY COURSE SELECTED WITH RESPECT TO THE COMPASS CARD LUBBER LINE DEVIATION BAR 3574C/62Q.27 WHEN THE HDG BUG IS TURNED, HDG SEL SIGNAL IS DONE BY COMPARING THE HDG SELECTED AND THE COMPASS CARD COURSE ARROW LUBBER LINE Q.28 ON A HSI WITH FIVE DOT PRESENTATION, TWO DOTS FROM THE CENTER LINE IN LOC MODE REPRESENTS 2 1/28 10° 5° Q.29 TO/FROM POINTER IS NOT PRESENTED ON LOC MODE VOR MODE INS MODE 0.30 BEAMWIDTH OF VOR IS 20° 4° eae Q.31 BEAMWIDTH OF G/s IS 20° 4° 1.4° 3574C/63INTENTIONALLY LEFT BLANKNoOANTAS CAA MULTI- AXIS RADIO COUPLED AUTOPILOTS / FLIGHT DIRECTORS (If) OPERATIONS TRAININGNoOANTAS TRAINING NOTES FOREWORD UNCONTROLLED COPY THESE NOTES ARE INTENDED FoR INGTRUCTIONAL FURROSES ONLY AEVISION SERVICE WILL Be PROVIDED 10 (HE HOLDEA This document is issued on the express condition that any part or all of its contents shall not by way of trade or otherwise, lent, re - sold hired out or otherwise circulated to any other party and/or Company without prior written permission of Qantas Airways Ltd. OPERATIONS TRAININGCAA MULTI- AXIS RADIO COUPLED AUTOPILOTS / FLIGHT DIRECTORS SECTION 1 SECTION 2 SECTION 3 SECTION 4 SECTION 5 SECTION 6 SECTION 7 SECTION 8 SECTION 9 SECTION 10 SECTION I SECTION 12 SECTION 13 BASIC COURSE IF INDEX TERMINOLOGY AND POWER OPERATED CONTROL SURFACES FUNDAMENTALS OF AUTOMATIC CONTROL ATTITUDE CHANGE SIGNAL DETECTION COMMAND SIGNAL PROCESSING / TURBULENCE PENETRATION MODES OF OPERATION - ROLL CHANNEL MODES OF OPERATION - PITCH CHANNEL SERVOMOTORS AUTOMATIC TRIM CONTROL YAW DAMPING RADIO NAVIGATION AIDS FLIGHT DIRECTORS FLIGHT DIRECTORS 2 FLIGHT DIRECTOR DISPLAYS BY CATHODE RAY TUBESINTENTIONALLY LEFT BLANKoan TAS SECTION ONELoawTas TERMINOLOGY AND POWER OPERATED CONTROL SURFACESINTENTIONALLY LEFT BLANKTABLE OF CONTENTS BASIC IF SECTION ONE TERMINOLOGY AND POWER OPERATED CONTROL SURFACES CONTENTS PAGE Mult - Axis Autopilot 1-2 Aircraft Digital Control Development 1-4 Fly - By - Wire System el Artificial Feel System 1-15AUTHORITY is expressed in terms of limits which must be placed on demanded control signals to prevent excessive attitude changes and harsh manoeuvring or runaway condition. ‘Typical examples are the application of roll demand limiter and roll demand rate limiter. The former controls the roll angle authority of ‘AFCS whereas the latter is for the rate of change of the roll angle. All the network limit depends on the mode selected, that is different operation modes have their own particular limit networks for the assigned authority. MULT-AXIS A/P With reference to the CAO 100.95, Mult-axis autopilot may be defined as it means a system which controls an aircraft about the: a) roland pitch axis; or b) roll, pitch and yaw axis, and in addition either a) or b) may have automatic pitch trim, radio coupling or be associated with a Flight Director System. COUPLE is related to the mode of operation. It is the provision of raw data input relevant to a particular flight path. It is initiated by selecting the appropriate switches on the mode selector panel. CAPTURE is related to modes associated with the selection and interception of beams from ground base radio navigation aids. Typical examples are G/S capture and LOC capture. ENGAGE in general, is referred to the engage lever which can be switched to "engaged ON position” if the engagement circuit logic is satisfied. Typical examples are the Autopilot engage bats and ‘Yaw Damper Master Switch. 1-2 GAIN is referred to the pre-adjustment of the levels of the feedback and feed forwards signals. It controls and improves mainly on the system response and performance. The response curve shows how the gain affects the response characteristics. WASHOUT is a decreasing angle of incidence from the root to the tip of a wing. This type of wing configuration is used to provide improved stall characteristics. If the angle of incidence is the greatest at the wing roots, the root sections of the wings will stall before the tips. DECISION HEIGHT (DH) is the wheel height above the runway elevation by which a go around (GA) must be initiated by the pilot unless adequate visual reference has been established and the position and approach path of the aircraft has been usually assessed as satisfactory to safely continue the approach or landing. In short, this is the point at which the pilot must be able to see to land.Output ae doubled 1.0}-47----- Gain halved Time (s) RESPONSE CURVES AUG-89 1-3AIRCRAFT DIGITAL CONTROL DEVELOPMENT Modern technology has brought about some numerous changes in aircraft flight control systems. Initially, flight control systems were purely mechanical, which was ideal for smaller, slow-speed, low- performance aircraft, because they were easy to maintain. However, as the demand for higher-performance airplanes increased, more control-surface force was required, and a hydraulic boost system was added to the mechanical control as shown in (a). This modification still maintains the direct mechanical linkage between the pilot and the control surface. This system is modified to that shown in (b). For those aircraft, the pilot cannot provide the necessary power to directly control the control surface. Aircraft became much larger, faster, heavier, and harder to control because the increased performance allowed greater variations in flight conditions and also allowed the possibility for more aircraft instability, Although all planes were originally designed to be statically stable, under certain flight conditions large changes in the longitudinal stability began to occur. At this point, the basic airframe could no longer provide all the required flight stability, and the flight control system was called upon to aid in performing this function.A stability augmentation system (SAS) was added to the hydraulic-boosted mechanical regulator system to make the aircraft flyable under all flight configurations (c). Motion sensors were used to detect aircraft perturbation and to forward electric signals to an SAS analog computer which, in turn, calculated the proper amount of servo actuator force required to counteract unwanted aircraft responses. When a higher-authority SAS was required, as with advanced aircraft, both series- and parrallel-pitch axis dampers were installed. 1-4 This so-called command augmentation system (CAS), a tracker system, as shown in (d), allowed greater flexibility in control because the parallel damper could provide full-authority travel without restricting the pilot's stick movements. ‘The next step in the evolution of flight control systems was the use of a fly-by-wire (FBW) control system shown in (e). In this design, all pilot commands were transmitted to the control-surface actuators through electric wires. ‘Thus all mechanical linkages forwarded of the servo actuators were removed from the aircraft. The FBW system offered the advantages of reduced weight, improved survivability, and decreased maintenance. Its major disadvantage was the pilot's sense of insecurity with the realisation that there was no mechanical backup to a totally electric system. However, the increased servicability was provided by using redundancy throughout the entire flight control system. Individual component reliability was also increased by replacing the older analog circuitry with newer digital hardware. The updated systems were referred to as digital flight control systems (DECS). The use of airborne digital processors further reduced the cost, weight, and maintenance of modern aircraft. Other advantages associated with newer digital equipment included greater accuracy, increased modification flexibility through the use of software changes, improved in-flight reconfiguration techniques, and more reliable preflight and postflight maintenance testing.Control surface (@) Motion % sensors Motion sensors. = (d) (A) HYDRAULIC BOOST (B) FULLY POWERED CONTROLS (C) STABILITY. AUGMENTATION SYSTEMS (SAS) (0) CONTROL AUGMENTATION SYSTEMS (CAS) (E) FLY-BY-WIRE (FBW) ( Motion sensors te) CONTROL SYSTEMS AUG-89 1-51-6 NOTESFBW | [ | Signal ly Pilot processing | (controller) | | L_ Power converters= — | 1 =a Signal —————- Engine Power ———>— wee = FLY- BY- WIRE (FBW) AND POWER - BY- WIRE (PBW) CONTROL SYSTEMS Auc-e9 1-7 Displays Sensors » 3 aPOWERED FLIGHT CONTROLS Powered flight controls are employed in high-performance aircraft, and are generally of two main types (i) power-assisted and (ii) power-operated. The choice of either system for a particular type of aircraft is governed by the forces required to overcome the aerodynamic loads acting on the flight control surfaces. In basic form, however, both systems are similar in that a hydraulically- operated servo-control unit, consisting of a control valve and an actuating jack, is connected between the pilot's controls and relevant control surfaces. The major difference, apart from constructional features, is in the method of connecting actuating jacks to control surfaces and this may be seen from the next diagram. In a power-assisted system, the pilot's control is connected to the control surface, ¢.g. control column to elevators, via a control lever. When the pilot moves the control column to initiate a climb say, the control lever pivots about point 'X’, and accordingly commences moving the elevators up. At the same time, the control valve pistons are displayed and this, allows oil from the hydraulic system to flow to the left-hand side of the actuating jack piston, the rod of which is secured to the aircraft's structure. The reaction of the pressure exerted on the piston causes the whole servo-unit, and control lever, to move to the left, and because of the greater control effort produced the pilot is assisted in making further upward movement of the elevators. In a power-operated system the pilot's control is connected to the control lever only, while the servo-unit is directly connected to the flight control surface. Thus, in the example considered, the effort required by the pilot tc ‘move the control column is simply that needed to move the contro} lever and control valve piston. It does not vary with the effor required to move the control surface which, as will be noted from the diagram, is supplied solely by servo-unit hydraulic power Since no forces are transmitted back to the pilot he has no ‘feel’ of the aerodynamic loads acting on the control surfaces. It is necessary therefore, to incorporate an ‘artificial feel’ device at a point between the pilot's controls, and their connection to the servo- unit control lever.Pressure Pressure Control valve Control lever _ Movement by pilot a POWER-ASSISTED —-==- Powered movement 4 POWER-OPERATED F-3 POWERED FLIGHT CONTROLS AUG-89 -41-10 NOTES"FLY - BY - WIRE" SYSTEM ‘Another system which may be considered under the heading of powered flight controls, is the one referred to as a ‘fly-by-wire’ control system, Although not new in concept, complete re- development of the system was seen to be necessary in recent years, as a means of controlling some highly sophisticated types of aircraft coming into service. The problem associated with such aircraft has been one of designing conventional forms of mechanical linkage to suit the complex flight control systems adopted. Thus, a fly-by-wire system, as the name very aptly suggests, is one in which wires carrying electrical signals from the pilot's controls, replace mechanical linkages entirely. In operation, movements of the control column and rudder pedals, and the forces. exerted by the pilot, are measured by electrical transducers, and the signals produced are then amplified and relayed to operate the hydraulic actuator units which are directly connected to the flight control surfaces. The next diagram illustrates the principle as applied to the operation of spoiler panels installed in the Boeing 767. For lateral control, the deployment of the panels is initiated by movement of the pilot's control wheels to the left or right as appropriate. This movement operates position transducers, in the form of rotary variable differential transformers (RVDTs) via mechanical gear drive from the control wheels. The RVDTs produce command voltage signals proportional to control wheel position and these signals are fed into a spoiler control module for processing and channel selection. The spoiler control module output signals are then supplied to a solenoid valve forming an integral part of a hydraulic power control actuator. r-ul ‘The valve directs hydraulic fluid under pressure to one or other side of the actuator piston which then raises or lowers the spoiler panel connected to the piston rod. ‘The actuator is mounted so that it pivots to allow for the required angular movement of the spoiler panel. As the actuator piston rod ‘moves, it also actuates a position transducer of the linear variable differential transformer (LVDT) type, and this produces a voltage feedback signal proportional to spoiler panel position. When the feedback signal equals the command signal, a ‘null’ condition is reached and spoiler panel movement stops. Deployment of spoiler panels for the purpose of acting as speedbrakes is initiated by movement of a speedbrake lever. The lever operates an LVDT type of transducer which produces a command voltage signal for processing by the signal control ‘module. The output signal operates the actuator in the same way as for lateral control except that the spoiler panels are deployed to their fullest extent. ‘Nulling" of the command signal is also produced in the same way. Lateral control and speedbrake signals are mixed in the signal control module to provide the proper ratio of simultaneous operation. ‘As a further advance in the ‘fly-by-wire’ concept, systems utilising fibre-optic cables for conveying commands have now been developed for use in aircraft coming into service in the very near future."RLY - BY - WIRE" SYSTEM cont'd y- 12 The principal advantage of this method is its immunity to electromagnetic interference, and the consequent elimination of heavy shielding required to protect the more conventional ‘signal wires. Ina fibre-optic cable system, signals are transmitted in the form of light through a number of glass fibres, and where applications 10 aircraft are concerned, this has given rise to the term ‘fly-by-light’ In relation to currently developed systems, however, the term is a ‘misnomer because in these systems, light transmission applies only to command signalling and not to signal processing which is performed electronically within control system computers.Hydraulic Pressure | Processed Command Signal O° Position Transducer ai Command Signat Feedback Signal yoy | 1 Power Controt —) 5 Aetuator sees | Lever i | Position Transducer ' 1 won \W ‘ 1 1 F Electrical ot Hydro-Mechanical F-4 FLY- BY- WIRE SYSTEM 1-13 Spoiler Panet AUG-891-14 NOTESARTIFICIAL FEEL SYSTEM When a hydraulic actuator is used, an artificial feel system must be provided to prevent over-control by the pilot. In the case of the ailerons, a spring force is usually adequate. However, in dealing with elevators and rudders, it is common to have not only a spring force but also to variable hydraulic force. The next diagram is a typical artificial feel system using both spring and hydraulic feel. The horizontal stabilizer and elevator system is shown, although this artificial feel could be used in the rudder or aileron systems. The hydraulic artificial feel is essentially varied as a function of airspeed. Artificial spring feel alone may be adequate at low speeds, but at high speeds greater resistance to cockpit control movement is needed to prevent overstressing the aircraft structure. Artificial feel systems serve another useful purpose. They position the cockpit controls to a neutral position when the pilot releases the ‘control wheel, column, or rudder pedals. ‘The neutral position in the case of the elevators is the position where the elevators are faired with the horizontal stabilizer. The double cam on the aft elevator control quadrant illustrates the tendancy of the artificial feel system to put the control column, and naturally the elevators, into the neutral position. If the pilot moves the control column, he must compress the spring and overcome the force exerted on the hydraulic piston. The schematic of the feel computer shows how the hydraulic pressure on the hydraulic feel piston is varied as a function of airspeed and horizontal stabilizer position. Pitot pressure is delivered to one side of the airspeed bellows and static pressure to the other. As a result, the bellows exerts a force in proportion to aircraft speed. This is exerted against the springs shown - one on top of the stabilizer position cam, the other above the metering valve. ‘The metering valve is the shaded portion of the feel computer. Metered pressure forces exerted against the upper and lower interior horizontal surfaces of the metering valve are equal and balance each other, If the metered pressure exerted against the triangular relief is enough to balance the force exerted downward against the metering valve through the spring, then the pressure line is closed off as shown. If the airspeed increases, the downward force on the metering valve increased and overcomes the metered pressure force. The pushes the metering valve down, opening the interior of the metering valve to the pressure line until the metered pressure balances the downward force on the metering valve. The metering valve is continuously opening slightly to make up for metered pressure Teakage. If the pilot moves the control column, he has to force the hydraulic feel piston up into the cylinder. To do this he must overcome the hydraulic force on the piston and push fluid out through the relief valve (the triangle on top of the metering valve). The force the pilot has to overcome essentially varies as an airspeed function, since stabilizer position is basically also an airspeed function,