Attitude information is kept available by using a backup source that operates independently from the primary system. The standby attitude indicator fits this role because it uses its own gyroscope and separate power supply, so it can continue to display the aircraft’s pitch and bank even if the AHRS data is lost. This independent, dedicated attitude reference is what ensures the pilot still has orientation in an AHRS failure. GPS heading only provides direction, not the aircraft’s attitude. The standby air data display shows airspeed, altitude, vertical speed, and other air data, not the aircraft’s orientation. The inertial navigation display covers navigation data and may incorporate attitude, but it isn’t the specific fallback that guarantees a direct attitude readout when the primary AHRS is unavailable.

Autothrottle automatically adjusts engine thrust to maintain a commanded airspeed or thrust schedule, taking work off the pilot and keeping performance consistent. It’s typically engaged during climb, descent, and approaches because these phases involve changing speeds as altitude, configuration, and flight path change. The system works with the autopilot or flight management system to follow the target speed, smoothly applying the correct thrust adjustments to meet those limits. On the ground there’s no airspeed to hold, so autothrottle isn’t used for parking. It also doesn’t control non-thrust systems like landing gear. In short, its main role is automatic thrust management to hit desired speeds during the flight segments where speed control is critical.

CAT I minima are defined by a precise decision altitude and required runway visual range. For a CAT I approach you descend to a fixed DA and must have the published RVR values met to continue below that point. A common CAT I set of minimums is an RVR of 1200 meters for the touchdown zone and 600 meters along the centerline, with a decision altitude of 200 feet. This combination shows both the visibility requirement and the altitude at which you may decide to land, which is why it’s the best representation of CAT I limits. The other options miss one of these elements or mix in non-CAT I concepts (like MDA, which is used for non-precision approaches).

When a generator fails, the electrical system redefines power distribution to protect the flight-critical systems. The remaining power sources (such as other generators or the battery) must carry the essential buses, and the automatic transfer logic prioritizes keeping critical avionics powered. To make this possible, nonessential loads are shed so the available power isn’t wasted on systems that aren’t needed for safe flight. This approach prevents a total power loss and preserves the instruments, avionic systems, and other essential functions. The other scenarios aren’t correct because either all loads would be shed (essential systems would be lost), nonessential loads would continue ( risking essential power), or the transfer logic would disengage essential buses (which would defeat the purpose of automatic prioritization).