9. Flight Controls Flashcards
Recall applicable CONFIGURATION SD symbology and color-coding
Stabilizer Position
White – Normal inflight indication
Green – Properly set for takeoff
Amber – Improperly set for takeoff
Recall applicable CONFIGURATION SD symbology and color-coding
Elevator Position
Blank – Neutral
White Outline – Between neutral and fully deflected
Green – Fully deflected
Recall applicable CONFIGURATION SD symbology and color-coding
Rudder Trim
NL – Nose left trim added
NR – Nose right trim added
Recall applicable CONFIGURATION SD symbology and color-coding
Rudder Position
Blank – Neutral
White Outline – Between neutral and fully deflected
Green – Fully deflected
Recall applicable CONFIGURATION SD symbology and color-coding
Spoilers
Blank – Stowed
White Outline – Between stowed and fully deployed
Green – Fully deployed
Recall applicable CONFIGURATION SD symbology and color-coding
Ailerons Position
Blank – Neutral
White Outline – Between neutral and fully deflected
Recall applicable CONFIGURATION SD symbology and color-coding
Slats
White – Proper position
Amber – Improper position
Recall applicable CONFIGURATION SD symbology and color-coding
Flaps Position
Blank – Retracted
White Outline – Deployed; flap degree is numerically depicted
Recall applicable CONFIGURATION SD symbology and color-coding
Aileron Trim
LWD – Left wing down trim added
RWD – Right wing down trim added
Recall the modes of rudder operation
There are two modes of rudder operation – powered and manual
Normally, the rudder is powered by the right hydraulic system
If right system hydraulic pressure is too low, or manual mode is selected, the rudder control tab unlocks
In manual mode, the rudder pedals move the control tab on the rudder and aerodynamic forces on the control tab move the rudder
Pushing the RUDDER TRIM CENTER switch automatically resets the rudder trim to zero
The RUDDER TRIM knob, located on the pedestal, operates the LEFT/RIGHT rudder trim
Recall features of the aircraft rudder limiting systems
A second rudder restricting system provides rudder limiting in the event the primary system fails. The system has two positions, restricted and unrestricted, and also operates as a function of airspeed
The aircraft’s primary rudder limiter protects the empennage from excessive loads by restricting rudder travel as airspeed increases. It is a mechanical system operated by ram air pressure from a pitot tube on the leading edge of the vertical stabilizer
Recall SPEED BRAKES will retract as throttles are advanced to a high thrust position
If the throttles are advanced to high thrust while the speed brakes are extended, the speed brake handle remains in position, but the speed brakes automatically retract – confirmation can be seen on the CONFIGURATION SD
Recall how optimum flap settings are selected for takeoff and landing
FLAP/SLAT Control Handle
UP/RET - Retracts flaps and slats
EXT - Flap range (0, 13, 18, 25, 40 degrees)
FLAP T.O. SEL Position Indicator Window
Responds to movement of FLAP T.O. SEL thumbwheel to indicate the selected takeoff flap setting
FLAP T.O. SEL Thumbwheel
Rotate - Sets an adjustable detent which works in conjunction with the FLAP/SLAT control handle in setting flap position for optimum takeoff performance
Recall how the flap and slat position is displayed
On the CONFIGURATION SD synoptic, flaps position is displayed under each wing with an individual digital readout of flaps setting
The flap/slat position indication is also displayed on the PFDs
When the flaps are in transit, the selected FLAP/SLAT handle position is displayed on the PFDs with up or down arrows indicating the direction of flap movement
Recall how the slats are positioned
Five individual slat sections on each wing operate as a single unit
The slats are controlled with the FLAP/SLAT handle; there are two slat positions - UP/RET and EXT
Slats are normally powered by both hydraulic systems, however, either hydraulic system can fully operate the slats
Recall how stabilizer trim is displayed
The stabilizer position is displayed at the top of the CONFIGURATION SD synoptic, above the airplane symbol
Stabilizer position is also displayed at the top of the SECONDARY ENGINE SD synoptic
Recall the difference between the primary and alternate stabilizer trim systems
Horizontal stabilizer trim is controlled by either the primary trim switches, the alternate trim switches or the autopilot
The primary trim switches are on the control wheel and used for manual stabilizer trimming at a faster rate
The alternate trim switches (ALT LONG TRIM) are on the pedestal and are used for manual stabilizer trimming at a reduced rate
**Note: The autopilot trims the airplane using the alternate trim system
Recall how the stabilizer is trimmed using the primary trim switches
When both primary trim switches on either control wheel are moved simultaneously, the primary trim brake is released and the primary trim motor drives the stabilizer in the commanded direction
Separate movement of either switch does not produce stabilizer movement
Recall the meaning of the stabilizer movement warning horn
A warning horn sounds to alert the crew any time the stabilizer moves more than one degree, and continues to sound once for each approximately one degree of stabilizer movement
The “stabilizer motion” voice warning also sounds
The “stabilizer motion” voice warning is inhibited on the ground
Explain the function of the STABILIZER TRIM Brake Switch
The STABILIZER TRIM switch is a guarded switch and has two positions: OFF and normal
Normal - OFF light is extinguished and primary stabilizer trim is enabled
OFF – (switch is pushed) amber OFF illuminates and electrical power to the brake is removed, setting the brake to prevent stabilizer movement
Recall how the elevators are normally positioned for pitch control
The elevators are aerodynamically positioned by control tabs, which are mechanically connected to the control columns
A variable load feel mechanism simulates aerodynamic forces and returns the control columns to an artificial center position when they are released
Recall each elevator has two tabs
Control Tabs: Operated by the control columns, which then aerodynamically position the elevators
Geared Tabs: As each elevator is moved, geared tabs are deflected, providing aerodynamic assistance in moving elevators
Recall how pitch control is maintained if either control column jams
An override mechanism, installed on the torque tube connecting the two control columns, allows each column to operate independently, in the pitch axis, should either side jam
A substantial amount of force must be applied to the operable, free column, for the mechanical disconnect to occur
Once disconnected, maintenance is required
Recall the function of the elevator augmentation system
The elevator has two hydraulic boost cylinders that augment elevator control during a deep stall recovery, providing additional nose down capability
The system is powered by the left hydraulic system with an accumulator backup in the event system pressure is lost.
When the elevator augmentation system is activated by pushing the control columns full forward, the elevators move to full deflection
Recall the function of the aircraft spoilers
Roll augmentation
Inflight speed brakes
Decrease lift and increase drag during a rejected takeoff or landing
**Note: Spoilers are electrically controlled by the Spoiler Electronic Control Unit (SECU) and hydraulically powered
Explain how roll control is accomplished using ailerons and spoilers
Ailerons are aerodynamically positioned by control tabs mechanically connected to the control wheels
Aerodynamic forces on the control tabs position the ailerons
For greater roll control (with more than 5 degrees of control wheel input) the flight spoilers extend a proportionate amount on the downward moving wing
The ailerons are trimmed by a trim tab outboard of the control tab on each aileron
The AILERON TRIM switches, located on the pedestal, operate the trim tabs for LEFT WING DOWN/RIGHT WING DOWN control
Recall how roll control is maintained if either control wheel jams
The aircraft control wheels are linked together by a torque tube and an override mechanism
In the event one control wheel or control tab cable system becomes jammed, roll control is still possible with the other control tab by overriding the jammed component
Recall how ground spoilers are auto-deployed on landing and for a rejected takeoff
When armed, the spoilers operate automatically to increase braking during landing or a rejected takeoff
Selecting reverse thrust deploys the spoilers for a rejected takeoff
**Note: The autospoilers will also deploy when throttles are reduced to idle if above 80 kts (with or without reverse thrust activation)
When landing, main wheel spin-up OR a ground shift signal from the nose gear deploys the spoilers
Recall the function of the STICK PUSHER PUSH TO INHIBIT Switchlight
During detection of an imminent stall condition, the glareshield STICK PUSHER PUSH TO INHIBIT switchlights illuminate and the autopilot, if in use, disconnects
Abrupt forward movement of both control columns occurs, followed by stick shaker deactivation
Forward pressure on the control columns continues until the angle-of attack is reduced below stick shaker onset, the gravity force is sufficiently reduced, or a STICK PUSHER PUSH TO INHIBIT switchlight is pushed
**Note: The STICK PUSHER may also be manually overridden by pulling aft on the control column. However, if stall persists and aft pressure released, the stick pusher will again force the column forward
**Note: The system is tested automatically on power-up; no crew action is required
