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Boeing 777 > Flight Controls > Flashcards

Flight Controls Flashcards

1
Q

When the PRIMARY FLIGHT COMPUTERS Disconnect switch is in AUTO, which flight control modes are available?

A

The flight control system operates in the normal mode, but system faults automatically cause the system to switch to the secondary or direct modes

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2
Q

Where are the aileron trim switches located?

A

On the aisle stand

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3
Q

What is the effect of operating a single aileron trim switch?

A

Nothing, both switches must be operated together

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4
Q

Where is the aileron trim position displayed?

A

On top of the control column

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5
Q

Where is the rudder trim control located?

A

On the aft aisle stand

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6
Q

What trim rates are available on the rudder trim?

A

Two, low speed to the detent, high speed when the knob is rotated past the detent

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7
Q

What rate does the MANUAL TRIM CANCEL swiych use?

A

High speed rate

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8
Q

What are the three primary control system modes?

A

Normal, Secondary and Direct

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9
Q

Name the electronic modules that convert pilot/autopilot inputs into control surface signals?

A

Actuator Control Electronics (ACEs)

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10
Q

What is the function of the Primary Flight Computers?

A

They use information from other airplane systems (air data, inertial data, flap and slat position, engine thrust and radio altitude) to compute control surface commands for enhanced handling qualities

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11
Q

How many sections comprise the rudder?

A

Two, main rudder plus hinged section on the lower portion

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12
Q

Which hydraulic system(s) power the flight controls?

A

Left, Centre and Right

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13
Q

In Normal mode what are the three flight envelope protection features?

A
  1. Stall protection
  2. Overspeed protection
  3. Bank angle protection
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14
Q

If the flight controls are operating in the Secondary mode are the primary flight control computers still being used?

A

Yes, but they use simplified computations

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15
Q

If the flight controls are operating in the Secondary mode are the envelope protection features still available?

A

No

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16
Q

If the flight controls are operating in the Secondary mode what other functions are lost?

A

Autopilots, Gust suppression, TAC, Auto speedbrakes and Yaw damping (may be degraded or inoperative)

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17
Q

Can Secondary mode be manually selected?

A

No

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18
Q

If the flight controls are operating in the Direct mode are the primary flight computers still being used?

A

No

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19
Q

If the flight controls are operating in the Direct mode are there any other functions lost in Secondary mode?

A

The Manual Rudder Trim Cancel switch, Yaw damping

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20
Q

Can Direct mode be manually selected?

A

Yes, by moving the PRIMARY FLIGHT COMPUTERS DISCONNECT switch to DISC

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21
Q

Where is the primary pitch trim control located?

A

On each pilot’s control column

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22
Q

Can the primary pitch trim control be used with the autopilots engaged?

A

No, they are inhibited

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23
Q

In normal flight does the primary pitch trim control position the stabiliser directly?

A

No, they change the reference speed in the PFCs

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24
Q

Where is the alternate pitch trim control located?

A

On the control stand

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25
Q

Should the alternate pitch trim control be used with the autopilots engaged?

A

No

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26
Q

In normal flight does the alternate pitch trim control position the stabiliser directly?

A

Yes, the levers are directly linked to the stabiliser via control cables.

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27
Q

Which has priority, primary or alternate pitch trim commands?

A

Alternate pitch trim commands have priority over wheel pitch trim commands in all flight control modes

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28
Q

In Normal mode, how is the overspeed protection feature implemented?

A

At Vmo/Mmo, overspeed protection limits the trim reference speed so that nose down trim is inhibited. Continuous forward control column force is required to maintain airspeed above Vmo/Mmo

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29
Q

In Normal mode, how is the stall protection feature implemented?

A

Stall protection limits the trim reference speed so that nose up trim is inhibited at the minimum manoeuvering speed

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30
Q

How does the elevator feel control differ when there is a change from Normal to Secondary or Direct modes?

A

In secondary and direct modes the elevator variable feel system provides two feel force levels (vice continuous variation with airspeed): force levels change with flap positionl flaps up - feel forces provide manoeuvre force levels that discourage overcontrol in pitch axis at high speed; flaps out of up - feel forces decrease, giving force levels appropraite for App and Landing

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31
Q

How many stabiliser trim modules are there?

A

Two

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32
Q

How can the respective hydraulic system be cut off from the stabiliser trim modules?

A

Selecting CUT OUT on the stabilser cut out switches

33
Q

What does the EICAS warning message STABILIZER mean?

A

Both stabilser control modules have automatically shut down, or failed; it will also appear if automatic shutdown fails to stop uncommanded motion

34
Q

Under what circumstances would the message STABILIZER CUTOUT replace STABILIZER?

A

When both stabiliser cut out switches are in the CUT OUT position

35
Q

In the Normal flight control mode, is pitch trim still available if the stabiliser is manually shut down, or failed?

A

Yes

36
Q

Where is the stabiliser trim position displayed?

A

On the aisle stand and also on the flight control synoptic

37
Q

What does the green band indicate?

A

The acceptable range for take off stabiliser trim positions

38
Q

What does the EICAS advisory STAB GREENBAND mean?

A

Nose gear pressure switch disagrees with computed stabiliser greenband

39
Q

What action should you take for STAB GREENBAND?

A

Verify that Take Off thrust, flaps, gross weight and CG are entered correctly

40
Q

How is roll control augmented?

A

Spoilers begin to extend after several degrees of control wheel rotation

41
Q

How is the bank angle protection achieved?

A

If the angle of bank exceeds 35 degrees a control wheel force rolls the aircraft back to within 30 degrees of bank

42
Q

Can you override this protection?

A

Yes

43
Q

Is bank angle protection provided in Secondary and Direct modes?

A

No

44
Q

What is the purpose of the Rudder Ratio Changer?

A

Reduces rudder deflection as airspeed increases to prevent over stressing

45
Q

How is the function implemented in the Secondary mode?

A

Degraded to two fixed ratios determined by flap position; flaps up - less response to pedals; flaps down - more response

46
Q

How is Thrust Asymmetry Compensation implemented?

A

Rudder deflection is automatically applied proportional to difference in thrust levels between engines if greater than 10%

47
Q

Do the pedals move in response to TAC?

A

Yes

48
Q

How could you check how much rudder is being applied?

A

Check the rudder trim indication on the aisle stand or on the flight control synoptic

49
Q

Can you override TAC inputs?

A

Yes, by making rudder pedal inputs

50
Q

Can you disconnect TAC?

A

Yes, by pushing the TAC switch on the overhead panel

51
Q

What is the Wheel to Rudder Cross-tie functions?

A

Provides the capability of controlling the initial effects of an engine failure using control wheel inputs only

52
Q

When is this function operative?

A

Below 210 knots

53
Q

Does the function operate in all flight control modes?

A

No, only in Normal mode

54
Q

What does the EICAS advisory SPOILERS mean?

A

Failure of a single or multiple spoiler pairs

55
Q

With the speedbrake lever armed what conditions must be satisfied to deploy the speedbrakes automatically on landing?

A

On the ground with both thrust levers at idle

56
Q

Would the speedbrakes deploy automatically on landing if the lever was left DOWN?

A

Yes, when reverse thrust is selected

57
Q

I, after touchdown, a Go-around was initiated, would the spoilers retract automatically?

A

Yes, when either thrust lever is advanced to the takeoff position

58
Q

Is Auto speedbrake available in Secondary and Direct modes?

A

No

59
Q

What do flap selection number (and line) magenta mean?

A

The slats and flaps are in transit to the commanded position

60
Q

What do flap selection number (and line) green mean?

A

The slats and flaps are in the commanded position

61
Q

When does the flap indicator finally blank on EICAS?

A

10 seconds after slat retraction

62
Q

What are the 3 modes of flap/slat operation?

A

Primary, Secondary and Alternate

63
Q

What powers the devices in each flap/slat mode?

A

Hydraulic (centre system), electric and electric

64
Q

What selections are necessary to extend the flaps and slats in the Alternate mode?

A

Alternate Flap Arm Switch to ARM, Alternate Flap selector rotate to EXT. Selector OFF when slats/flaps are in the required position

65
Q

Will the slats and flap extension movements be sequenced?

A

No, they will move simultaeously

66
Q

What happens if EXT is selected after the flaps reach position 20?

A

Nothing

67
Q

If RET is selected, which moves first, slats and/or flaps?

A

Flaps, slat retraction is inhibited until flaps are UP

68
Q

At 200kts, Flaps 1 is selected (from UP) and the EICAS message ‘SLATS PRIMARY FAIL’ immediately appears. What happens to the Slats and Flaps?

A

Slats move all the way to the down (gapped) position (to improve stall handling characteristics): the Flaps remain UP

69
Q

The aircraft then accelerates to 240kts. What changes (if any) occur to the slats and flaps?

A

Slats retract to the mid range (sealed) position: No change to the Flaps

70
Q

What will the Slats and Flaps do if when selecting Flaps 5 from Flaps 1 the message ‘SLATS PRIMARY FAIL’ appears?

A

Once in the mid-range (sealed) position when the secondary mode is engaged they remain there until the Flaps are retracted to UP or extended beyond 20

71
Q

During normal operation in which flap selections will the slats be at the midrange (sealed) position?

A

1, 5, 15, 20

72
Q

During normal operation in which flap selections will the slats be at the down (gapped) position?

A

25, 30

73
Q

When the flap lever is moved from UP to 1 what happens to the Flaps?

A

They remain in the UP position

74
Q

When the flap lever is moved from UP to 1 what happens to the Slats?

A

Slats move to the midrange (sealed) position

75
Q

When is flap and slat extension from the UP position inhibited?

A

When the speed is greater than 265 knots or altitude is above 20000 feet

76
Q

The flaps are selected from 5 to 20 for the approach when the FLAPS PRIMARY FAIL appears. What happens to the flaps and slats?

A

Slats remain in the midrange (sealed) position. Flaps operate in the secondary mode, moving to 20 on electrical power

77
Q

In primary mode, the aircraft approaches a stall with the flaps and slats UP, will any of the devices move?

A

No, the stall characteristics are unchanged

78
Q

In primary mode, the aircraft approaches a stall with the flaps and slats UP, will any of the devices move if the flaps were at 1?

A

Yes, the slats would move from the midrange (sealed) position to the down (gapped) position to enhance stall characteristics

79
Q

When might you see the SPEEDBRAKES EXT message?

A

If speedbrakes are extended with any of the following:

  1. Flaps at Land
  2. Below 800 feet RA
  3. Thrust lever not closed

Boeing 777 (16 decks)

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