Flight Controls Flashcards
Q.5.1. What is your priority?
Scenario
You are at 4,000 ft, configuring for landing as Pilot Flying, and call for “Flaps 5.” The Pilot Monitoring repeats the command, and then moves the flap handle from “UP” to the F5 position. The PM monitors the Flap Position Indicator, but soon says “Uh oh, the flaps are stuck.”
MATM, including if the Non-Normal flap condition has any effect on aircraft controllability.
Reference: FOM 5.1 General, AOM 5.1.1
Q.5.2. Is your phase of flight relevant?
Scenario
You are at 4,000 ft, configuring for landing as Pilot Flying, and call for “Flaps 5.” The Pilot Monitoring repeats the command, and then moves the flap handle from “UP” to the F5 position. The PM monitors the Flap Position Indicator, but soon says “Uh oh, the flaps are stuck.”
Yes. You are on approach and not in a clean configuration. You need to execute a missed approach and coordinate for airspace to continue corrective action(s).
Reference: FOM 5.1 General, AOM 5.1.1
Q.5.3 What is a risk with the go-around specific to this non-normal condition?
Scenario
You are at 4,000 ft, configuring for landing as Pilot Flying, and call for “Flaps 5.” The Pilot Monitoring repeats the command, and then moves the flap handle from “UP” to the F5 position. The PM monitors the Flap Position Indicator, but soon says “Uh oh, the flaps are stuck.”
Moving the flap handle with suspected leading edge device or trailing edge flap damage may cause additional damage.
Reference: FOM 5.1 General, AOM 5.1.1, AOM 5.7
Q.5.4. The holding pattern is 15 NM away. Is there anything you can be doing during this time?
After you announce you’re on the missed approach to Tower, they switch you to Departure. Departure asks the reason for the missed approach, and then clears you to fly the “published missed,” including holding.
QRH for Trailing Edge Flap Disagree. Also, assess any future impact of the Non-Normal (the QRH can help you with that assessment).
Reference: FOM 2.2.3.1
Q.5.5. As you read through the QRH, you assess that there is not any flap asymmetry, and that the flaps are stuck between flaps 2 and flaps 5, which leads you to step 5: Plan to extend flaps to 15 using alternate flap extension. Before you continue with that step, what are some considerations regarding impact now and in the future?
After you announce you’re on the missed approach to Tower, they switch you to Departure. Departure asks the reason for the missed approach, and then clears you to fly the “published missed,” including holding.
Extra time to complete the alternate flap extension, limitations associated with it, unfamiliarity with a flaps 15 landing, landing distance considerations.
Reference: QRH 9.24, AOM 3.9
Q.5.6. As you go through the rest of the QRH, what other things would you discover that may have an impact on the rest of the flight?
After you announce you’re on the missed approach to Tower, they switch you to Departure. Departure asks the reason for the missed approach, and then clears you to fly the “published missed,” including holding.
Scenario
You are at 4,000 ft, configuring for landing as Pilot Flying, and call for “Flaps 5.” The Pilot Monitoring repeats the command, and then moves the flap handle from “UP” to the F5 position. The PM monitors the Flap Position Indicator, but soon says “Uh oh, the flaps are stuck.”
Alt flap extension time to F15 is approximately two minutes
Drag penalty with LEDs extended will impact fuel burn
Icing conditions considerations
PWB entry of the specific non-normal condition
230K max airspeed limitation
The need to be watchful for any flap asymmetry during alt flap extension
Reference: QRH 9.24, FOM 2.2.3.1
Q.5.7. Once you have taken care of all of the corrective actions and are ready to begin the approach, and as time allows, what are some other things that you need to consider?
After you announce you’re on the missed approach to Tower, they switch you to Departure. Departure asks the reason for the missed approach, and then clears you to fly the “published missed,” including holding.
Brake cooling
Communication to Company (Dispatch/TechOps/Station Ops)
Communication to Flight Attendants
Communication to Passengers
Logbook Entry
Is an Irregularity Report/Immediate notification required (not under Flight Controls: under SYS MALF)?
Reference: FOM 2.2.3.1, 22.1.2
Q.5.8. What does illumination of the SPEEDBRAKES EXTENDED light indicate while in flight?
NG and MAX: The speedbrake lever is beyond the ARMED position, and the flap lever setting is more than flaps 10, or the radio altitude less than 800 ft.
MAX: Thrust levers are above idle with the speedbrake extended beyond the ARMED position.
Reference: FRM B737-700/-800 9.1.5, FRM B737MAX 9.1.6, NG QRH 9.17, MAX QRH 9.16
Q.5.9. What does illumination of the Assist ON light indicate in the B737MAX?
The Elevator Jam Landing Assist function is activated.
Reference: MAX QRH 9.17, FRM B737MAX 9.1.1
Q.5.10. What does illumination of the SPOILERS light indicate in the B737MAX?
Spoiler system fault.
Reference: FRM B737MAX 9.1.2, MAX QRH 9.4
Q.5.11. What is the purpose of the Elevator Jam Landing Assist System in the MAX aircraft?
To assist the Pilots while on approach and landing during manual flight in an elevator jam condition.
When the Autopilot is disengaged
Flaps are 1 or greater
The Elevator Landing Assist switch is selected ON
Reference: FRM B737MAX 9.2.5.1.2
9.2.5.1.2 Elevator Jam Landing Assist System
Revised: 07/11/2017
If a jam occurs in the aft elevator control mechanism, both control columns have a limited range of motion. During approach and landing, the Elevator Jam Landing Assist System uses the flight spoilers for small changes to the flight path. To activate the system, the Elevator Jam Landing Assist switch must be selected ON, the actual flap position must be 1 or greater, and the autopilot must be disengaged.
With the system activated, the flight spoilers deploy to a preset position. The control wheel steering force sensors detect forces applied to the control column. A push on the control column causes the spoilers to extend farther, increasing the descent rate. A pull on the control column causes the spoilers to retract, decreasing the descent rate.
Q.5.12. What does illumination of the SPEED TRIM FAIL light indicate when the MASTER CAUTION recall is activated and extinguishes when the MASTER CAUTION is reset?
Failure of a single FCC channel.
Reference: FRM 9.1.1
Q.5.13. What does the Flight Control LOW PRESSURE light indicate?
Low hydraulic system (A or B) pressure to ailerons, elevator, and rudder.
Reference: FRM 9.1.1
Q.5.14. What does the FEEL DIFF PRESS indicate?
When either hydraulic system or elevator feel pitot system fails, excessive differential hydraulic pressure is sensed in the elevator feel computer.
Reference: FRM 9.1.1, 9.2.5
Q.5.15. Do not extend flaps above what pressure altitude? Why?
20,000 ft; to prevent excessive structural loads from increased Mach at higher altitude.
Reference: AOM 3.9, FRM B737-700/-800 9.2.8
Q.5.16. What is the Alternate Flap duty cycle?
Alternate flap duty cycle in flight is one complete cycle, then five minutes off. A complete cycle is movement from position 0° to 15° and back to 0°. The ALTERNATE FLAPS position switch must be in the OFF position for 15 seconds before reversing the direction of flap movement.
Reference: AOM 3.9, FRM 9.1.1
Q.5.17. Can the LE devices be retracted by the standby hydraulic pump?
No.
Reference: FRM 9.2.8.4
Q.5.18. How do you control pitch and roll in manual reversion?
Ailerons and elevators in manual reversion are mechanically actuated without hydraulic assist. The stabilizer trim can be controlled electrically via the electric trim switch or manually via the stabilizer trim wheel.
Reference: AOM 5.11.2, FRM B737-700/-800 9.2.4.1, MAX 9.2.5.1
