Flight Controls

Question 1

Which Hyd systems power the following:

Ailerons
Tailplane
Rudder
Flaps
Airbrake

Answer 1

Ailerons - Hyd 1 and 2
Tailplane - Hyd 1 and 2
Rudder - Hyd 1
Flaps - Hyd 1
Airbrake - Hyd 1

Question 2

What is the trim range on the rudder?

Answer 2

5 degrees left and right.

Question 3

What is the trim range on the tailplane?

What is the range on the indications?

Answer 3

7 degrees leading edge up to 14 degrees leading edge down.

Indicator shows between 4 degrees leading edge up and 7 degrees leading edge down.

Question 4

What is the trim range on the ailerons.

Answer 4

6 degrees right aileron down to 6 degrees left aileron down.

Question 5

Under normal circumstances, how is the rudder controlled?

What about when the Yaw Damper switch is turned off or the No. 1 Hydraulic system fails?

Answer 5

Rudder powered by hydraulic PFCU from Hyd 1 system. The actuator includes an auto-control assembly, controlled by the yaw damper computer.

Rudder controlled manually via a solid control rod.

Question 6

Is the control column deflection to tailplane movement linear?

Answer 6

No - a non linear gearbox changes the ratio of control column deflection to tailplane movement.

Close to the centre, tailplane movements for a set control column movement are relatively small. Further from the centre, tailplane movements for the same control column movements are larger.

Question 7

Why is a yaw damper system required?

Answer 7

Because the extra weight of the avionics in the nose of the T2 makes the aircraft less stable in yaw.

Question 8

How is artificial feel provided to:
The control column.
The rudder pedals.

Answer 8

Control column: Spring-feel units and an inertia weight in the tailplane control run that increases feel proportional to g.

Rudder Pedals: Spring-feel/ centring unit and a Q-feel system.

Question 9

What is the purpose of the Q-feel system and how does it work?

Answer 9

Purpose: To provide increased feel to the rudder pedals to prevent excessive deflection at high airspeeds, which could cause damage to the control surface.

Function: Uses pitot-static information to adjust feedback to the rudder pedals.

Question 10

State the range of movement for the following control surfaces:

Tailplane
Ailerons
Rudder

Answer 10

Tailplane:
7 degrees leading edge up to 14 degrees leading edge down.

Ailerons: 12 degrees up to 12.5 degrees down.

Rudder: 20 degrees left and right.

Question 11

How many jacks operate the flap system?

Answer 11

Only one, to prevent asymmetric flap.

Question 12

Can the gear and flaps be raised again once the emergency blow down system is used?

Answer 12

No.

Question 13

What system is in place to prevent damage to the flaps if they are lowered at too high an airspeed?

Answer 13

A pressure relief valve, which allows the flaps to be blown back up by the airflow if lowered at too high an airspeed.

Question 14

If the airspeed is initially >350kts, what speed much be achieved with combat flap armed in order for it to deploy?

Answer 14

340kts.

Question 15

If the airspeed is initially below 350kts with combat flap deployed, at what speed will the combat flap automatically retract?

Answer 15

350kts.

Question 16

What happens if combat flap is still selected on landing?

Answer 16

The weight on wheels circuit automatically deselects combat flap.

Question 17

What is the minimum DC voltage required on the battery Busbars for the Standby Lowering System to function when selected?

Answer 17

21V.

Question 18

State the flap angle at the following positions:
Combat Flap
1/2
3/4
Down

Answer 18

12.5 degrees
25 degrees
37.5 degrees
50 degrees

Question 19

Can the standby lowering system be operated with the battery switches to off?

Answer 19

Yes - power comes from the battery busbars (which are permanently connected to the batteries), not the ESB.

Question 20

Which busbar supplies the normal flap and landing gear control system?

Answer 20

the 28V DC ESB.

Question 21

What system is in place to prevent damage to the airbrake if they are lowered at too high an airspeed?

Answer 21

A pressure relief valve, which allows the airbrake to be blown back up by the airflow if lowered at too high an airspeed. This bleeds hydraulic fluid back to the return line.

Note that there is no published speed limit on airbrake use.

Question 22

What happens to the airbrake when gear is selected down?

Answer 22

If out, it will automatically retract. Airbrake extension is inhibited when gear down.

Question 23

What is over-sensitive NWS a symptom of?

Answer 23

Yaw Damper System failure.

Question 24

What pressure should the flying control accumulator pressure dials for Hyd 1 and Hyd 2 show before flight?

Answer 24

1100psi