Flight Controls Flashcards
FCTRL_001
Recall the purpose of STABILIZER TRIM brake switch:
The STABILIZER TRIM brake switch:
- A red guarded switch on aft pedestal used to stop a runaway stabilizer caused by the primary trim motor.
- When the switch is moved to STOP removes pwr from stab trim brake.
- Springs then force brake to clamp on primary trim motor.
FCTRL_002
Recall the function of the STICK PUSHER PUSH TO INHIBIT Switchlight (white):
- Illuminates whenever post stall recovery system (stick pusher) is activated, and during stall warning test.
- When pressed - Disengages post stall recovery system (stick pusher) and extinguishes switchlights.
- Pusher may be manually overridden by pulling aft on control column. However, if stall persists and aft pressure is released, stick pusher will again force the column forward.
NOTE: Post stall recovery system is inhibited anytime red windshear warning light is illuminated.
FCTRL-003
Recall the purpose of the rudder control lever (RUD HYD CONT):
- PWR – Allows hyd pressure to power rudder and lock rudder control tab in a faired position.
- MAN – Shuts off hydraulics to rudder, unlocking rudder control tab to respond to rudder pedal movement.
FCTRL_004
Recall the meaning of the SLATS advisory lights:
- T/O – FLAP/SLAT handle, flaps and slats are in takeoff range (for flaps, 0-24°)
- DISAG – Left and right wing slat positions do not agree with handle position and/or with each other.
- AUTO- Slats have automatically extended from mid to extend position in response to stall warning system (autoslat).
- LAND – FLAP/SLAT handle, flaps and slats are in the landing range.
FCTRL_005
Recall that the primary trim is provided by a faster motor than the alternate trim:
- Operation of the primary trim control moves the stabilizer 1/3° per second.
- Operation of the alternate trim control moves the stabilizer 1/10° per second. The alternate trim motor is also used by the autopilot.
MD-90
- Operation of alternate trim switches moves stabilizer 1/5° per second. The alternate trim motor is also used by autopilot for longitudinal trim and Mach Trim compensation.
FCTRL_006
Discuss how the primary flight controls are POSITIONED and POWERED in the MD-88:
- Lateral Control (ailerons) – Control wheels are cable connected to respective aileron control tabs, and are linked together by a torque tube arrangement that causes both control wheels to move together.
- Directional Control (Rudder) - Rudder is powered by the right hydraulic system, but may be operated aerodynamically without hydraulic power.
MD-88
- Pitch control (elevators) - Two elevators attached to rear of the horizontal stab, are displaced by aerodynamic control tabs (one on each elevator). Each control tab is driven by an independent two way cable system from corresponding control column in the cockpit.
- A hydraulic power augmenter system provides elevator control for additional nose down capability in extreme, high AOA flight conditions. (This power augmenter system hydraulically displaces the elevators full down.)
- A blue ELEVATOR POWER ON light on OAP illuminates when hydraulic pressure is being applied to the elevator.
MD-90
- Longitudinal control provided by two elevators attached to horizontal stabilizer. Elevator control, for all normal flying, is hydraulically powered by both hydraulic systems, w/ manual operation (non-powered) capability. Elevator hydraulic control is accomplished through the ACU. The ACU monitors hydraulic pressure to the actuators, controls two motor-operated shutoff valves, and generates ELEV CONTROLS MANUAL message on OAP during manual elevator operation.
- The HYD CONT ELEV switch on overhead panel, deactivates powered elevator control and establishes manual elevator control. ELEV CONTROLS MANUAL is displayed on OAP to confirm reversion to manual control.
- In the event of a total loss of hydraulic pressure or malfunction of powered elevator system, elevator control automatically reverts to manual operation. During manual operation of elevators, manual reversion mechanism operates single control tab (faired for powered operation, but unlocked for manual control) on each elevator
- The left and right control columns are connected by a split torque tube. Should any part of the system become jammed between the control columns and control tabs, a pre-locked detent-type mechanism will allow pilots to override jam by using approx 150# of force.
- A blue ELEVATOR AT LIMIT light on OAP indicates pylon flaps and elevators have reached full down position; also indicates full up position of the elevator.
FCTRL_007
Recall that the spoilers assist the ailerons in roll control:
- An inboard and outboard spoiler on each wing supplement the ailerons for lateral control.
- When control wheel is rotated (ailerons deflected) past an approximately a 5 degee wheel angle, flight spoilers start to extend on downward moving wing.
- Further control wheel movement extends flight spoilers in proportion to lateral control demands.
FCTRL_008
Understand that the throttles must be in idle and either main wheel spin up or nose gear compression must occur for automatic ground spoiler deployment on landing:
- When the system is armed and the throttles are moved towards idle, the spoilers automatically extend after main wheel spin up or after the nose gear actuates ground shift.
- After landing, all spoilers (flight and ground) extended to a maximum of 60 degrees to serve as ground spoilers.
FCTRL_009
Understand that the throttles muste be in idle and thrust reversers deployed for the automatic ground spoiler deployment during a rejected takeoff:
When armed prior to takeoff and a rejected takeoff is initiated (nosewheel on ground and throttles at idle), flight and ground spoilers will extend to 60 degrees with reverse thrust selected.
FCTRL_010
Recall the meaning of the seven takeoff warnings:
With airplane on the ground and throttles advanced toward T/O any of following conditions will cause aural and vocal system to activate:
- “FLAP” - FLAP/SLAT handle not in agreement with value set in FLAP window of the TAKEOFF CONDTN computer.
- “SLAT” - Slats are not extended.
- “BRAKES” - Parking Brake set.
- “AUTOBRAKE” - Spoiler/speed brake lever armed when autobrakes are not selected for takeoff.
- “SPOILERS”- Spoiler/speedbrake lever not in retract detent.
- “AUTO SPOILER” - Autobrakes selected for takeoff and spoiler/speed brake lever not armed.
- “STABILIZER” - Horizontal stabilizer not set within green band area of the LONG TRIM indicator.
FCTRL_011
Understand that after landing the auto spoilers will retract after deployment on landing if the throttles are advanced for a rejected landing:
The spoilers retract and SPD BRK lever will be disarmed if the throttles are advanced for a go-around.
FCTRL_012
State the progression of the stall protection system:
An approach to stall is detected by either of two independent stall warnings systems.
- AUTO SLATS – If Flap/Slat handle is set in 0-13° flap range, airspeed ≤ 240KIAS, and either of the two stall warning computers detects a stall, slats extend automatically from mid to extended position.
- STICK SHAKER – As the aircraft continues into a deeper pre-stall with the angle of attack increasing, the stick shakers are activated.
- STALL WARNING LIGHTS AND AUDIO - As the aircraft continues into a stall, either stall warning computer will activate stall warning horn, vocal “STALL”, and illuminate red glareshield STALL lights.
- STICK PUSHER SYSTEM – Whenever a stall condition is detected by both stall warning systems and slats are not retracted, the control columns are abruptly moved forward, STICK PUSHER PUSH TO INHIBIT glareshield lights illuminate, and auto pilot, if engaged, will disconnect.
FCTRL_013
Explain where are the four sets of longitudinal trim switches located, and which trim motor they operate:
- Control Wheel Trim Switches (2) – activate primary trim.
- One set of LONG TRIM Handles on the Pedestal – activate primary trim. Trim handles override electric control wheel switches as well as the ALT LONG TRIM levers.
- One set of ALT LONG TRIM Levers on pedestal - activate alternate trim motor.
FCTRL_014
Understand the operation of the spoilers/speed brakes on the ground and in flight:
- During flight, manually moving the pedestal-mounted spoiler/speed brake lever aft extends the four flight spoilers to serve as speed brakes.
- These surfaces may be symmetrically extended to a maximum of 35 degrees.
- Use of aileron control during speed brake operation results in asymmetrical extension of spoilers to aid in lateral control.
- In flight, speed brakes may be extended with slats extended.
- On the ground, all spoilers (flight and ground) are extended to a maximum of 60° to serve as ground spoilers during landing or RTO (either automatically or manually).
FCTRL_015
Explain the function of the Rudder Throw Limiter
MD-88
- A rudder throw limiter is installed to protect empennage from overload in case of inadvertent application of excessive rudder control.
- During acceleration, throw limiter is scheduled to vary between the max. throw of 22° (unrestricted) up to 2½° (fully restricted) at approximately 300 knots.
- The blue RUDDER TRAVEL UNRESTRICTED light must be extinguished above 200 knots. • On deceleration, throw increases until reaching 22° at a min. speed of 165 KIAS.
- Rudder throw limiter is monitored by blue RUDDER TRAVEL UNRESTRICTED light on OAP.
MD-90
- Primary and backup rudder throw limiter systems protect empennage from inadvertent overload. Failures in either primary or backup limiting systems generate msgs on OAP.
- Rudder hook monitor (RHM) verifies that primary limiter is in proper position. No blue RUDDER TRAVEL UNRESTRICTED LIGHT is installed.
- Backup rudder throw limiter is hydraulically powered, and protects empennage from overload if excessive rudder control is attained due to a failure in primary system.
- ACU monitors the rudder the stop limiter and commands hydaulic actuators based on airspeed. Hydraulic power is supplied to each actuator by its associated hydraulic system. The backup limiter continues to operate with single system hydraulic failure.
- The backup limiter is retracted by springs in the event both hydraulic systems fail.
