B737Cl Flight Controls Qrh 9

Front 1

A condition for the speed trim system to operate is

Back 1

The flaps are not up.

Front 2

Illumination of the Speed Trim Fail light (Master Caution Annunciator recall is not activated)

Back 2

Indicates failure of both FCC channels.

Front 3

Illumination of the Speed Trim Fail light when Master Caution recall is activated

Back 3

Indicates failure of a single FCC channel.

Front 4

Illumination of the Auto Slat Fail light when Master Caution recall is activated

Back 4

Indicates failure of a single autoslat computer.

Front 5

Illumination of the Auto Slat Fail light (Master Caution Annunciator recall is not activated)

Back 5

Indicates failure of both autoslat computers.

Front 6

The Feel Differential Pressure amber light is

Back 6

Armed when the trailing edge flaps are up.

Front 7

A single autoslat channel failure is indicated

Back 7

By the illumination of the Auto Slat Fail light on a Master Caution annunciator recall.

Front 8

A single mach trim FCC channel failure is indicated

Back 8

By the illumination of the Mach Trim Fail light on a Master Caution annunciator recall.

Front 9

Positioning the FLT CONTROL A switch to STBY RUD

Back 9

Arms the STANDBY HYD Low Pressure light.

Front 10

The Yaw Damper operation results in

Back 10

No rudder pedal movement.

Front 11

Rudder Trim control requires

Back 11

Both hydraulic and electrical power to trim the rudder.

Front 12

Positioning the Yaw Damper switch to ON

Back 12

Engages the Yaw Damper to the rudder Power Control Unit.

Front 13

Loss of hydraulic system B pressure

Back 13

Does not cause yaw damper disengagement or illumination of the amber YAW DAMPER light.

Front 14

The Yaw Damper uses

Back 14

Hydraulic system B pressure only.

Front 15

Aileron trim is accomplished by

Back 15

Simultaneous operation of the trim switches located on the control stand.

Front 16

The amount of aileron trim set by a pilot

Back 16

Is indicated by the amount of control column deflection.

Front 17

Operation of the Rudder Trim Control switch

Back 17

Electrically repositions the rudder feel and centring mechanism which results in a shift in the rudder neutral position.

Front 18

The Rudder Trim Control is

Back 18

Spring-loaded to neutral and may be rotated left or right.

Front 19

If the speed brake lever is not ARMED prior to landing. All the spoiler panels will

Back 19

Automatically extend after landing when thrust levers are positioned for reverse thrust.

Front 20

If the speed brake lever is used in-flight (ie ARMED) and then returned to DOWN prior to landing (SPEED BRAKE ARMED light extinguished). All the spoiler panels will

Back 20

Automatically extend after landing when thrust levers are positioned for reverse thrust.

Front 21

The Speed Brake Test switches (if installed)

Back 21

Are used for maintenance test purposes only.

Front 22

The LE FLAPS TRANSIT amber light on the centre instrument panel

Back 22

Is inhibited during autoslat operation in flight.

Front 23

Auto Slat operation can be monitored

Back 23

By reference to the LEADING EDGE DEVICES ANNUNCIATOR panel.

Front 24

The Ground Spoilers are powered by

Back 24

The A hydraulic system.

Front 25

The autoslat system is armed

Back 25

During take-off or approach to landing with the trailing edge flaps selected 1 through 5.

Front 26

The Auto Slat system will move

Back 26

Leading edge slats from the EXTEND to the FULL EXTEND position and back to the EXTEND position again.

Front 27

How many Ground Spoiler panels are there ?

Back 27

Classics: 6 - NG: 4

Front 28

The Auto Slat system is normally powered by

Back 28

System B hydraulics.

Front 29

An alternate source of power for Autoslat operation is

Back 29

System A hydraulics through a power transfer unit if a loss of system B pressure is sensed.

Front 30

The Flap Load Limiter (B737-300) will retract the trailing edge flaps from the 40 position to the 30 position if the airspeed exceeds

Back 30

158 knots.

Front 31

Using Main electric trim, the stabiliser trim authority is

Back 31

2.5 - 12.5 units ( flaps retracted ).

Front 32

Using Autopilot trim, the stabiliser trim authority is

Back 32

0.25 - 14.0 units ( flaps retracted or extended).

Front 33

With the Stabilizer Trim Override Switch in the OVERRIDE position

Back 33

The control column actuated stabiliser trim cutout switches are bypassed to restore power to the electric trim switch.

Front 34

A condition for speed trim operation is

Back 34

N1 above 60% RPM

Front 35

The maximum altitude for flap extension is

Back 35

20,000 Feet.

Front 36

The Speed Brake should not be deployed in flight at radio altitudes of less than

Back 36

1000 Feet.

Front 37

The maximum speed for lowering the flaps using the alternate system is

Back 37

230 knots.

Front 38

If the MACH TRIM FAIL light is illuminated, limit mach number to

Back 38

Classics: 0.74 - NG's: 0.82

Front 39

The primary flight controls are

Back 39

Ailerons, Elevators and Rudder.

Front 40

Power for the Flight Spoilers is supplied by

Back 40

Hydraulic System A for the inboard spoilers. Hydraulic System B for the outboard spoilers.

Front 41

Selecting either FLT CONTROL switch to OFF will

Back 41

Cause the corresponding hydraulic system pressure to be isolated from the ailerons, elevator and rudder.

Front 42

FLT CONTROL LOW PRESSURE amber lights indicate

Back 42

Low hydraulic system pressure to ailerons, elevators and rudder, and the lights are deactivated when the corresponding FLT CONTROL switch is positioned to STBY RUD and standby rudder SOV opens.

Front 43

The Alternate Flaps Position switch when selected to the UP position will

Back 43

Electrically retract the trailing edge flaps.

Front 44

The elevator Feel Differential Pressure light illuminated indicates that there is

Back 44

Excessive differential pressure in the elevator feel computer.

Front 45

The stabiliser Trim switches are located on

Back 45

Each pilot's control wheel.

Front 46

In the event of a runaway stabilizer first

Back 46

Hold the control column firmly and disengage the autopilot (if engaged).

Front 47

The range of stabilizer movement using the main electric trim switches is

Back 47

Smaller than the auto-pilot range.

Front 48

The range of stabilizer movement using the main electric trim switches is

Back 48

Greater with flaps extended.

Front 49

The STAB OUT OF TRIM amber light when illuminated

Back 49

Indicates the autopilot is not trimming the stabilizer properly.

Front 50

In event of a jammed stabilizer

Back 50

Plan for a flaps 15 landing.

Front 51

The SPEED BRAKE DO NOT ARM light

Back 51

Is amber and is de-activated when the Speed Brake Lever is in the DOWN position.

Front 52

The SPEED BRAKE ARMED light

Back 52

Is green and should be illuminated when the Speed Brake is moved to the ARMED position indicating valid automatic Speed Brake system inputs.

Front 53

The LE FLAPS TRANSIT light will illuminate when

Back 53

Any leading edge device is in transit or not in the programmed position with respect to trailing edge flaps.

Front 54

In the event of total hydraulic power failure, rotation of the pilots' control wheels mechanically positions the

Back 54

Ailerons

Front 55

In the event of jammed aileron system, rotation of the co-pilot's control wheel operates the

Back 55

Flight Spoilers for roll control.

Front 56

Caution should be exercised when using flight spoilers during a turn as

Back 56

They greatly increase roll rate.

Front 57

If the SPEED BRAKE DO NOT ARM light illuminates when the speed brake lever is selected to the ARMED position

Back 57

Then manually deploy the speed brakes immediately on touchdown.

Front 58

If an asymmetric condition develops between the right and left wing trailing edge flaps

Back 58

The hydraulic power is automatically removed from the flap drive unit provided the normal flap drive system is in use.

Front 59

The Flap Load Limiter

Back 59

Is installed in the trailing edge flap drive system and retracts the flaps to flaps 30 (flap lever in the 40 position) when the airspeed is in excess of 158 knots

Front 60

The Alternate Flaps switch is selected momentarily to the DOWN position (Alternate Flaps Master Switch in ARM) and the

Back 60

Leading edge devices are driven to the FULL EXTEND position.

Front 61

The rudder power control units (PCUs) are powered by

Back 61

System A and system B for the main rudder PCU and standby pump for the standby rudder PCU.

Front 62

Elevator balance tabs

Back 62

Operate continuously during normal or manual reversion operations.

Front 63

When the Trailing Edge Flaps are selected from UP to the Flap 1 position

Back 63

The Leading Edge Flaps drive to their fully extended position and the Leading Edge Slats drive to the EXTEND position.

Front 64

Tabs are fitted to the

Back 64

Ailerons and Elevators.

Front 65

The Leading Edge devices are normally powered by Hydraulic system

Back 65

B

Front 66

At what setting(s) should the leading edge FLAPS be partially extended

Back 66

The leading edge FLAPS should never be partially extended.

Front 67

The Takeoff Configuration Warning system receives signals from

Back 67

The Leading Edge FLAPS.

Front 68

What sources of power are necessary in order to get aileron trim?

Back 68

Electrics and hydraulics.

Front 69

Will the spoilers work with no hydraulic power?

Back 69

No

Front 70

When down to manual reversion, what are you flying - the flight controls or the tabs?

Back 70

The flight controls.

Front 71

What are the flap positions for takeoff on the -300?

Back 71

1, 5, 15

Front 72

What are the flap positions for takeoff on the -500?

Back 72

5, 15

Front 73

- A - system hydraulics powers the _______ side while B system hydraulic powers the ________ side.

Back 73

Inboard; outboard.

Front 74

The speed brakes are manually deployed during landing. Pushing either throttle will reset them.

Back 74

False.

Front 75

The aileron balance tabs need hydraulic power in order to work.

Back 75

False.

Front 76

The balance tabs on the elevator need hydraulic power in order to operate.

Back 76

False.

Front 77

An aileron is jammed. Can you control roll?

Back 77

Yes.

Front 78

How much force is required in order to overcome a jammed aileron?

Back 78

Approximately 80 lbs.

Front 79

Which way can you trim the stabilizer?

Back 79

Electrically (trim switches).
Automatically via the autopilot.
Manually with the stab trim wheel.

Front 80

Which primary flight control has no manual reversion?

Back 80

Rudder.

Front 81

What does the flap asymmetry circuit signal?

Back 81

Signals the trailing edge flap bypass valve to close.

Front 82

During the rudder check prior to takeoff, you note the amber OFF flag in the rudder trim indicator. The indicator is inoperative. You may still have rudder trim.

Back 82

True.

Front 83

Where is the flap asymmetry sensor located?

Back 83

Within the flap indicator.

Front 84

What are the two modes for manual electric trimming?

Back 84

Slow - flaps up; fast - flaps down.

Front 85

Why are there gates at the flaps 15 and 1 positions?

Back 85

Flaps 1 is for single engine go-arounds; flaps 15 is for normal go-around.

Front 86

The rudder has balance tabs.

Back 86

False.

Front 87

What type of trim gives the widest range of trim?

Back 87

Manual

Front 88

The primary source of power for the trailing edge flaps is ______ system; the alternate is ______ system

Back 88

Hyd, electric.

Front 89

The primary source of power for the leading edge devices is ______ system; the alternate is ______ system.

Back 89

B, Stdby

Front 90

The rudder pedals should move while trimming the rudder.

Back 90

True

Front 91

The yaw damper works with system _ hydraulics only.

Back 91

B

Front 92

Which of the following will trigger a TO warning horn?

Back 92

Parking brake set.
Stab not in the green band, speed brake lever not down or leading edge flaps not down.
Trailing edge flaps not in 1, 5, or 15.

Front 93

What will cause the speed brakes to extend during a rejected takeoff?

Back 93

Speed greater than 60 knots and either reverse levers raised.

Front 94

Which of the following is not appropriate for the use of speed brakes?

Back 94

Inside the FAF (IMC conditions)
Below 1000 feet AGL (VMC)
Below 200 knots with the trailing edge flaps up.