Flight Controls

Question 1

Does the failure of a single hydraulic system affect primary flight controls

Answer 1

a single hydrau​ ​lic ​ system​ ​ failure does​ not affect operation

Question 2

With autopilot engaged how are flight controls operated

Answer 2

With​ ​ the ​ autopilot engaged, ​ the flight controls​ ​are hydraulically​ operated ​ by ​ signals ​ from​ ​the ​ Automatic​ ​ Flight ​ Control​ System​ (AFCS).​ ​Stabilizer ​ trim, ​ yaw​ ​ damping ​ and ​ turn ​ coordi-​nation​ ​ are ​ provided by​ the Flight Augmenta-​ ​tion System​ (FAS

Question 3

If total hydraulic failure occurs what flight controls will still operate

Answer 3

If​ hydraulic​ pressure is​ not available, ​ the ​ aile-​rons, ​ rudder, and elevator​ can be ​ operated​ ​by​ direct mechanical​ control​ and the ​ stabi- ​lizer​ can be operated via​ an alternate ​ electri- ​cal mode.

Question 4

When will aileron servo tab unlock and what is their function

Answer 4

A​ servo tab ​ at each aileron is locked​ ​during normal​ ​ operation. ​ If​ ​ one aileron actua​ ​tor​ ​ becomes​ ​ depressurized, ​ the ​ servo ​ tab​ ​will​ ​ unlock​ ​ to​ assist​ in​ manual​ operation of​ ​the ​ affected aileron. If​ hydraulic​ pressure is​ ​not ​ available, ​ both ​ servo ​ tabs​ ​ are ​ unlocked​ ​and are operated by​ the control wheel​ move-​ment. ​ The ​ ailerons​ are then operated by​ the​ ​servo ​ tabs. ​ An aileron trim ​ wheel ​ is located​ ​at the pedestal.​

Question 5

Does aileron trim require hydraulic pressure

Answer 5

No

Question 6

What is the normal source of pressure for the rudder? If it fails

Answer 6

The rudder is​ normally​ operated ​ by​ hydraulic​ ​system​ 2. ​ If​ ​ system​ 2 hydraulic​ pressure is​ ​not ​ available ​ the rudder will ​ be ​ operated ​ by​ ​hydraulic system​ 1

Question 7

What happens to the rudder when you pass 200 kts

Answer 7

Rudder​ ​ authority​ at high ​ speed ​ is​ reduced​ by​ ​a rudder limiter, and pressure is 1100 psi

Question 8

What can you do if a rudder limiter failure occurs

Answer 8

In the event of​ a rudder​ limiter​ ​failure, ​ the system​ will​ ​ default​ to the low​ ​speed ​ mode ​ if​ ​ the​ landing gear​ is​ down and​ ​to the high speed ​ mode if​ the landing gear​ is​ ​up. ​ When ​ the rudder​ limiter p/b is​ depressed​ ​to ​ MAN,​ ​ the low or ​ high speed mode can ​ be​ ​manually selected via the speed p/b.

Question 9

What is the normal source of hydraulic pressure pressure for the elevators

Answer 9

The elevators, ​ which are mechanically inter- ​connected, ​ are ​ normally powered by​ a ​ dual​ ​hydraulic ​ actuator. ​ The​ left actuator​ ​ is​ pow-​ ​ered​ ​ by system 1, ​ the​ right actuator​ ​ by sys-​ ​tem​ ​ 2. ​ Either system​ is​ capable of​ operating​ ​the elevator

Question 10

What would be the obvious difference if elevator hydraulics totally fail

Answer 10

Elevator would be 5 times heavier

Question 11

How is the stab trim normally controlled

Answer 11

Stabilizer ​ position is normally​ controlled ​ by​ ​the Flight Augmentation​ System (FAS

Question 12

When is the stab trim wheel eased for trimming

Answer 12

If​ the​ FAS fails, ​ the ​ stabilizer​ ​ trim​ ​wheel at the pedestal can be used to position​ ​the ​ stabilizer

Question 13

When can you use alternate electric trim

Answer 13

If​ hydraulic​ pressure is​ not​ ​available, ​ the ​ stabilizer can be ​ operated ​ by​ ​an electric​ motor. ​ The​ ​ motor​ is controlled ​ by​ ​the ​ alternate stabilizer trim ​ switch located at​ ​the pedestal.​

Question 14

What does the flight control lock effect

Answer 14

The ​ ailerons can be locked in the neutral​ ​position ​ and​ ​ the ​ elevator ​ in the control​ col- ​umn​ ​ forward​ ​ position by a mechanical sys-​ ​tem​ ​ operated ​ from ​ a ​ lever​ ​ at​ ​ the rear​ of​ ​ the​ ​pedestal.

Question 15

What flaps position may be selected

Answer 15

Flap travel is from 0 degrees to 42 degrees

Question 16

If hydraulic pressure to the flaps fails how can the flaps be operated

Answer 16

The​ flaps are​ normally​ operated​ by​ hydraulic pressure; alternately, the​ flaps can​ be ​operated​ by​ an​ electric motor

Question 17

What happens when flap asymmetry occurs? Can it be reset

Answer 17

As soon​ as an​ asymmetry ​between​ the​ LH and​ RH flap​ positions is​ detected,​ hydraulic operation​ will be​ de-​ ​activated​ and​ an​ alert​ will be​ presented. ​ Normal hydraulic​ flap​ operation​ cannot be​ re-​ ​established​ in​ flight. ​ During​ alternate​ operation​ asymmetry​ protection​ is​ not​ provided, i.e. ​when​ an​ asymmetry​ is​ detected, the​ alert​ is​ presented, but​ alternate​ operation is​ not​ de- ​activated.

Question 18

What is flap disagreement? What can be done about it.

Answer 18

Disagreement between​ the​ position​ of​ the​ flap selector and​ the​ flaps ​after flap​ travel will be​ detected,​ and​ an​ alert​ presented

Question 19

Will a flap disagreement alert be presented in whilst in alternate operation

Answer 19

During​ alternate​ flap​ control, ​the​ disagreement​ alert​ will be​ inhibited.​

Question 20

Is there any speed restrictions on the use of speed brake? How does airspeed affect brake deployment

Answer 20

No

Question 21

When does automatic speed brake retraction occur

Answer 21

Automatic retraction occurs​ when:​ ​-​ The​ TOGA triggers are activated,​ ​-​ A thrust lever​ is advanced beyond MIN​ TO​ with landing​ gear​ up,​ ​-​ Maximum​ forward thrust​ position​ is selected​ (wind shear recovery).​ ​-​ The​ landing​ gear​ is​ selected up​ with both thrust levers set​ above MIN TO​ (manual​ go-around),​ ​​ ​In the event​ of​ an electrical​ failure, an extended​ speed brake​ will retract​ automatically​ but​ very​ ​slowly.​ In​ the​ event​ of​ a​ hydraulic failure the​ speed brake​ will remain in the​ selected​ position.​ If​ ​the speed​ brake was​ extended,​ IN selection will cause the​ speed​ brake​ to​ retract​ by​ the​ ​aerodynamic airload, but​ at a slower​ than​ normal rate

Question 22

What indication is there of speed brake operation

Answer 22

Speed brake extension is indicated by​ two speed brake​ lights​ at the​ main instrument​ ​panels

Question 23

When do you arm the lift dumpers? What is the armed indication

Answer 23

Before take off

Before landing

Question 24

When will lift dumpers automatically extend? Is there back up for this

Answer 24

If Rto

Question 25

When will lift dumpers disarm ? How do you know they didn’t

Answer 25

At lift off, it will show up on the MFDU

Question 26

When can you arm the lift dumpers on approach

Answer 26

After selecting landing gear down

Question 27

If you get LIFTD UNSAFE alert, what can you do

Answer 27

It means system is unsafe , turn it off, level 3 alert, check landing distance

Question 28

What does the stall prevention system consist off

Answer 28

2 Angle of attack vanes
2 stall protection computers
2 stall protection enhancement units
2 stick shakers
A stick pusher

Question 29

What activates the stick pusher

Answer 29

Both stall protection computers must detect a stall condition to activate the stick pusher

Question 30

How is the stick pusher disconnected ? Can it be reset inflight

Answer 30

By operating the disconnect handle located at the pedestal, Cannot be reset inflight

Question 31

How do you check if the T/O config is correct

Answer 31

The take-off​ configuration may​ be tested prior​ to take-off​ with the​ parking brake set​ by​ depressing​ ​the​ TAKE​ OFF​ CONF​ test button​ at​ the pedestal.​ If​ the take-off​ configuration is satisfactory​ not​ ​alerts will be presented​ and a T-O​ CONFIG NORM​ memo message​ is displayed.​

Question 32

What are the take- off warning alerts

Answer 32

Flaps not​ in​ TO​ position or​ in the alternate mode​ ​-​ ​ Stabilizer​ not in TO range​ ​-​ ​ Parking brake​ set​ ​-​ ​ Speed brake​ not in​ ​-​ ​ Life​ dumper​ unlocked​ ​-​ ​ Flight​ Control lock​ on​ ​-​ ​ One elevator hydraulic system​ depressurized

Question 33

Can the take-off warning be cancelled

Answer 33

The take-off​ configuration alerts​ cannot​ be​ cancelled by​ depressing the MWL