Flight Controls (Ng)

Front 1

If hydraulic power is not available can the flight controls be operated? (ailerons, elevator, rudder)

Back 1

The ailerons and elevators can be manually operated without hydraulic control.
The rudder can be operated via the stanby hydraulic system is system A and/or B is lost.

Front 2

At what speed during takeoff does the rudder become aerodynamically effective?

Back 2

Between 40-60 kts

Front 3

Which hyd system powers the spoilers?

Back 3

The inboards are powered by the A system and the outboards by the B system

Front 4

What is the normal and alternate system used to operate the trailing edge and leading edge flaps?

Back 4

The trailing edge and leading edge flaps are control via the B hydraulic system. (extension and retraction)

The trailing edge flaps maybe be alternately control electrically.
The leading edge devices may be extended electrically (alterante). However no alternate retraction systme is provided.

Front 5

Explain the autoslat system.

Back 5

The autoslat system improves handling qualities during high angle of attack operations with flaps set at 1 through 5. Autoslat operation deploys the slats from intermediate to full extended position prior to stick activation.

Front 6

If the ailerons or spoilers are jammed explain how the aileron transfer mechansim works.

Back 6

If either the ailerons or spoilers are jammed, force applied to the Capt's and FO's control wheels will identify which system is usable and which control wheel can provide roll control.
If the aileron system is jammed, force applied to the FO's control wheel will provide roll control via the spoilers.
If the spoiler system is jammed, force applied to the Capt's control wheel will provide roll control thru the ailerons.
(In each case the 'failed' side control wheel is unusable)

Front 7

How many flight spoilers on each wing? What degree of control wheel displacement is required before spoilers are initiated?

Back 7

There are 4 flight spoilers on each wing.
Spoilers come into affect with 10 degrees or more of control wheel displacement.

Front 8

Which hydraulic system is used for the elevators?

Back 8

Elevators are operated by both A & B systems.

Front 9

Explain the elevator control column breakout mechanism.

Back 9

In the event of a control column jam, applying force to either control column will force a breakout. This allows the control column with with movement to provide pitch control, although it is significantly reduced.

(Capt uses left elevator, FO uses right elevator)

Front 10

If aileron trim is used with the autopilot engaged, what is the result?

Back 10

The control wheel will not reflect the trim position and as a result, apon autopilot disconnection it may lead to an out of trim condition.

Front 11

Explain the elevator feel system and which hydraulic system it uses.

Back 11

The elevator feel system provides simulated aerodynamic forces using airspeed (elevator pitot) and stabiliser position. Feel is transmitted to the control column. It uses eith hydraulic system A or B, whichever is higher.

Front 12

What does the FEEL DIFF PRESS light indicate?

Back 12

It indicates either hydraulic or elevator feel pitot system has failed and excessive differential hydraulic pressure is sensed int he elevator feel computer.

Front 13

Explain the mach trim system. Is it single or dual channel? Where is its information collected from?

Back 13

Mach trim system provides speed stability at high Mach numbers. It automatically occurs above Mach .615 by adjusting the elevators with respect to the stabiliser as speed increases.
It is a dual channel system, with a single failure indicate by master caution recall.
Information is collected from the ADIRU

Front 14

Name the 3 ways the horizontal stabiliser may be operated.

Back 14

1. Main electric trim

2. Autopilot trim

3. Stab trim wheel

Front 15

What 2 speed modes does the main electric trim have?

Back 15

High speed - flaps extended

Low speed - flaps retracted

Front 16

What does the STAB TRIM MAIN ELECT and STAB TRIM AUTOPILOT switches do?

Back 16

These switches allow the main electric trim and autopilot trim to be disconnected from the trim motor.

Front 17

If there is a trim runaway why do you firmly hold the control column first?

Back 17

This is to allow the control column actuated stabiliser trim cutout switch to stop the opertaion of the main electric and autopilot trim, when control column movement opposes trim direction.

Front 18

What is the range of the main electric trim with flaps up and down? what is the range of the autopilot and manual trim?

Back 18

Flaps up
3.95 - 14.5 units

Flaps down
0.05 - 14.5 units

Autopilot trim
0.05 - 14.5 units

Manual
-0.20 - 16.9 units

Front 19

How is the stabiliser held in position? What happens if this fails?

Back 19

The stabiliser is held in position by a dual brake system.
Either brake is sufficient to hold the position set.
If both brakes fail and without pilot response, airflow can force the stabiliser to its stops. This can be resisted by main electric trim.

Front 20

Explain the speed trim system. What conditions are required for its operation?

Back 20

The STS is designed to improve flight characteristics during operations with low gross weight, aft CoG and high thrust settings, when the autopilot is not engaged.
It commands the stabiliser in a direction opposite to the speed change, to return the aircraft to a trimmed speed.

Conditions for operations:
- airspeed between 100kts and M 0.5
- 10 sec after takeoff
- autopilot not engaged
- 5 sec following release of trim switches
- sensing trim requirement

Front 21

Which HYD systems control the rudder in normal and standby?

Back 21

The rudder is normally operated by system A & B. The standby rudder is operated by the standby hydraulic system.

Front 22

Above 135kts, what happens to system A pressure to the rudder?

Back 22

System A pressure is reduced by 50% above 135kts to limit full rudder authority.

Front 23

What 4 conditions are required for automatic operation of the STBY hydraulic system?

Back 23

1. Loss of system A or B
2. Flaps extended
3. airbourne or wheel spin up greater than 60kts
4. FLT CONTROL switch A or B hydraulic System ON

(available during takeoff and landing phases)

Front 24

Above what height does the Rudder Pressure Reducer operate?

Back 24

Above 1000 RA

Front 25

What protection does the Yaw Damper provide? And thru which computer?

Back 25

Dutch roll, gust damping and turn co-ordination are all provided by the yaw damper. It is controlled by the stall Management/Yaw Damper (SMYD) computer.

Front 26

Which hydraulic system operates the Yaw Damper normally?

Back 26

System B

Front 27

What must occur for the stanby yaw damper to be switched on?

Back 27

Failure of both system A and B and both FLt CONTROL switches positioned to STBY RUD. The yaw damper can then be switched back on (in standby mode)

Front 28

How many flight spoilers are there and how many ground spoilers? Which hydraulic system operates them?

Back 28

There are 8 flight spoilers (4 each wing) and 12 ground spoilers. System A and B operate the flight spoilers (2 each wing). System A operates the 4 ground spoilers (2 each wing).

Front 29

Auto speed brake function (landing) occurs when what 5 conditions are meet?

Back 29

1. Speedbrake lever is ARMED
2. Radio alt is less than 10'
3. Landing gear strut is compressed
4. both thrust levers are retarded to IDLE
5. Wheel spin up is greater than 60kts (if spin up is not detected, the lever moves to up once ground safety sensor engages)

Front 30

Auto speed brake function (RTO) require what 2 conditions?

Back 30

1. Wheel spin up greater than 60 kts
2. Either thrust lever positioned for reverse thrust

Front 31

Above what height should flap extension not be attempted?

Back 31

20 000'

Front 32

Which hydraulic system operates the slats and flaps, in normal and alternate modes?

Back 32

Normal operation is by hydraulic system B.

Alternate operation is available electrically.

Front 33

What flap settings are available for take off?

Back 33

Flaps 1, 5, 15 and 25.

Front 34

When flap lever is moved to position 1,2,5,10.15 or 25 what happens to the trailing edge flaps, slats and leading edge flaps?

Back 34

TE flaps move to commanded postion.

Slats extend to the extend position.

LE flaps extend to the full extended position.

Front 35

When the flap lever is positioned beyond the flap 25 indication, what happens to TE flaps, LE flaps and slats?

Back 35

TE flaps move to commanded position.

LE flaps remain in the full extended position.

Slats move to the full extneded position.

Front 36

At what flap settings is flap load relief available? At what speed is it activated and deactivated?

Back 36

Flap settings 10, 15, 25, 30 and 40.

The flaps retract one stage when speed exceeds placard max speed for that flap setting by 1 knot.
Flaps will automatically extend once speed reduces below 4 kts of the placard max speed for the setting selected.

Front 37

Asymmetry and skew protection is available to which devices in normal and/or alternate modes?

Back 37

TE flaps - asymmetry and skew protection available in normal mode. No protection in alternate mode.

LE flaps - improper position (kinda like asymmetry) protection is available in normal mode. No skew protection is available in normal mode. No protections are available in alternate mode.

Slats - skew protection is available in normal mode (except for outboard slats). Improper position (similar to asymmetry) protection is available in normal mode. No protections available in alternate mode.

Front 38

Autoslat system provides improved handling qualities at high AoAs during takeoff and landing. What flap settings does this system work in?

Back 38

Flaps in 1, 2, 5, 10, 15 and 25 (above Flaps 25 slats are fully extended)

Usually during light weights, high AoA in takeoff or go around. It drives the slats towards full extension prior to activation of the stick shaker.

Front 39

Which hydraulic system operates the autoslat system? How is alternate operation achieved?

Back 39

Autoslats are powered normally by hydraulic system B.
A Power Transfer Unit (PTU) is provided by hydraulic system A, as an alternate source. It provides system A pressure to power a pump, pressurising system B fluid.

Front 40

Uncommanded LE motion occurs when?

Back 40

2 LE flaps move on one wing or 2 or more slats move on one wing.

(to prevent uncommanded motion during flight, the FSEU mainatins pressure on the retract lines adn depressuries the extend lines)

Front 41

What 3 conditions are indicative of uncommanded TE motion?

Back 41

1. Flaps move away from commanded postion
2. Flaps continue to move after reaching commanded position
3. Flaps move in a direction opposite to that commanded

Front 42

What conditions must be meet to activate the stanby yaw damper?

Back 42

Loss of system A and B hydraulics.
Both FLT CONTROL switches to STBY RUD.
Reset yaw damper switch to ON.

Front 43

If system B hydraulic pressure is lost, is the yaw damper or standby yaw damper available? If so how?

Back 43

The yaw damper is not available, however the switch remains in the ON position until the system B FLT CONTROL switch is positioned to STBY RUD.

(Standby yaw damper is only available during manual reversion.)