Flight Controls Flashcards
Recall the phase of flight that the Speed Trim System (STS) operates most frequently
- STS operates most frequently during takeoffs, climb and go-arounds
Note: big power changes
VOL 2 / 9.2.5.2.4
Explain the meaning of the SPEED BRAKES EXTENDED light
In flight:
- SPEED BRAKE lever is beyond the ARMED position AND
- TE (trailing edge) flaps extended more than flaps 10 OR
- Radio altitude less than 800ft
You don’t want the speed brakes out when you’re landing ha, only armed to deploy for when you’re on the ground
On the ground:
- SPEED BREAK lever is in the DOWN detent AND
- Ground spoilers are not stowed
VOL 2 / 9.1.5
Explain the meaning of an amber LE FLAPS TRANSIT light
LE - leading edge
TE - trailing edge
- any LE device in transit
- any LE device not in programmed position with respect to TE flaps
- a LE uncommon motion condition exists (two or more LE flaps or slats have moved away from their commanded position)
- during alternate flap extension until LE devices are fully extended and TE flaps reach flaps 10
Note: light is inhibited during autoslat operation in flight
VOL 2 / 9.1.7
Explain the meaning of an illuminated Flight Control LOW PRESSURE light
- Indicates low hydraulic pressure in system (A or B) pressure to ailerons, elevator and rudder
- deactivated when associated FLIGHT CONTROL switch is positioned to STBY RUD and standby shutoff valve opens
VOL 2 / 9.1.1
Explain the meaning of the FEEL DIFF PRESS light
- Indicates excessive differential pressure in the elevator feel computer
Notes: Elevator feel shift system (module) is controlled by the SMYD computers (
Elevator feel shift changes the control forces on the control column to simulate proper forces in flight. Excessive differential pressure can be caused by erroneous activation of the elevator feel shift computer so it gives us a warning light that something is off.
SMYD computers (there’s two) use elevator pitot tubes to get a more realistic sense of airflow over the elevator. They detect a potential stall or high AOA and control systems;
- Speed trim system
- Elevator feel shift
- Yaw dampener
- Windshear detection
- Calculates PMIs
- Autoslats
VOL 2 / 9.1.1
Explain the meaning of the SPEED TRIM FAIL light
- Indicates failure of the speed trim system (STS)
- Indicates failure of a single FCC (Flight Control Computer) channel when MASTER CAUTION recall is activates and light extinguishes when Master Caution System is rest.
Notes: Operates through the AP channels but only operates when AP is disengaged. Doesn’t operate through the SMYDs (assuming for redundancy if that system fails, this will help). It continuously takes snapshots of aircraft speed and holds until next update or something that causes an update (flap retraction, etc) and tries to stabilize aircraft at that airspeed. Has nothing to do with target speed but everything with snapshot speed.
VOL 2 / 9.1.1
Explain the meaning of the MACH TRIM FAIL light
- Indicates failure of the Mach Trim System
- Indicates failure of a single FCC (Flight Control Computer) channel when MASTER CAUTION recall is activates and light extinguishes when Master Caution System is rest.
Notes: Mach trim system helps us with pitch control. It operates with no A/P is engaged and at speeds above Mach .615. It keeps elevator effective for maneuvering stability at low and high speed regimes.
VOL 2 / 9.1.1
Explain the meaning of the AUTO SLAT FAIL light
- Indicates failure of the auto slat system
- Indicates failure of a single Stall Management/Yaw Damper (SMYD) computer when MASTER CAUTION recall is activates and light extinguishes when Master Caution System is rest.
Notes: Even though the light on the overhead panel is on, it’s not a dual channel failure and both FCC channels have not failed - it shows up on a recall.
Auto Slats are controlled by the SMYD computers (there’s two). Operates between flap settings 1-5 (or 1-25 on some planes). Basically when you approach a high AOA, the autoslat system will drive LE slats from extend position to FULL extend position (to increase lift over wing and lower the AOA) and then will automatically retract the LE slats back to the extend position when leaving the high AOA.
SMYD computers use elevator pitot tubes to get a more realistic sense of airflow over the elevator. They detect a potential stall or high AOA and control systems;
- Speed trim system
- Elevator feel shift
- Yaw dampener
- Windshear detection
- Calculates PMIs
- Autoslats
VOL 2 / 9.1.1
Explain the meaning of the YAW DAMPER light
Yaw damper is not engaged
Notes: approaching a high AOA, the yaw dampener will reduce hydraulic pressure to rudder making it less effective (stays in coordinated flight). Is controlled by the SMYD computers.
SMYD computers use elevator pitot tubes to get a more realistic sense of airflow over the elevator. They detect a potential stall or high AOA and control systems;
- Speed trim system
- Elevator feel shift
- Yaw dampener
- Windshear detection
- Calculates PMIs
- Autoslats
VOL 2 / 9.1.1
Explain the meaning of the SPEED BRAKE DO NOT ARM light
- light deactivated when SPEED BRAKE lever is in the down position
- When SPEED BRAKE lever is armed, indicates abnormal condition OR test input to the automatic speed brake system
- during landing, indicates wheel speed has dropped below 60kts, and the speedbrake lever is not in the DOWN position
VOL 2 / 9.1.5
Explain the function of the FLT CONROL switches located on the Forward Overhead panel
STBY RUD - activates standby hydraulic system pump and 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
ON (guarder position) - normal operating position
VOL 2 / 9.1.1
Explain the function of the Control Column Stabilizer cutout switches
Control column actuated stabilizer trim cutout switches stop operating of the main electric and autopilot trim when the control column movement opposes trim direction
Note: this mechanism is inside the control column near the floor. It senses excessive pressure on the yoke that opposes trim direction (hence why the first memory item on stab trim runaway is hold the yoke FIRMLY). If holding firmly doesn’t work, we manually flip the STAB TRIM Cutout switches on the control stand (under the flap lever).
VOL 2 / 9.2.5.2.1
Understand the purpose of the STAB TRIM OVERIDE switch on the AFT Electronic Panel
OVERIDE - bypasses the control column actuated stabilizer cutout switches to RESTORE power to the stabilizer trim switches on the Control Wheel
NORM (guarder position) - normal operating position
VOL 2 / 9.1.2
Explain the function of the STAB TRIM Cutout switches on the Control Stand
MAIN ELETRIC
- NORMAL - normal operating position
- CUTOUT - deactivates control wheel trim switch operation
AUTOPILOT
- NORMAL - normal operating position
- CUTOUT - deactivates autopilot stabilizer trim operation. Autopilot disengages if engaged.
VOL 2 / 9.2.5.2.1 & 9.1.2
Explain how the Flap Load Relief System operates
When the flaps are set at 40, the TE flaps:
- retract to 30 if airspeed for flaps 40 is exceeded
- re-extend when airspeed is reduced below flaps 40 speed
When the flaps are set at 30, the TE flaps:
- retract to 25 if airspeed for flaps 30 is exceeded
- re-extend when airspeed is reduced below flaps 30 speed
VOL 2 / 9.2.8.2
Explain how primary flight controls are powered
The flight controls are powered by redundant hydraulic resources; system A and B. Either hydraulic system can operate all primary flight controls. The ailerons and elevators may be operated manually if required. The rudder may be operated by the standby hydraulic system if system A and B pressure is not available.
VOL 2 / 9.2.1
Recall that flight spoilers assist the ailerons in roll control
The flight spoilers rise on the wing with up aileron and remain faired on the wing with down aileron. When control wheel is displaced more than approximately 10 degrees, spoiler deflection is initiated
VOL 2 / 9.2.4.2
Explain the function of the ALTERNATE FLAPS Master Switch
OFF (guarded position) - normal operating position
ARM - closes TE flap bypass valve, activates standby pump and arms the ALTERNATE FLAPS position switch
VOL 2 / 9.1.1
Explain the position of the Speed Brake Lever
DOWN (detend) - all flight and ground spoiler panels in faired (down) position
ARMED:
- automatic speed brake system armed (illuminates green SPEEDBRAKE ARMED light)
- upon touchdown, the SPEEDBRAKE lever moves to the UP position, and all flight and ground spoilers extend
50% (as installed on ships 3701-3743 and 3801-3930): if the speedbrakes are deployed beyond the 50% position and the speedbrake load alleviation feature is activated:
- the speed brake lever moves tot he 50% position
- all flight spoilers retract to one-half of their maximum position for in flight use
FLIGHT DETENT - all flight spoilers are extended to their maximum position for inflight use
UP - all flight and ground spoilers are extended to their maximum position for ground use
Notes: In flight they are called speedbrakes. On the ground they are called spoilers. There are 6 panels per wing, 12 total, labeled 1-12. On each wing, the middle 4 panels are in flight speedbrakes and the outer 2 are spoilers.
In flight speedbrake panels: (2, 3, 4, 5 & 8, 9, 10, 11)
Ground spoiler panels: (1, 6 & 7, 12)
VOL 2 / 9.1.5
Explain the function of the Speedbrake Load Alleviation Feature
(As installed on ships 3701-3743 and 3801-3930) - the automatic speedbrake load alleviation feature limits the deployment of the speedbrakes under certain high gross weight/airspeed combinations. Under these conditions, if the speed brakes are deployed to the FLIGHT DETEND, they automatically retract to 50% of the FLIGHT DETENT. The SPEEDBRAKE lever moves to reflect the position of the speed brakes. Manual override is available. Increased force is needed to move the SPEEDBRAKE lever beyond the 50% position with load alleviation active. the SPEEDBRAKE lever must be HELD in place when manual override is used between 50% and FLIGHT DETENT.
Notes: so if the handle keeps coming up you gotta hold it in place lol.
VOL 2 / 9.2.7.1
Describe the Speed Brake system during ground operations
During landing, the auto speed brake system operates when these conditions occur:
- SPEEDBRAKE lever is in the ARMED position
- SPEEDBRAKE ARMED green light is illuminated
- radio altitude is less than 10ft
- landing gear strut compresses on touchdown (squat that switch)
- both thrust levers are retarded to IDLE
- main landing gear wheels spin up (more than 60kts)
The SPEEDBRAKE lever automatically moves to the UP position and the spoilers deploy.
If the SPEEDBRAKE lever is in the DOWN position during landing or rejected takeoff, the auto speed brake system operates when these conditions occur:
- main landing gear wheels spin up (more than 60kts)
- both thrust levers are retarded to IDLE
- reverse thrust levers are positioned for reverse thrust
The SPEEDBRAKE lever automatically moves to the UP position and spoilers deploy
Note: after an TRO or landing, if either thrust lever is advanced, the SPEEDBRAKE lever automatically moves to the DOWN detent and all spoiler panels retract. The spoiler panels may also be retracted by manually moving the SPEEDBRAKE lever to the DOWN detent.
VOL 2 / 9.2.7.2
An illuminated AUTO SLAT FAIL light indicates a failure of…
The auto slat function in one of the SMYD computers when illuminated during MASTER CAUTION recall
ESV-SA: Flight Controls
To aid in roll control flight spoilers..
rise on the wing with the up aileron.
Note: Aileron goes up, they go up!! Disruption of airflooooooow
ESV-SA: Flight Controls
What position of the FLT CONTROL switch will activate the standby hydraulic system pump?
STBY RUD
Note: primary purpose of the standby hydraulic system is to control the standby rudder and/or leading edge devices. Turning the switch OFF just isolated the system from the primary flight controls. ON is the normal (guarded) position.
ESV-SA: Flight Controls
