Flight Controls

Question 1

What are the primary flight controls?

Answer 1

Conventional control wheel, column and pedals which are linked mechanically to hydraulic power control units for the ailerons, elevators and rudders.

Question 2

What powers the primary flight controls?

Answer 2

Redundant hydraulic systems (A and B).

Question 3

Which flight controls can be operated manually if required?

Answer 3

The aileron and elevators.

Question 4

What will power the rudder if Hydraulic Systems A and B are not available?

Answer 4

The standby hydraulic system.

Question 5

Is the yaw damper available during manual reversion?

Answer 5

Yes. If hydraulic A and B are lost, and both FLT CONTROL switches are positioned to STBY RUD.

Question 6

With a lateral control system jam, which crew member controls the ailerons and/or spoilers?

Answer 6

Captain’s control wheel is connected by cables to the Power Control Units (PCUs) through the aileron feel and centering unit. The First Officer’s control wheel is connected to the Spoiler Control Electronics (SCE) unit via wheel position sensors. If there is a jam, the control columns provide roll control via the respective system.

Question 7

How can you isolate a jammed elevator?

Answer 7

Both pilots apply force against the jam which will breakout either the Captain’s or First Officer’s control column. The one which moves freely will control the elevator.

Question 8

When would you use the Elevator Jam Landing Assist and what does it do?

Answer 8

If a jam occurs in the aft elevator control mechanism, both control columns have limited range of motion. The Elevator Jam Landing Assist System uses flight spoilers to increase or decrease the rate of descent with control column input provided (1) the switch is selected ON; (2) actual flap position is 1 or greater; and (3) the autopilot is disengaged.

Question 9

What powers the stabilizer?

Answer 9

A single electric trim motor controlled through either the stab trim switches on the control column or autopilot trim.

Question 10

Are the manual trim and electric trim limits the same?

Answer 10

No. The manual trim can be used to position the stabilizer beyond electrical trim limits. However, electrical trim switches may be used to return the stabilizer to the electrical trim limits.

Question 11

If STAB TRIM PRI and STAB TRIM B/U are positioned to CUTOUT, do you still have manual trim?

Answer 11

Yes. Both autopilot and main electrical trim inputs are disconnected from the stabilizer trim motor, however the manual trim is accomplished through cables connected to the trim wheel.

Question 12

At what speed does the Mach Trim System become operative?

Answer 12

Above Mach 0.615

Question 13

Is the STS operating when the pilot is making stab trim commands with the switches?

Answer 13

No. But it may activate 5 seconds following release of trim switches.

Question 14

Describe the Leading Edge / Trailing Edge / Slat extension sequence.

Answer 14

When FLAP lever is moved from UP to 1 through 25
• the Trailing Edge flaps to the commanded position
• the Leading Edge flaps to the full extended position
•the Leading Edge slats to the extend position

When FLAP lever is moved beyond 25
• the Trailing Edge flaps to the commanded position
• the Leading Edge flaps remain full extended position
•the Leading Edge slats to the full extended position

Question 15

How are the flaps protected from overspeed and excessive air loads?

Answer 15

The Flap Slat Electronic Unit (FSEU) provides a Trailing Edge flap load relief function with flaps 10 through 40. It retracts flaps to a lower setting if airspeed is too high and to the commanded position when airspeed decreases. The FLAP lever does not move.

Question 16

With a loss of Hydraulic System B, how are the trailing edge devices operated?

Answer 16

Trailing Edge devices can be operated electrically.

Question 17

How are the leading-edge devices extended with a loss of Hydraulic System B? Can they be retracted?

Answer 17

The ALTERNATE FLAPS switch controls an electric motor that extends Trailing Edge flaps and Leading Edge flaps/slats. Once the Leading Edge flaps/slats have been extended in this mode, they cannot be retracted.

Question 18

Is there skew or asymmetry protection in the Trailing Edge Flaps when operating using the Alternate Flap System?

Answer 18

There is no skew or asymmetry protection in the Trailing Edge Flaps using the alternate (electrical) flap drive system.

Question 19

Describe the operation of the flight spoilers during an emergency descent. When does this logic arm?

Answer 19

The Emergency Descent Speedbrakes (EDS) function is armed when the airplane is above 30,000 feet and the CAB ALT warning is active. When the speebrake lever is raised to the flight detent, the EDS raises the speedbrakes to a higher than normal position until the spoilers are stowed or the CAB ALT warning is no longer active.

Question 20

In the air, when will the SPEEDBRAKES EXTENDED light illuminate?

Answer 20

(1) While in the landing configuration; (2) Below 800 feet AGL; (3) Speedbrakes extended and thrust levers greater than idle for 15 seconds; (4) Speedbrakes extended and thrust lever greater than 40º for 3 seconds

Question 21

What are the purposes of the Landing Attitude Modifier?

Answer 21

(1) When flaps are 30º or 40º the Landing Attitude Modifier automatically deploys flight spoilers on approach to reduce lift and force the airplane to use a higher angle of attack to maintain acceptable nose landing gear contact margin;
(2) When flaps are 15º through 30º and the thrust levers are near idle, the Landing Attitude Modifier deploys flight spoilers to generate additional drag.

Question 22

If landing, or with a Rejected Take-Off with spoilers in the down detent, will the Auto Speed Brake system operate?

Answer 22

Yes, when (1) main landing gear wheel spin up is more than 60 knots; (2) both thrust levers are retarded to IDLE; (3) reverse thrust levers are positioned for reverse thrust.