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Avionics and Automatic Flight — DGCA CPL Technical General
Chapter 07 of the Technical General paper. 131 practice questions in the Avielevate bank, every one with its answer key, filterable into a timed set on this chapter alone.
What this chapter covers
The learning objectives we file Avionics and Automatic Flight questions under, and how many sit behind each. These come straight out of the bank and are regenerated whenever it changes — they are what is there today, not a claim.
| Learning objective | In the bank |
|---|
| 0412 Avionics, Autopilot & Warning Systems | 131 questions |
Sample Avionics and Automatic Flight questions, answered and explained
Real questions from this chapter, with the answer marked and the reasoning written out — the same explanations you get inside the app.
040042 · Avionics and Automatic Flight
Angle-of-attack sensors mounted on each side of the forward fuselage produce an electrical signal representing: 1- the angular position of a wind vane 2- a differential pressure in a probe, varying with the angle of attack 3- a differential pressure in a probe, varying with speed. Which combination lists only the correct statements?
- A1,3
- B1 2
- C1,2,3
- D2 3
Why that is the answer
Angle of attack (AoA) vane-type transmitters mounted laterally on the forward fuselage are small pivoting wind vanes that physically align themselves with the local relative airflow direction; as the aircraft's angle of attack changes, the vane rotates, and this angular position is converted into an electrical signal, via a synchro or potentiometer, proportional to the AoA, which is statement 1. Some AoA sensing systems, alternatively or additionally, use a probe with differential pressure ports that sense a pressure differential which varies as the angle of attack changes relative to the probe's slots, which is statement 2. Statement 3, however, describes differential pressure varying with speed rather than angle of attack, which is not the operating principle of an AoA transmitter, since that instead describes a pitot-static or airspeed sensing device, not an AoA sensor. Therefore only statements 1 and 2 correctly describe AoA transmitter operation, giving the combination of statements 1 and 2 as the correct answer, while any combination including statement 3 incorrectly conflates AoA sensing with airspeed sensing.
040117 · Avionics and Automatic Flight
A VMO/MMO overspeed warning device connects its alarm to:
- Aa barometric aneroid capsule and an airspeed sensor, both sensing static pressure
- Ba barometric aneroid capsule sensing static pressure and an airspeed sensor sensing dynamic pressure
- Ca barometric aneroid capsule sensing dynamic pressure and an airspeed sensor sensing static pressure
- Da barometric aneroid capsule and an airspeed sensor, both sensing dynamic pressure
Why that is the answer
A VMO/MMO overspeed warning system compares the aircraft's actual speed state against two references: static pressure, which via a barometric aneroid capsule reflects altitude/Mach-related limits, and dynamic (pitot) pressure, sensed by the airspeed sensor, which reflects indicated airspeed. Combining the aneroid capsule on static pressure with the airspeed sensor on dynamic pressure allows the system to trigger the alarm whenever VMO (an IAS limit) or MMO (a Mach limit, altitude-dependent) is exceeded. The other options mismatch or omit which sensor uses which pressure type, which would not correctly represent both the airspeed and Mach limit conditions simultaneously.
040182 · Avionics and Automatic Flight
TCAS II provides:
- Aa basic proximity warning about an intruding aircraft only.
- Bthe intruder's relative position, with a possible avoidance manoeuvre in both the vertical and horizontal planes.
- Cthe intruder's relative position, with a possible avoidance manoeuvre in the horizontal plane only.
- Dthe intruder's relative position, with a possible avoidance manoeuvre in the vertical plane only.
Why that is the answer
TCAS II is the more advanced version of TCAS I and provides not only intruder traffic advisories but also full resolution advisories, i.e. specific escape guidance to restore safe separation. Because TCAS cannot reliably coordinate a lateral (heading) manoeuvre between aircraft using only transponder-derived bearing and range data, its resolution advisories are restricted to the vertical plane only (climb, descend, or adjust/maintain vertical rate). Option a understates TCAS II's capability (that describes TCAS I). Options b and c incorrectly claim horizontal-plane resolution capability, which TCAS II does not have. Option d correctly captures that TCAS II gives relative position plus vertical-plane resolution guidance only.
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Frequently asked
How many Avionics and Automatic Flight questions are there for the DGCA CPL Technical General paper?
Avielevate's bank carries 131 published Avionics and Automatic Flight questions for Technical General, mapped across 1 learning objective. Every one has its answer key, and explanations are being written across the whole bank.
How much of the Technical General paper is Avionics and Automatic Flight?
The DGCA does not publish a per-chapter breakdown of its papers, so nobody can honestly tell you — and we will not guess. What we can tell you is what students who have just sat a paper reported meeting, which is measured rather than rumoured: that is the exam recall report inside the app.
What is the best way to revise Avionics and Automatic Flight?
Sit a short timed set on this chapter alone, tag how sure you were of each answer, then drill the two that actually leak marks: the ones you got right while guessing, and the ones you got wrong while confident. Avielevate does that tagging for you and puts anything you got wrong back in front of you on a spaced schedule.
The rest of the Technical General paper
One account covers every chapter of every paper.
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