©-.

, Air Service Training (Engineering) Limited

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Module No: 13 Systems

1 13.01a Control about the normal or vertical axis is achieved by:

a tailerons
b rudders
c elevons

2 13.01a Servo tabs are used to:

a trim the aircraft due to a weight/aerodynamic imbalance
b reduce the pilots effort in moving the control surface
c reduce the aerodynamic balance on all moving tailplanes

3 13.01a Slats are used on aerofoils to:

a decrease the stalling speed and increase the angle of attack
b increase the stalling speed and decrease the angle of attack
c delay airflow separation at the transition point

4 13.01a Spoilers are fitted:

a in conjunction with ailerons to create a wing lift differential
b to increase the lift of the wings in banked turns
c in conjunction with thrustreversers to increase the brakes effectiveness

5 13.01b The incipient shockwave forms:

a when the body is moving at the speed of sound
b at the critical mach no
c when the transonic speed has been achieved

6 13.01b Airflow behind the shockwave when the aircraft is flying at its critical
mach no is:
a supersonic
b transonic
c subsonic

7 13.01c Pitch angle is the angle:

a between the chord line ofthe rotor blade and a horizontal centre line through the
rotor hub
b formed between the span wing centre line of the blade and the tip path plane
c between the relative airflow and the chord line of the rotor blade

8 13.01c Operation of the cyclic wiil:

a increase the lift of the individual blades
b tilt the disc with no increase in thrust
c decrease the total thrust produced

Paper No: 13fASTf05f1

 © ,Air Service Training (Engineering) Limited

Module No: 13 Systems

9 13.01c Movement of the collective control will:

a increase the pitch of the tail rotor
b increase the pitch of the main rotor' blades
c tilt the disc and increase engine power

10 13.01 c A helicopter witl, a clockwise rotating main rotor (viewed from above):
a will require the tail rotor to be on the left
b increase tail rotor thrust to turn to the right
c the tail rotor to be at 0° pitch when the pedals are in neutral

11 13.02a A fuselage construction where the skin carries all of the loads is known
as:
a semi-monocoque
b monocoque
c semi-stressed

12 13.02a An aircraft structure with multiple load paths is known as:

a fail safe
b safe life
c monocoque

13 13.02a Cantilever construction is structure supported at:

a each end and in the centre
b one end only
c each end

14 13.02b A panel at STN+88/WL-12 is located:

a 88 units rearward of the aircraft datum and 12 units above the water line datum
b 88 units rearward of the datum and 12 units below the water line datum
c 88 units forward of the aircraft vertical centre and 12 units below the waterline
datum

15 Bonding together of dissimiiar metals is sometimes unavoidable. In the

case where a requirement would necessitate such contact:
a surfaces must be insulated using a chromate film
b surfaces are separated by sacrificial plate and compatible conducting part
c after dry assembly, apply polysulphide to prevent moisture ingress

Paper No: 13/AST/05/1

 © Air Service Training (Engineering) Limited

Module No: 13 Systems

16 13.02b When attaching more than one jumper or ground lead terminal to
structure with a single fastener:
a place the smallest terminal nearest the structure, covered by a spacer, with the
others, to a maximum of six, stacked in increasing size
b install the largest terminal nearest the structure, with the others, to a maximum of
four, stacked and fanned in decreasing size
c connect the largest terminal nearest the structure with the others, to a total of
three, stacked symmetrically in any order

17 13.03 The roll-down state switch in a typical flight control computer is designed
to:
a roll down the trim integrator output to zero allowing the aircraft to wings level from
an angle of up to ten degrees
b roll down the attitude integrator output to zero allowing the aircraft to wings level
from an angie of up to five degrees
c apply a nose down signal to the aircraft within two seconds of main wheel
touchdown during autoland

18 13.03 A control wheeJaction in roll, with the autopilot engaged, operates a

transducer which outputs a signal:
a to cancel attitude hold and feed a supply allowing the pilot gradual and increasing
bank angle control
b which disengages the autopilot allowing total manual freedom of operation and
requires no re-engage action on completion
c which causes the aircraft to roll wings level through a supply feeding to a point
between the roll rate limiter and the EHSV, allowing the pilot total freedom of
control

19 13.03 Capture of a localiser beam is normally dependent on a change of bank

angle command based on:
a airspeed, deviation and altitude
b attitude, distance from transmitter and runway heading
c ground speed, intercept angle and distance from the beam

20 13.03 A versine signal is typically fed from the roll channel:

a to adjust the roll angle to suit the approach turn during autoland
b and modified by True Air Speed(TAS) and flap position signals to adjust for loss of
lift during a turn
c and modified by aircraft attitude and pitch rate signals to limit the pitch angle
during approach

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© ,Air Service Training (Engineering) Limited

Module No: 13 Systems
21 13.03 The Dutch roll filter used on most yaw damper systems operates with a
demodulator and modulator in series, between which is an electronic
circuit. This circuifis a:
a wide band pass filter featuring an integrated output­
b wide band pass filter featuring a differentiate output
c narrow band filter featuring a differentiate output

22 13.03 Engaging the autopilot in 'command' mode puts it in:

a 'heading hold' if the flight direction is in 'go around'
b 'fJight level' change if the flight director is in 'glideslope'
c 'speed' if the flight director is in 'take-off'

23 13.03 In a typical lateral central control actuator, the pressure regulator

module is designed to:
a allow manual control inputs to override the autopilot inputs
b limit the amount of detent piston movement so that the controls remain within safe
working limits
c allow control of the input crank backdrive so that excessive stick movement is
limited

24 13.03 During tests on the yaw damper servo actuator, the output shaft
constantly over-runs its desired displacement. A probable cause is that
the:
a detent spring has lost its tension
b position LVDT (linear variable differential transformer) is out of tolerance
c the rate feedback circuit is open-circuit

25 13.03 In a typical autothrottle system the selection of a VNAV (Vertical

Navigation) dormant mode causes:
a the pitch channel to command to a target descent rate in throttle speed control
b an FMC (Flight Management Computer) generated signal to control altitude hold in
cruise
c the throttles to drive to minimum position for maximum descent rate

26 13.03 The ICAD. weather category 3A is operation down to:

a and along the surface of the runway without external reference
b 60 meters and RVR (runway visual range) 800m
c and along the surface of the runway with RVR of 100m

27 13.03 Flare control at touchdown requires an additional:

a nose down bias signal to ensure steering
b nose up bias signal to maintain flare and provide aerodynamic braking
c controlling signal to cancel flare and operate ground spoilers for braking

Paper No: 13/AST/05/1

 © Air Service Training (Engineering) Limited

Module No: 13 Systems

28 13.03 If the Go Around is initiated when the aeroplane is on autoland the:

a pitch channel may revert to lAS hold
b roll channel will inject a signal to produce a wings level command
c aircraft's speed will be set to 0.3Vs

29 13.03 During descent towards a destination airport the signal processing will
cause FMC (flight management computer) initiated VNAV idle. The
throttles will retard to:
a N1 'MIN' if cowl anti-icing is selected
b the aft mechanical stops only if cowl anti-icing is selected
c N1 'MIN' under normal circumstances

30 13.03 In order for a fail operational airborne landing system to meet the
authority requirements it must have:
a a standby main power system on each engine with redundancy protection on each
hydraulic pump
b a totally isolated hydraulic and electrical supply separate for each computer and
actuator
c a cross connected and switchable AC and DC electrical power source

31 13.03 Rollout control on completion of an autoland manoeuvre is:

a achieved through manual operation of the steering wheel when the aircraft speed
has reduced below, typically, 80 knots
b pilot pedal controlled using a para-visual display system
c automatically engaged through yaw axis control, localiser signals and nose wheel
steering

32 13.03 When an aircraft with autopilot engaged and 'approach' armed, captures
a localiser beam at an angle of 90 0 with 2 dots of deviation turn demand
will:
a not occur because the 'fly to beam' and 'QDM' (runway heading) signals will be off
equal magnitude and in opposition
b cause the aircraft to change heading towards 'QDM'
c follow the commands of the localiser signal, it being the greater

33 13.03 Operation of the force trim switch in a typical helicopter autopilot

system:
a removes forces in the cyclic while it is repositioned
b causes the coilective to drive to a new datum
c drives the cyclic pitch and roll VG's to a new datum

Paper No: 13/ASTf05/1

 ©Air Service Training (Engineering) Limited

Module No: 13 Systems

34· 13.03 Using a. series actuator SAS (Stability Augmentation System):

a the cockpit control is driven by the control surface
b an artificial feel system stops sticK movement
c the parallel actuator can be moved to re-instate authority

35 13.03 The authority of a series actuator:

a is dependent on its speed of operation
b cannot be limited because it drives the cyclic stick in control
c is always limited to approximately 10% of total control travel

36 13.03 Comparators are often used in autopilot channels to check outputs from
amplifiers. Additionally, checks may be done on:
a trim control and vertical gyro units
b beeper valve and memory units
c modulated and rate outputs

37 . 13.03 Many stability systems feature two lane inputs where:

a lane 1 is in follow-up while lane two controls
b both lanes share the input to the servo valve
c lane 1 controls while lane two is in foi/ow-up

38 13.03 In a typical two lane contro/system a beeper trim signal will:

a always change the memory of lane 1
b use the main servo valve with beeper valve back-up
c only ever be used with stick operation

39 13.04 The waveguide connected to the transmitter of a 1OGhz radar will have
a cut offwavelength of:
a 1cm
b 1.5cril
c 3cm

40 13.04 The choke joint utilises transmission line principles in order to:
a make the guide wall appear continuous to RF (Radio Frequency) radiation
b join two waveleguides of different wavelengths
c act as a transformer to match waveguides of different impedances

41 13.04 A primary radar transmits a pulse duration of 10 microseconds. The

video bandwidth should ideally be at least:
a 100Mhz
b 200khz
c 100khz

Paper No: 13/AST/05/1

 ©Air Service Training (Engineering) Limited

Module No: 13 Systems

42 13.04 The Gunn effect oscillator uses the principie of:

a frequency modulation
b velocity modulation
c gyromagnetic resonance

43 13.04 The maximum range of a weather radar is set to 100 nautical miles.
The minimum pulse recurrence period (PRP) forthis setting is 1236 I-ls.
However, the PRP is set to 5000 I-l secs. This is:
a reduce the chance of second trace returns
b eiiminate echoes from unwanted close targets
c ' enable a wider beam width to be employed

44 13.04 A primary radar equipment transmits pulses of 3/lsecond duration. The

minimum range wili be approximately:
a Y2 nautical miles
b 1/3nautical miles
c Y4 nautical miles

45 3.04 The main purpose of an RF Amplifier in a superhet R x is to:

a amplify the RF
b eliminate Adjacent Channel interference
c improve the signal to noise ratio

46 13.04 !n an amplitude modulation diode detector, the purpose of capacitor

across the detector load is to:
a smooth the dc output
b decouple the load at the intermediate frequency
c provide a long CR network at the audio frequency

47 13.04 In order to receive an AMtransmission, an High Frequency Single Side

Band R'>(:
a needs an IF filter with 6 kHz bandwidth
b must have its Beat Frequency Oscillator switched on
c must be selected to Lower Side Band

48 13.04 Using negative feedback in an amplifier will:

a reduce the gain and reduce the bandwidth
b reduce the gain and reduce the internal noise
c increase the gain and increase the bandwidth

Paper No: 13/AST/05/1

 ©, Air Service Training (Engineering) Limited

Module No: 13 Systems

49 13.04 A break in the co-ax between the Very High Frequency (VHF)
transmitter and aerial will cause a high Voltage Standing Wave Ratio
(VSWR) at the:
a aerial
b transmitter
c aerial and the transmitter

50 13.04 A frequency tolerance check is carried out on a Very High Frequency

(VHF) transmitter, the output is measured at 127.005N1Hz for a selected
frequency of 127MHz, the transmitter is:
a within tolerance for 25KHz channel spacing
b within tolerance for 8.33KHz channel spacing
c out of tolerance for 25KHz channel spacing

51 13.04 It is not possible for the First Officer to transmit on VHF1 and VHF2 at
the same time. This is because:
a both VHF systems have interlocks .
b the station box transmitter selector switches are mechanically interlocked
c the Captain operates VHF1, the First Officer uses VHF2

52 13.04 In a CVR system, Hot Mics:

a get their supply from the selected transmitter via the Intercom - R/T switch
b relate to all microphones on the aircraft
c are as selected by the Boom Mack switches

53 13.04 if the boom headsets use carbon microphones, where does the
polarising supply come from when the Captain wishes to use the PA?
a The Summing Amplifier
b The PA Unit
c The Intercom Amplifier

54 13.04 In a High Frequency (HF) wire aerial system the weak link is:
a usually fitted inside the Aerial Tuning Unit (ATU)
b interchangeable with the hard pin
c normally found as part of the tension unit

55 13.04 The SELCAL system provides:

a visual and aural notification oniy of an aircraft wishing to communicate with a
ground station
b aural notification only of a ground station wishing to communicate with an aircraft
c visual and aural notification of a ground station wishing to communicate with an
aircraft

Paper No:i 3/AST/05i1

 © h\ir Service Training (Engineering) Limited

Module No: 13 Systems

56 13.04 In a large public transport aircraft, which has dual High Frequency (HF)
and two HF antennas, an interlock system is fitted. One of the reasons
why is to:
a allow one antenna to receive and the other to transmit
b switch off HF2 when HF1 transmits
c earth and disconnect HFI antenna when HF2 transmits

57 13.04 The corrections which are applied to the .gyro torque motors in an INS
(Inertial Navigation System) are:
a gravity and corioiis accelerations only
b earth rate centr/petals and gravity orily
c earth rates and vehicle rates only

58 13.04 To preventfalse indications by platform mounted pendulous

accelerometers:
a a vertical gyro unit is used for stabilisation
b a rate integrating gyro output wiil mot~r the platform level
c rapid erection electrolytic switches ensure platform stability

59 13.04 The Manual/Glideslope'mode is selected for use under 3 different

conditions. One of these is:
a. to force aglideslope or LOC (Localiser) beam capture when the beam sensing
circuits of U,e computer are inoperative
b. to force a glides lope beam capture when approaching from below the beam
c. to establish a fixed intercept angle on glidesiope only

60 13.04 In an Automatic Direction Finder (AOF) installation, as a result of a

modification, the ioop antenna must be repositioned from the bottom of
the aircraft to the top. What, if any, changes to the bearing indicator
wiring must be made?
a No changes
b Reverse H&C at the indicator
c Reverse H&C, and X&Y at the indicator

61 13.04 In a large ,.1,RINC type public transport Automatic Direction Finder (ADF)
installation, if the loop cable is 20 feet long:
a a 10 foot loop cable equaliser is needed
b a 40 foot cable equaliser is needed
c sufficient cabie to meet the ARINC spec. must be added

62 13.04 ,A.n INS platform horizontal component goes from:

a zero to maximum as latitude increases (cosine)
b maximum to zero as latitude increases (cosine)
c maximum to zero as latitude increases (sine)

Paper No: 13/AST/05/1

 ©. .Air Service Training (Engineering) Limited

Module No: 13 Systems

63 13.04 if a deviation bar is defleetedto the right on an HSi (Horizontai Situation

Indicator), the indication shows aircraft:
a left of and fly right to capture
b right of and fly left to capture
c left of and fly left to bring bar back to centre

64 13.04 On an INS control and display unit (CDU) the warn light will come on:
a at 2 minutes from waypoint
b when self check circuits detect an out of balance condition
c and flash when past programmed waypoint in manual mode

65 13.04 A Radio Magnetic Indicator (RMI) presents the following information:

Aircraft heading OOOO(M)
Relative bearing 000°
If the aircraft heading is now changed to 030 0 , the new relative and
magnetic bearings on the RMI are, respectively:
a 330 0 and 0000
b 030 0 and 330 0
c 150 0 and 000 0

66 13.04 The control display unit of an iNS features an alert light which comes
on:
a when self check circuits detect an out of tolerance condition
b if the system is operating on battery power
c ar 2 minutes from waypoint

67 13.04 Universal Air Traffic Control Radar Beacon System (ATCRBS) all call
transponder interrogations are replied to by:
a ATCRBS (4096) repiies only
b ATCRBS and mode S repiies
c Mode S only

68 13.04 When testing a transponder encoder for 20.3flS spacing using the
ATC60a,A. (test set), the indication of serviceabiiity, with the framing
pulse control set to zero is:
a 100% replies on the repiy meter
b the F2 framing lamp is off
c the F2 framing lamp is on

Paper No: 13/AST/05/1

 © Air Service Training (Engineering) Limited

Module No: 13 Systems

69 13.04 If the radome of an aircraft is damaged, and has water absorbed in it,
what is the most likely indication on the coiour weather radar screen?
a Show 'red' returns at zero range
b ANT, FAULT
c Spoking because the Automatic Frequency Control will be unlocking

70 13.04 When carrying out Radio Altimeter self test on the aircraft the Decision
Height (DH) lamp will:
a remain on at ail times
b go out at heights below 200 feet
c go out at heights above 200 feet

71 13.04 The Radio Altimeter outputs are analogue and discrete. The anaiogue
output is fed to the indicator, DH lamp and:
a GPWS only
b GPWS and rising runway only
c GPWS, rising runway and autopilot only

72 13.04 in a Doppler system, the Janus aerial pattern of transmissions is used

to:
a compensate for drift only
b provide redundancy
c compensate for drift, pitch and roll errors

73 13.04 When using Global Positioning System (GPS):

a the Database Card may be put in its slot either way around
b if the Database Card has expired, the system continues to operate, with a warning
message
c the Database Card should be replaced every calendar month

74 13.04 In a Weather Radar with Line of Sight Stabilisation, if the aircraft is in a

20° roll to starboard, and the antenna is pointing 90° to port, the gyro
correction signal will cause the dish to pitch:
a down 20 0
b UP 20 0
c levei since starboard roll and port scan will cancel

75 13.04 Second trace echoes on an analogue weather radar Plan Position

Indicator (PPI) can be reduced by:
a increasing the transmitter (TX) pUlse width
b increasing the antenna beam width
c increasing the TX pulse repetition period

Paper No: 13/ASi/05/1

 © Air Service Training (Engineering) Umited

Module No: 13 Systems

76 13.04­ A ferrite isolator in a weather radar would:

a protect the receiver crystals
b protect the klystron from loading effects
c protectthe magnetiOn from loading effects

77 13.05 The main dc field winding on a brushless generator is located:

a on the stator above Ule output windings
b on the rotor below the output windings
c above the permanent magnet generator (PMG) on the stator

78 13.05 The battery charger has shutdown automatically. A possible fauit could
be:
a the sensed battery voltage is measured at 22.5 volts
b an over-temperature of 45° C is sensed
c the input voltage is over 134 volts ac

79 13.05 On some tWIn engine aircraft a bus power control unit (BPCU) monitors
the tie bus for differential faults. A tie bus fault occurs when:
a a differential current of between 28 and 35 amps is sensed by the protection
current transformers
b the auxiliary power breaker (APB) remains closed when the external power
contactor (EPe) closes
c there is a difference of 10 amps between two phases of the auxiiiary power
generator

80 13.05 The GCU (generator control unit) provides a BTB (bus tie breaker)
lockout protection junction. This prevents BTB closure if:
a an undervoltage and underfrequency condition exists at the same time on the
associated generator
b an undervoltage and overload condition exists on the associated generator
c an underspeed condition exists on the associated generator

81 13.05 Typically, a GCU sensing protection condition will open both GCR
(generator control ieiay) and GCB. The condition causing GCa only
opening is:
a pre-engine start load shedding
b an overvoitage condition
c an IDG (integrated drive generator) underspeed condition

82 13.05 A typical standby power switch has three positions marked 'auto' 'bat'
and 'off'. It controls both ac and de standby. The switch is placed in the
'bat' position during:
a electrical smoke isolation procedures to isolate the standby ac
b checkout of the system on the ground
c servicing in order to isoiate the standby ac

Paper No: 13/AST/05i1

 © i~ir Service Training (Engineering) Limited
Module No: 13 Systems
33 13.05 FiiI in the gaps in the foiiowing statement: Wnen a generator is over
excited, the ..... load sharing circuit senses the fault .....the fieid
excitation on the overexcited generator, and ..... the excitation of the
other parallel generators:
a real. reducing, boosting
b reactive, increasing, reducing
c reactive, reducing, increasing

84 13.05 A thermistor, mounted on the exciter frame of a constant speed drive

generator:
a blocks current flow in one of the parailel field lines at high operating temperatures
aHowing better output controi
b ailows current flow to increase with temperature rise compensating for heat losses
c drops to a negligible value at increased temperature providing temperature
compensation and allowing balanced current flow in the parallel field lines

85 13.05 A shunt wound de generator 'off load' experiences output regulation

faiiure. The resultant would:
a reduce the field to zero losing ail excitation
b bring the generator to a constant voltage output regardless of load
c lead to an increase in field strength until eventuaily the generator would 'bum out'

86 13.05 A. very low resistance develops benl\leen A and C phase of the exciter
rotor in a 200 volts brushless ac generator. The resultant voltage and
frequency output would initiaily show:
a an increase in frequency but a drop in voltage
b no change in frequency but wrlh a marked reduction in voltage
c a decrease in both frequency and voltage

87 13.05 Initial output excitation in a starter/generator is normally provided by:

a direct battery voltage through the generator 'field reiay
b residual magnetism released to the voltage regulator when the generator field
reiay is energised
c a shaft mounted permanent magnet provided de excitation through a rectifier unit

88 13.05 In some aircraft on board battery charging systems SCRs (Silicon

Controlled Rectifiers) when operated ensure:
a full and functional control monitoring and switching via temperature and reference
voitage controi circuits
b a maximum pre-set charging current cannot be exceeded
c de-energising of the ac and de charger reiays on main power failure

Paper No: 13/AST/05/1

 ©, Air Service Training (Engineering) Limited

Module No: 13 Systems

89 13.05 The purpose of the BT8 (Bus Tie Breaker) and 8CB (Generator Control
Breaker) auxiliary contacts in a load sharing circuitis to:
a short out the ioad sharing circuitof an off-line generator
b prevent damage to the CT (Current Transformer) when the generator is off line
c stop excessive current reaching the field of a faulty generator

90 13.05 If aircraft generators are on line, ground power must:

a be higher voltage than aircraft voltage to enable it to come on-line
b not be parallei with aircraft generators
c automatically be able to shut down aircraft generators and take on loads

91 13.05 The parameters of the Constant Speed Drive Unit (CSDU) monitored on
the flight deck are:
a oil contents and pressure
b oil contents and temperature
c oil temperature and pressure

92 13.05 The reai load oran ac generator is adjusted by aitering the:

a frequency
b voltage
c impedance

93 13.06 Complex passenger entertainment systems (PES) use which technique

far reducing the amount of cabling required?
a Data compression and time multipiexing
b MUltiple frequency compression algorithms
c Rotating vldeoiaudio sideband compression

94 13.06 If decompression occurs dUring flight:

a the passenger entertainment system video controiler shuts down
b a speciai emergency message is shown on ail video screens (passenger
entertainment system)
c all non-essentiai power supplies to the passenger entertainment system are
removed

95 13.06 Emergency locator transmitters are often fitted to aircraft, the following
safety rules must be followed. The emergency:
a locators must not be tested except inside a hangar
b locator transmitters must never be tested on the aircraft
c locators may oniy be tested on the auxiliary frequency of 121.5 MHz

96 13.06 Cabin exit signs:

a may be ofthe photo-luminescent type which are very robust
b must have a secondary battery power source
c must be connected to both the essential bus bar and main 28V dc

Paper No: 13/AST/05/1

 © Air Service Training (Engineering) Limited

Module No: 13' Systems

97 On all moving tailplanes the anti-servo tab moves:

a in the same direction as the tailpiane
b up as the tailp!ane leading edge moves up
c down as the taiJplane trailing edge moves up

98 n07a A highllow range gearbox in the rudder control system sets the travel to:
a high speed when the gear is up
b low range when the gear is down
c high range when the gear is down

99 13.07a To compensate for changes in the centre of pressure when a Fowler

flap is lowered, the:
a stabiiiser is driven leading edge up
b elevator trim tab is moved 'down'
c leading edge slats are extended

100 13.07b Should there be a total electrical faiiure to the two actuators in the pitch
control system of a f1y-by-wire aircraft they will:
a freeze in their present position
b automatically go to a centring mode for neutral
c disengage to ailow manual control

101 13.07b On a fly-by-wire aircraft, when the autopilot is in command:

a the sidesticks are fully functional and move with the controi surfaces
b only the spoiler and eievator computer will operate
c the sidesticks will remain in the neutral position

102 13.07b On a fly-by-wire aircraft, pitch direct Jaw is automatically selected when:
a an elevator and aileron computer fails
b the instinctive cut-out button is pressed
c ail three inertial reference systems are iost

103 13.08 If a gyro gimbal's orientation is such that the spin axis becomes
coincidental with an axis of freedom then:
a gimbal error occurs giving a difference between true and indicated heading
b the gyro will drift causing real wander
c gimbal lock will occur and.the gyro will generally topple

Paper No: 13/AST/0511

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Moduie No: 13 Systems

104 13.08 Components P, Q and R are magnetic fields produced by the magnetic
material in an aircraft Tiley are considered positive if collectively they
act to attract the compass needle fOl'\vard to:
a port and downwards
b starboard and downwards
c port and upwards

105 13.08 \JVhen carrying out a leak test on an unfitted pressure head the
acceptable reading wouid be not more than:
a 10% drop in a reading of 130 knots over fifty seconds
b a drop from 130 knots to 125 knots in three minutes
c a 5 knots drop from 130 knots in fifty seconds

lOS 13.08 Capsule expansion and contraction due to temperature changes in a

standby ASI (airspeed indicator) are controlled by the inclusion of a:
a compensating spring connected betl..veen the ranging bar and capsule point
b bimetailic strip on the sector gearing
c sma!! strip of invar steel laminated to the ranging bar

107 13.08 During a change to a lower altitude trhe piston unit in an IVSI
(Instantaneous Vertical Speed Indicator) will create, for an instant:
a more pressure to the capsule only
b pressure to both case and capsule
c more suction to the capsule only

108 13.08 TIle aneroid capSUle inside a Machmeter has burst. Assuming a
constant speed, any change in altitude would show a reading:
a faise and less than actual
b false and more than actual
c unaffected by the fauit as static is appiied to the outside of the capsule inside the
case

109 13.08 Tile capillary tube is disconnected from the capsule inside a VSI
(vertical speed indicator). During an aircraft's increase in altitude the
VSI will show:
a a climb
b straight and level
c a descent

110 13.08 An increase in altitude shown on a servo altimeter is dependent on a

resultant voltage output reiative to the:
a distance of movement oftha T bar
b direction of movement ofthe 'I' bar
c expansion of the capsuie assembly

Paper No: 13fAST/05f1

 © Air Service Training (Engineering) Limited

Module No: 13 Systems

111 13.08 The pressure setting knob of the servo altimeter must not be operated
without eiectrical power to the instrument because when power is then
applied:
a a false indication would be shown on the height pointer
b a sudden large amplifier error voltage may be introduced
c excessive pressure wiil be appiied to the capsuies

112 13.08 TAS (true speed) is rectified airspeed corrected for:

a air density
b instrument error and aircraft pressure error
c outside air temperature only

113 13.08 Using a standard typical tum indication an airciaft wiil compietely
reverse heading in thirty seconds when tuming at rate:
a one
b two
c three

114 13.08 On navigation charts, agonic is the term given to lines of:
a zero variation
b equal deviation
c equal variation

115 13.08 Tile mechanical probiem in a standby compass checked by deflecting

Q
the needle 20 in either direction and noting the settling point is termed:
a liquid swirl error
b pivot friction error
c liquid friction error

116 13.08 Three factors, one of which features, mass, speed and radius determine
gyro rotor precession rate. This factor is known as:
a the strength of applied force
b gyroscopic rigidity
c the direction of applied force

117 13.08 ft, gyro is mounted so that its input axis is aligned with the local vertical.
Earth rotation rate detected at this point wouid be 15.04 times:
a sin lat degrees per hour and drifting
b cos lat degrees per hour and toppiing
c sin lat degrees per hour and toppling

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 ©, Air Service Training (Engineering) Umited
Module No: 13 Systems
!18 13.08 .An aircraft in the northern hemisphere, flying in an easteriy direction,
begins to increase its speed. The indication shown on a direct reading
compass will be towards the:
a north, because of northerly turning errors
b south, because of acceieration errors
c north, because of acceieration errors

119 13.08 A GPWS (ground proximity warning system) alert will include:
a an aural annunciation and an amber ground proximity/glide slope inhibit
b the illumination of the master warning lights
c a red indication on the PFD (primary flight display)

120 13.08 The pressure data converters used in a digital air data computer
(DADC) operate with:
a a vibrating diaphragm resonant frequency of between 4000 and 1000 Hz being
used as a direct function of pressure loading
b a natural piezo crystal load transducer output equal to a range of between 0.4 and
20 Ibs per square inch pressure
c an accelerometer force rebalance oscillator system covering a range of between
45 and 1 inch of mercury pressure

121 13.08 Variation in fuel permitivity in a capacitive, balanced bridge, fuel

contents indicating system is corrected by:
a mounting a capacitor in series with the feedback balance capacitor
b mounting a capacitor in paraliel with the feedback balance capacitor
c a servo driven variable potentiometer baiance signal

122 13.08 In a typical A.ir Data Computer (ADC), SSEC (Static Source Error
Correction) output, with pre-adjustment is achieved by:
a a signai from the aititude control syncnro system fed to the mach module
b a fixed potentiometer set at airframe manufacture using a TAT input signai as
control
c a servo motor controlled variable potentiometer using a derived P-S/S signal
output

123 13.08 When the 'busy' indicator lamp flashes on the QAR in a DFDR system,
this indicates that the:
a cartridge is loaded correctly and the QAR is ready for use
b data is being received and the cartridge cannot be ejected
G data is not being received and the cartridge can be ejected

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 © Air Service Training (Engineering) Limited
Module No: 13 Systems
124 13.08 As part of the checks on the DFDR system, you are required to carry out
a check using the self-test switch on the aircraft integrated data system
(AIDS) printer: Actuation of the switch causes the printer to print in:
a eighty column mode
b forty column mode
c twenty six column mode

125 13.08 The flight recorder accelerometer used in the DFDR system measures
vertical acceleration as one of its parameters to values between plus:
a four 'g' and minus two 'g' with a null output of one point six to pius or minus twenty
eight millivolts dc
b six 'g' and minus three 'g' with a null output of one point eight volts plus or minus
twenty five millivolts dc
c eight 'g' to minus four 'g' with a null output oftwo voits plus or minus twenty
millivolts

126 13.08 The flight data recorder underwater locator beacon operates at a
frequency of thirty seven kilo-hertz:
a with an operational1ime of at least thirty days
b and has a maximum detection range of two thousand to four thousand feet
c and is able to withstand immersion to twenty thousand metres

121 13.09 On the initial installation of an anti-collision lamp assembly:

a screened cable must be used to ensure fail safe operation
b the control switch must be independent of the position light switch
c the lamp must be connected to the primary bus

128 13.09 Should a 'XENON' flash tube assembly open circuit:

a a safety relay stops the charging of the storage capacitor s and discharges them
through bleed resistors
b an isoiation relay will cut the power supply and allow safe capacitor discharge back
to the power source
c a control relay will automaticaiiy switch from the faiied tube to a standby alloWing
safe normal discharge action

129 13.09 A self illuminating sign is reported damaged and is to be replaced. The
correct replacement procedure includes:
a ventilating the area and wearing an approved face mask to give protection against
escaping gas
b taping any cracks prior to removing securing screws before sealing in an approved
plastic bag
c wearing protective rubber gloves to protect against radioactive emissions before
returning part to workshops

Paper No: 13/AST/05/1

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Module No: 13" Systems

130 13.09 The pilot of an aircraft on approach selects a typical three position,
landing lamp switch marked 'main', 'off' and 'taxi' to the 'main' position.
The landing lamp remains 'off' because the:
a flaps are only at the 10 unit position#:
b landing gear has not been lowered
c throttles have not been placed at flight-idle

131 13.10 In an on-board maintenance monitor system the Flight Management

Computers (FMC) have a:
a two-way interface with the MCDP
b two-way interface with the pilots' controls and aircraft sensors
c only a one-way information feed to the MeDP

!32 13.10 In a MCDP system, fault monitoring occurs:

a after warm-up and initialisation
b during power-up self test
c if an internal fault is present

Paper No: 13/AST/05/1