Aircraft Lateral Control Modes Quiz

Sidestick controls aileron and roll spoilers.

Sidestick controls ailerons & spoilers and rudder when required. Manual control while FCS limits roll & bank.

Maximum roll rate = 15°/s with full deflection.

Directly controls the rudder.

Lateral control in flare mode is the same as in-flight.

The amount you move the sidestick.

The amount the control surfaces move (like ailerons, rudders) in response to the sidestick.

How fast the plane is traveling.

The amount of control surface deflection depends on the aircraft's speed.

Airflow changes with speed, impacting how control surfaces work.

When an engine fails during takeoff, the aircraft uses spoiler 6 and ailerons on the opposite wing to help it turn.

The spoiler 6 on the wing opposite the failed engine is deflected to increase yaw efficiency.

Ailerons on the wing opposite the failed engine are deflected to increase yaw efficiency.

How well the plane turns.

By deflecting the spoiler 6 and ailerons on the opposite wing, the plane can turn better after an engine failure.

Minimum control speed on the ground. It's the lowest speed an airplane can maintain directional control with one engine inoperative.

Spoiler 6 on the wing opposite the failed engine deflects to increase yaw efficiency, improving the plane's ability to turn.

Ailerons on the wing opposite the failed engine deflect to help increase yaw efficiency.

Spoiler 6 on the wing opposite the failed engine is deflected to improve the aircraft's yaw efficiency during takeoff.

Ailerons on the wing opposite the failed engine are deflected to further enhance yaw efficiency during takeoff.

These control surfaces are deflected when the pedal deflection is significant, the aircraft is on the ground, the pitch angle is low, the speed is above 60 knots, and the ground spoilers are not activated.

The primary goal is to ensure directional control and maintain a safe takeoff path despite losing an engine.

The aircraft maintains positive spiral static stability for bank angles exceeding 33 degrees. This means the aircraft naturally returns to a level flight if the pilot releases the sidestick beyond 33 degrees.

When the sidestick is released at a bank angle greater than 33 degrees, the system automatically reduces the bank angle back to 33 degrees.

At bank angles below 33 degrees, the system maintains a constant roll attitude when the sidestick is neutral.

With full lateral sidestick deflection, the maximum bank angle achieved is 67 degrees.

This system helps maintain control and stability during flight. It automatically adjusts the bank angle and roll attitude based on pilot inputs and aircraft conditions.

Turns with a bank angle greater than 33 degrees. The pilot applies lateral and aft pressure on the sidestick to maintain control.

Pushing the sidestick sideways to increase the bank angle and maintain the turn.

Pulling the sidestick back to counteract the tendency to nose down in a steep turn.

In steep turns, the wings experience more lift on the lower side, causing the nose to pitch down. Aft pressure compensates for this.

The pilot needs to balance lateral and aft pressure on the sidestick to maintain a constant bank angle and level flight in a steep turn.

When angle-of-attack, high speed, or negative pitch attitude protection is active, the bank angle is limited to 45 degrees, even with full lateral sidestick deflection.

The aircraft's lateral control systems limit bank angle to 45 degrees when angle-of-attack, high speed, or negative pitch attitude protection is engaged, even with full sidestick deflection.

The bank angle will not exceed 45 degrees even with full lateral sidestick deflection if angle-of-attack, high speed, or negative pitch attitude protection is active.

If angle-of-attack, high speed, or negative pitch attitude protection is engaged, the bank angle will be capped at 45 degrees, regardless of how much the pilot deflects the lateral stick.

Protection systems, such as angle-of-attack, high speed, or negative pitch attitude protection, limit the maximum achievable bank angle to 45 degrees, even with full lateral sidestick deflection.

The system that prevents the aircraft from exceeding a certain bank angle, ensuring stability and control even at high speeds.

The aircraft's natural tendency to return to a level flight attitude after being disturbed, like a pendulum swinging back to its resting point.

Systems that automatically adjust the aircraft's control surfaces to prevent dangerous flight conditions, such as excessive bank angles, high speeds, or negative pitch attitudes.

When protection systems are active, the pilot's lateral sidestick control is limited, preventing the aircraft from exceeding a 45-degree bank angle, regardless of how much the sidestick is deflected.

A system that limits the aircraft's bank angle to prevent excessive tilting. This protection activates when certain safety conditions are met.

If the bank angle exceeds 45 degrees, the autopilot disengages and the Flight Director bars disappear, indicating loss of control.

The Flight Director bars reappear when the bank angle reduces to less than 40 degrees, indicating that the autopilot is ready to regain control.

When Bank Angle Protection is active, the auto trim system is temporarily disabled.

During takeoff or go-around with an engine failure, the sideslip index on the PFD changes from yellow to blue, indicating the need for specific rudder adjustments to achieve climb performance.

In flight, the aircraft automatically commands some rudder deflection to minimize sideslip, aiming for a zero sideslip target for optimal performance. If full rudder can't achieve zero sideslip, the target adjusts to allow acceleration.

The lateral normal law in flight involves the aircraft automatically commanding rudder deflection to minimize sideslip, ensuring optimal flight path.

In case of an engine failure, the sideslip index changes color to blue, signaling the need for specific rudder adjustments to optimize climb performance. This is achieved by applying the appropriate rudder input, keeping ailerons neutral and spoilers retracted.

The sideslip index visually guides the pilot on how much rudder input is needed to minimize sideslip and achieve optimal performance, particularly in critical situations like engine failure.