Flight controls

Question 1

How are columns and wheels connected?

Answer 1

Jam override mechanisms. The not jammed side can maintain control by applying force to that wheel or column.

Question 2

How are rudders connected?

Answer 2

Rigid connection

Question 3

Flight control system electronic components?

Answer 3

Four Actuator Control Electronics(ACEs), three Primary Flight Computers(PFCs)

Question 4

What causes FLIGHT CONTROLS message?

Answer 4

Multiple ACE and/or hydraulic system failures to cause the loss of a significant number of control surfaces, or

Other flight control system faults are detected.

Question 5

Pitch is controlled by?

Answer 5

Two elevators and one horizontal stab

Question 6

Roll is controlled by?

Answer 6

Two flaperons, two ailerons, 14 spoilers

Question 7

Yaw is controlled by?

Answer 7

Single rudder, and partial span tab

Question 8

What spoilers lock out during high speed flight?

Answer 8

5 and 10. They augment roll control in low speed flight.

Question 9

When does rudder become effective?

Answer 9

Around 60 knots

Question 10

How far does partial span tab move?

Answer 10

Twice the deflection of the rudder

Question 11

Three primary flight control modes?

Answer 11

Normal, secondary, direct

Question 12

What protections are there in normal mode?

Answer 12

Stall, overspeed, bank angle

Question 13

Describe stall protection

Answer 13

When below minimum maneuvering speed, nose up trim is inhibited. More force than normal on the control column to stay below trim inhibit speed.

Question 14

Describe overspeed protection

Answer 14

At Vmo/Mmo nose down trim is inhibited. It can be overridden by pushing forward. Alternate pitch trim does not reduce column forces.

Question 15

Describe bank angle protections

Answer 15

There is a bank angle protection boundary of roughly 35 degrees. When exceeded the control wheel forces the bank back to within 30 degrees. Can be overridden by the pilot. AP disengage bar turns this feature off. Bank indicator turns amber past 35.

Question 16

How does pitch control work

Answer 16

PFCs generate pitch maneuver.

PFCs position elevators and stabilizer for said pitch maneuver.

Compensates for thrust changes, gear config changes, and turbulence, bank up to 30 degrees, and flap and speedbrake changes.

In the flare it commands nose down so you have to apply aft pressure.

Question 17

Primary pitch trim control

Answer 17

Both switches must be used

Inhibited with AP on

Does not move control column

Moves stabilizer on the ground

Inflight it changes trim reference speed.

Moves elevators, then stabilizer to streamline the elevator

Question 18

Alternate pitch trim

Answer 18

Move trim reference airspeed in normal mode

Moves stabilizer in all modes

Priority over control wheel pitch trim commands

Does not disconnect autopilot, but moves stabilizer

Question 19

Secondary and direct pitch control

Answer 19

Commands proportional elevator deflection instead of a command

Does not compensate for thrust, bank, or config changes

Two force feels based on flap position.

Move the stabilizer instead of trim reference speeds

Question 20

Stabilizer power source

Answer 20

Center and right hydraulic sources

Stabilizer trim control modules control hydraulics

Question 21

Stabilizer shutdown

Answer 21

If uncommanded stabilizer motion is sense, the particular module will shutdown and give STABILIZER R or C. Stabilizer still works through other module.

STABILIZER is displayed when both modules shutdown or fail. Or if auto shutdown fails to stop the motion.

Question 22

Stabilizer position Indication

Answer 22

Three segments to green band. Mid, nose up, and nose down.

Calculated using FMC inputs of CG, gross weight, TO thrust and V1.

Nose gear pressure switch cross checks the CG to ensure correct green band has been selected.

Question 23

What spoilers are connected via cable?

Answer 23

4 and 11

Question 24

Thrust Asymmetry Compensation

Answer 24

Adds rudder at 10% thrust difference.

TAC is not available below 70kts, reverse thrust is applied, or system malfunction or loss of engine thrust data.

Question 25

Wheel to rudder crosstie

Answer 25

Control wheel inputs deflect rudder up to 8 degrees when below 210 knots

Question 26

Yaw damping

Answer 26

In normal mode provides turn coordination and dutch roll damping

Question 27

Three flap slat modes

Answer 27

Primary, secondary, alternate

Question 28

Primary mode

Answer 28

Powered by center hydraulic system

Question 29

Secondary mode

Answer 29

Engaged when primary mode fails to move flaps or slats to commanded position.

Engaged until affected system surfaces are fully retracted or center hydraulic system restored.

Electrically powered.

Autoslats are not available.

Fully extended at all flap positions. Retract to midrange over 256. Stay there until past 20 or Up.

Question 30

Alternate mode

Answer 30

Uses the switch

Limited to flaps 20 and slats midrange

Question 31

Flap load relief

Answer 31

Limited to primary mode

In flaps 15 to 30, over the flap speed they retract to a position appropriate for the speed. Starts 1 knot over placard speed.

Retraction limited to flaps 5.

Will re-extend 5 knots below placard speed and only go so far as flap handle position.

Question 32

Autoslats

Answer 32

Signaled from stall warning system. Slats go from mid to full. Retract a few seconds once signal goes away.

Only in primary and flaps 1,5,15,and 20