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FCOM NG System Description > 9. Flight Controls > Flashcards

9. Flight Controls Flashcards

1
Q

FLT CONTROL Switches

A

STBY RUD:
- Activates Standby Hydraulic Pump,
- Opens Standby Rudder Shutoff Valve to,
- Pressurize Standby Rudder Power Control Unit

OFF:
- Closes Flight Control Shutoff Valve,
- Isolating Ailerons, Elevators and Rudder from associated hydraulic system pressure

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2
Q

Flight Control LOW PRESSURE Lights

A
  • Indicates low hydraulic pressure to ailerons, elevator and rudder,
  • Deactivated when related FLT CONTROL switch is positioned to STBY RUD and Standby Rudder SOV opens
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3
Q

YAW DAMPER Switch ON

A
  • Engages Main Yaw Damper to Main Rudder Power Control Unit if the B FLT CONTROL switch is ON,
  • Engages Standby Yaw Damper to Standby Rudder Power Control Unit if both FLT CONTROL switches in STBY RUD
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4
Q

STANDBY HYD Lights

A

LOW QUANTITY:
- Always armed

LOW PRESSURE:
- Armed only when Standby Pump operation selected or automatically activated

STBY RUD ON:
- Indicates the Standby Rudder System is commanded on to,
- Pressurize the Standby Rudder Power Control Unit

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5
Q

ALTERNATE FLAPS Master Switch ARM

A
  • Closes TE Flap Bypass Valve to prevent hydraulic lock of the Flap Drive Unit,
  • Activates Standby Pump,
  • Arms the ALTERNATE FLAPS position switch
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6
Q

ALTERNATE FLAPS Position Switch

A

UP:
- Electrically retracts TE Flaps,
- LE devices remain extended and cannot be retracted by Alternate Flap System

DOWN:
- Momentary push fully extends LE Devices using Standby Hydraulic Pressure,
- Holding down electrically extends TE Flaps until released

No Asymmetry or Skew protection is provided

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7
Q

FEEL DIFF PRESS Light

A
  • Armed when the TE Flaps are up or down,
  • Indicates excessive differential pressure in the Elevator Feel Computer,
  • Excessive pressure difference can be caused by erroneous activation of the Elevator Shift Module or,
  • Elevator Feel Pitot System failure
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8
Q

SPEED TRIM FAIL Light

A
  • Indicates failure of the Speed Trim System,
  • Indicates failure of a single FCC channel during RECALL and extinguishes after reset
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9
Q

MACH TRIM FAIL Light

A
  • Indicates failure of the Mach Trim System,
  • Indicates failure of a single FCC channel during RECALL and extinguishes after reset
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10
Q

AUTO SLAT FAIL Light

A
  • Indicates failure of the Auto Slat System,
  • Indicates failure of a single SMYD Computer during RECALL and extinguishes after reset
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11
Q

SPEED BRAKE DO NOT ARMED Light

A
  • Deactivated when SPEED BRAKE Lever is in the DOWN position,
  • Indicates abnormal condition or test inputs to the Automatic Speed Brake system or,
  • During landing, indicates wheel speed < 60KT and the Speed Brake Lever is not in DOWN
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12
Q

SPEED BRAKES EXTENDED Light

A

Inflight:
- SPEED BRAKE Lever beyond the ARMED position and,
- TE Flaps 15 or more or,
- RA < 800FT

On the ground:
- SPEED BRAKE Lever is in the DOWN detent and,
- Ground Spoilers are not stowed,
- Not illuminate if Hydraulic System A pressure is < 750psi

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13
Q

FLAP Lever

A
  • Selects position of Flap Control Valve, directing hydraulic pressure for Flap Drive Unit,
  • Flap Lever positions 30 and 40 arms the Flap Load Relief System,
  • Flap Lever positions 10 or more arms the Flap Load Relief System (SFP)
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14
Q

Flap Gates

A

Prevents inadvertent Flap Lever movement during go-arounds

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15
Q

LE FLAPS TRANSIT Light

A
  • Any LE Device in transit,
  • Any LE Device not in programmed position with respect to TE Flaps,
  • A LE uncommanded motion exists (2 or more LE Flaps or Slats have moved away from commanded position),
  • During Alternate Flap extension until LE Devices fully extended and TE Flaps reach 10 (15 for SFP),
  • Light is inhibited during Autoslat operation
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16
Q

LE FLAPS EXT Light

A
  • All LE Flaps extended and all LE Slats in extended position (TE Flap positions 1,2 and 5 / 1 to 25 for SFP),
  • All LE Devices fully extended (TE Flap positions 10 to 40 / 30 and 40 for SFP)
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17
Q

Primary Flight Controls Power Sources

A
  • Either hydraulic system can operate all Primary Flight Controls,
  • Ailerons and Elevator may be operated manually,
  • Rudder may be operated by Standby Hydraulic System
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18
Q

Secondary Flight Controls Power Sources

A
  • TE Flaps, LE Flaps and Slats are powered by hydraulic system B,
  • If system B fails, TE Flaps can be operated electrically,
  • Under certain conditions PTU automatically powers the LE devices,
  • LE devices can also be extended using Standby Hydraulic pressure
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19
Q

Aerodynamically Effective Rudder

A

During T/O, rudder becomes effective between 40-60KT

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20
Q

Ailerons

A
  • Provide roll control around the airplane’s longitudinal axis,
  • CPTs Control Wheel is connected by cables to the Aileron Power Control Unit (PCU),
  • F/Os Control Wheel is connected by cables to the Spoiler PCUs through Spoiler Mixer,
  • 2 Control Wheels are connected by a Cable Drive System which allows:
  • Actuation of both ailerons and spoilers by either Control Wheel
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21
Q

Aileron Transfer Mechanism

A
  • If Ailerons or Spoilers are jammed,
  • Force applied to CPTs or F/Os Control Wheel will identify which system is usable,
  • CPTs or F/Os Control Wheel can provide roll control
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22
Q

Aileron Trim

A
  • Dual AILERON Trim switches must be pushed simultaneously to command trim changes,
  • Trim electrically repositions the Aileron Feel and Centering Unit,
  • Which causes the Control Wheel to rotate and redefines neutral position,
  • If Aileron Trim is used with the Autopilot engaged, the Trim is not reflected in the Control Wheel position
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23
Q

Flight Spoilers

A
  • 4 Flight Spoilers on the upper surface of each wing,
  • Each hydraulic system is dedicated to a different set of Spoiler pairs,
  • A Spoiler Mixer connected to the Aileron Cable-Drive, controls hydraulic PCUs on each Spoiler panel to,
  • Provide Spoiler movement proportional to Aileron movement,
  • Spoilers rise on the wing with up ailerons and remain faired on the other wing,
  • Spoiler deflection initiates when Control Wheel displaced around 10 degrees
24
Q

Elevators

A
  • Provide pitch control around the airplane’s lateral axis,
  • Cables connect the pilots’ Control Columns to Elevator PCUs which are powered by hydraulic systems,
  • The Elevators are connected by a Torque Tube
25
Q

Elevator Control Column Override Mechanism

A
  • In the event of a Control Column Jam, override mechanism allows Columns to be physically separated,
  • Applying force against the jam will breakout either Control Column,
  • Although total travel is significantly reduced, there is sufficient elevator travel for landing flare,
  • Control Column forces are higher and exceed those experienced during Manual Reversion
26
Q

Elevator Feel System

A
  • The computer provides simulated aerodynamic forces using:
    1-) Airspeed (from the Elevator Pitot System) and,
    2-) Stabilizer Trim position,
  • Feel is transmitted to the Control Columns by the Elevator Feel and Centering Unit,
  • Computer uses the higher hydraulic system pressure
27
Q

Mach Trim System

A
  • Provides speed stability at higher Mach numbers (> .615),
  • Adjusting the Elevators with respect to the Stabilizer as speed increases,
  • FCCs use Mach information from ADIRU to computate a Mach Trim actuator position,
  • Actuator repositions the Elevator Feel and Centering Unit which adjusts the Control Column neutral position
28
Q

Stabilizer Trim

A
  • Positioned by a Single Electric Trim motor controlled through main or autopilot trim,
  • Main and A/P has 2 speed modes: High Speed with Flaps extended, Low Speed with Flaps retracted,
  • Main Electric Stabilizer Trim Circuit actuated by Control Wheel,
  • Autopilot Stabilizer Trim Circuit actuated by Autopilot,
  • Also Manual Stabilizer control is accomplished through cables connected to Trim Wheels
29
Q

Stabilizer Trim Cutout and Override Mechanism

A
  • STAB TRIM MAIN ELECT / AUTOPILOT switches allows trim inputs disconnected from the motor,
  • Control Column actuated Stabilizer Trim Cutout switches stop Main & A/P trim operation when,
  • Control Column movement opposes trim direction,
  • When STAB TRIM Override switch is positioned to OVERRIDE,
  • Electric Trim can be used regardless of Control Column position,
  • Manual Trim overrides Autopilot or Main Electric Trim,
  • Grasping Trim Wheel will stop Stabilizer motion
30
Q

Stabilizer Position Indication Trim Authority

A
  • Main Electric Trim Flaps Extended: 0.05 to 14.5 units,
  • Main Electric Trim Flaps Retracted: 3.95 to 14.5 units,
  • Autopilot Trim: 0.05 to 14.5 units,
  • Manual Trim: - 0.20 to 16.9 units
  • Green Band shows T/O Trim range
31
Q

Speed Trim System

A
  • Speed Stability Augmentation system design to improve flight characteristics when,
  • Low Gross Weight, Aft CG, High Thrust and A/P not engaged,
  • Objective is to return the airplane to a trimmed speed by commanding Stabilizer opposite to speed change,
  • Uses Autopilot Stabilizer Trim and this increases Control Column forces
32
Q

Speed Trim System Activation Conditions

A
  • Fully enabled between 100KT and M 0.60 and fadeout to 0 by M 0.68,
  • 10s after T/O,
  • 5s following release of trim switches,
  • A/P not engaged
33
Q

Stall Protection

A
  • Enhanced by the Yaw Damper, the Elevator Feel Shift (EFS) module and Speed Trim system,
  • During high AoA operations, SMYD reduces Yaw Damper commanded Rudder movement,
  • EFS module increases System A pressure to the Elevator Feel and Centering unit during stall,
  • This approximately doubles Control Column forces,
  • As airspeed decreases towards stall speed, Speed Trim system trims Stabilizer nose down,
  • With this trim schedule the pilot must pull more aft column to stall the airplane
34
Q

EFS and Inhibits

A

Elevator Feel Shift module inhibited when:
- On the ground or,
- RA < 100FT or,
- A/P engaged,
- However if it’s active when descending through 100FT RA, it remains active until AoA reduced below stick shaker

35
Q

Rudder

A
  • Provides yaw control around the airplane’s Vertical axis,
  • Each set of Rudder Pedals mechanically connected to Input Levers of the Main and Standby Rudder PCUs,
  • Main PCU consists: 2 independent Input Rods, 2 Individual Control Valves and 2 seperate actuator (1 for each HYD System),
  • Standby PCU: Controlled by seperate Input Rod and Control Valve powered by Standby HYD System,
  • All Input Rods have individual Jam Override to allow input commands to be transferred to remaining free rods,
36
Q

RSEP

A

Rudder System Enhancement Program

37
Q

Rudder Hydraulic Pressure Limiting

A
  • Above 135KT,
  • Both Hydraulic system pressures reduced within Main PCU by 25% each
38
Q

FFM

A
  • Main Rudder PCU contains Force Fight Monitor,
  • Detects opposing pressure between HYD systems,
  • This may occur if either system input is jammed or disconnected and if difference detected,
    1-) Automatically turns ON Standby Hydraulic Pump,
    2-) Open Standby Rudder Shutoff Valve to pressurize Standby Rudder PCU,
    3-) Illuminate STBY RUD ON, Master Caution and FLT CONT lights
39
Q

Rudder Trim

A
  • Electrically repositions the Rudder Feel and Centering Unit,
  • Which adjusts the Rudder Neutral position
40
Q

Yaw Damper

A
  • Consists of a Main and Standby Yaw Damper,
  • Either one is capable of: Dutch Roll prevention, Gust Damping and Turn Coordination,
  • Does not result in Rudder Pedal movement,
  • Pilot can override either Yaw Damper inputs using either Rudder Pedal or Trim inputs,
  • During normal operation uses Hydraulic System B,
  • Stall Management Yaw Damper (SMYD) computers provide continuos system monitoring
41
Q

YAW DAMPER Switch Reset

A

Switch trips if SMYD senses Yaw Damper system fault or that the Yaw Damper does not respond to commands:
- When only B FLT CONTROL switch is OFF or STBY RUD unable to reset,
- During Manual Reversion both FLT CONTROL switches are STBY RUD, in this case can be reset

42
Q

Speed Brakes Inflight Operation Caution

A
  • Caution should be exercised when deploying Speed Brakes during a turn,
  • They greatly increase roll rate
43
Q

Speed Brake Lever Stop Feature

A
  • SFP aircrafts has it,
  • Prevents movement beyond FLIGHT DETENT when,
  • Inflight and Flaps UP,
  • In the event of the loss of electrical power, lever stop is removed
44
Q

Automatic Speed Brake Operation

A

When SPEED BRAKE Lever is ARMED, it operates when:
- SPEED BRAKE ARMED Light illuminated,
- RA < 10FT,
- Landing Gear Strut compress (any strut Flight, R MLG strut Ground Spoilers),
- Both Thrust Levers IDLE,
- Main Landing Gear Wheels spin up (> 60KT)

When SPEED BRAKE Lever is not ARMED, it operates when:
- Main Landing Gear Wheels spin up (> 60KT),
- Both Thrust Levers IDLE,
- Reverse Thrust Levers positioned for reverse thrust

45
Q

SFP Automatic Speed Brake Limitation

A
  • Following an All Flaps Up Landing, the SPEED BRAKE Lever will not move beyond FLIGHT DETENT,
  • Spoilers will not fully deploy
46
Q

Speed Brake Retraction After Landing or RTO

A
  • If either Thrust Lever is advanced, the SPEED BRAKE Lever automatically moves DOWN,
  • All spoiler panels retract
47
Q

Flaps and Slats

A
  • LE Devices: 2 Flaps inboard and 4 Slats outboard of each engine,
  • Slats extend to form sealed or slotted leading edge depending on the TE Flap setting,
  • TE Devices: Double Slotted Flaps inboard and outboard of each engine,
  • TE Flap positions 1-15 provide increased lift, 15-40 provide increased lift and drag
48
Q

Flap and Slat Sequencing

A

Regular NG:
- Flaps 1, 2, 5: LE Flaps extend to Full Extended and Slats extend to Extended position,
- Flaps beyond 5: LE Flaps remain Full Extended and Slats extend to Full Extended position

SFP:
- Flaps 1, 2, 5, 10, 15, 25: LE Flaps extend to Full Extended and Slats extend to Extended position,
- Flaps beyond 25: LE Flaps remain Full Extended and Slats extend to Full Extended position

49
Q

Flap Load Relief

A
  • Function of Flap Slat Electronic Unit (FSEU) which receives data from L ADIRU (CPT side),
  • If CPT side Speed erroneously high, select next higher Flap setting than the desired one,
  • Available for 10, 15, 25, 30, 40 on SFP / 30 and 40 on Regular NG,
  • Retracts when Placard Speed + 1KT and extends when Placard Speed - 4KT,
  • Not available during Alternate Flap extension
50
Q

Autoslat

A
  • Powered by Hydraulic System B,
  • Alternate power Hydraulic System A via Power Transfer Unit (PTU),
  • For Flaps 1, 2, 5 (also 10, 15, 25 for SFP) when aircraft approaches stall, Slats move to Fully Extended position,
  • Slats return to Extended position when the pitch angle sufficiently reduced below the stick shaker attitude
51
Q

Alternate Flaps/Slats Extension

A
  • In the event of Hydraulic System B failure: LE device extension / TE extension and retraction provided,
  • LE Devices extend to Fully Extended position by Standby Hydraulic system (cannot be retracted)
52
Q

Asymmetry and Skew

A
  • Asymmetry: One device on one wing does not align with the symmetrical one on the other wing,
  • Skew: Symmetrical TE Flaps do not operate at the same rate causing panels to twist,
53
Q

Asymmetry/Skew/Uncommanded Motion and Stall Characteristics

A
  • SMYD will enable the Stall Warning at a lower AoA,
  • PLI values will be lower on both PFDs,
  • Wing asymmetry result in both an increased Minimum Operating and Minimum Maneuver Speed
54
Q

TE Asymmetry and Skew Protection

A
  • Position indications come from FSEU,
  • When TE asymmetry or skew detected FSEU:
    1-) Closes TE Flap Bypass Valve,
    2-) Displays a needle split
55
Q

LE Devices Uncommanded Motion

A

Detected when no TE Flap or Autoslat command is present and,
1-) 2 LE Flaps move on one wing,
2-) 2 or more Slats move on one wing,
- FSEU shuts down the LE Control and illuminates LE FLAPS TRANSIT light,
- In addition FSEU maintains pressure on LE retract line and depressurizes extend lines during cruise

56
Q

TE Uncommanded Motion

A
  • Detected when no FLAP Lever or Flap Load Relief command is present and TE Flaps:
    1-) Move away from the commanded position,
    2-) Continue to move after reaching a commanded position,
    3-) Move in a direction opposite to that command
  • FSEU shuts down TE Drive unit by closing the TE Flap Bypass Valve,
  • Shutdown cannot be reset by Flight Crew and Alternate Flap system must be used
57
Q

Speed Trim System Inputs

A

Monitors inputs of:
- Stabilizer position,
- Thrust Lever position,
- Airspeed and,
- Vertical Speed

FCOM NG System Description (16 decks)

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