Flight Controls

Question 1

How are the primary flight controls controlled and actuated?

Answer 1

Electronically controlled by the fly-by-wire (FBW) system
Hydraulically actuated by power control units (PCUs)

Question 2

What are the FBW normal mode tactile pitch protections?

Answer 2

Progressive increase in required sidestick force as sidestick deflection is increased
Soft stop in the pitch axis at the operational flight envelope
Hard stop at the sidestick travel limit in the pitch axis at the airplane structural limit
Stick shaker

Question 3

What is the normal mode nose-up pitch attitude limit in flight?

Answer 3

30º

Question 4

What is the normal mode nose-up pitch attitude limit during takeoff?

Answer 4

17.5⁰ to assist in preventing a tail strike on takeoff

Question 5

What is the normal mode nose-down pitch attitude limit in flight?

Answer 5

20º

Question 6

Is the airplane aerodynamically stalled, in the normal mode, while maintaining VAOA HARD (Hard Stop)?

Answer 6

No; In smooth air, the hard stop maintains an AOA value for activating the stick shaker

Note: Environmental factors such as turbulence or gusts can cause airspeed to decrease
below VAOA HARD. In this case, the airplane may stall in FBW normal mode momentarily as the
airplane pitch is adjusted to regain VAOA HARD.

Question 7

In FBW normal mode, what is the maximum bank angle limit?

Answer 7

80º

Question 8

Passed what bank angle in the normal mode will FBW return to?

Answer 8

30°

Question 9

To what degree is pitch compensation in turns provided?

Answer 9

33⁰

Question 10

What are the 3 FBW direct modes?

Answer 10

PFCC (primary flight control computer) direct
REU (remote electronic unit) direct
AFCU (alternate flight control unit) direct

Question 11

What causes PFCC direct mode?

Answer 11

Loss on input to the PFCC; IRS, ADC etc

Question 12

What causes REU direct mode?

Answer 12

Loss of all three PFCC

Question 13

What causes AFCU direct mode?

Answer 13

Loss of all REU to a single flight control surface

Question 14

Is the autopilot available in FBW direct modes?

Answer 14

No

Question 15

How do you regain FBW normal mode after a complete PFCC failure?

Answer 15

All PFCCs must be reset by pressing the PBAs to OFF then ON
Note: this is not a memorized event. There is a checklist for this!

Question 16

What will occur if the rudder or stab trim is outside the allowable takeoff range during thrust lever
advancement?

Answer 16

Red CONFIG RUDDER TRIM or CONFIG STAB TRIM CAS will appear
“No Takeoff” aural alert

Question 17

What functions does the AP/PTY switch on the sidestick provide when pressed momentarily?

Answer 17

Disconnects the autopilot if engaged
Selects sidestick momentary priority if the autopilot is not engaged

Question 18

What is the function of the ALTN FLAP PBA?

Answer 18

Will extend the slats and flaps to position 2

Note: The slats and flaps begin movement only if the airspeed is at or below 200kt. This
control is a work around for a failed flap handle. There is only an alternate control and not an
alternate operating system.

Question 19

Will failure of the flaps prevent operation of the slats?

Answer 19

No; the slats and flaps have independent dual-motor power drive units (PDUs)

Question 20

What is the purpose of the FLAPS OFF PBA on the TAWS panel?

Answer 20

Used to cancel the flap aural warning if the flaps are not set at 4 with the gear down, airspeed
below 159kt, and altitude below 245ft (75m) for landing

Question 21

How many pairs of spoiler panels are located on each wing?

Answer 21

3 multi-functional spoilers (MFS)
1 ground spoiler (GS)

Question 22

How are the spoilers controlled and actuated?

Answer 22

Electrically controlled
Hydraulically actuated

Question 23

What do the MFS panels provide?

Answer 23

Roll
Drag
Ground lift dumping

Question 24

Which hydraulic system powers the ground spoilers?

Answer 24

HYD system 1

Question 25

What is the activation logic for the ground spoilers?

Answer 25

Either MLG is weight-on-wheels, and
Either MLG wheel speed is greater than 16kt, and one of the following
RAD ALT below 7ft, or
Both MLG are weight-on-wheels and airplane pitch angle less than 2º

Question 26

When in AFCU direct mode, what spoilers are available?

Answer 26

None

Question 27

What happens if both sidesticks are operated simultaneously?

Answer 27

Red DUAL annunciation is shown on both PFDs
“DUAL INPUT” aural warning message
The total summed input signal of both sidesticks is limited to the maximum deflection of a single sidestick

Question 28

What happens when the AP/PTY pushbutton is pressed and held?

Answer 28

The autopilot, if engaged, disconnects
The opposite sidestick and its pitch trim switch are deactivated
The PTY legend on the onside glareshield SIDESTICK guarded PBA flashes
A red arrow illuminates on the opposite SIDESTICK guarded PBA
A “PRIORITY LEFT” or “PRIORITY RIGHT” aural message is annunciated once
Note: when both AP/PTY pushbuttons are pressed, the last one pressed has priority. If the
AP/PTY pushbuttons are pressed simultaneously, the left sidestick has priority

Question 29

What happens when the guarded SIDESTICK PBA on the glareshield is pressed?

Answer 29

The autopilot, if engaged, does not disconnect
The PTY legend on the onside glareshield SIDESTICK PBA remains on without flashing
The AP/PTY pushbutton on the disabled sidestick has no effect
Note: Pressing the guarded SIDESTICK PBA on the disabled side transfers sidestick priority