09 - Flight Controls

Question 1

FLIGHT CONTROLS

1. Which hydraulic system(s) can power all primary flight controls?

Answer 1

A and/or B

Question 2

FLIGHT CONTROLS

2. How are the primary flight controls operated in manual reversion?

Answer 2

With the loss of hydraulic system A and B, the ailerons and elevators are operated manually and the rudder is operated using the standby hydraulic system.
The FLT CONTROL switches are used to remove hydraulic power from the flight controls and/or to activate the standby rudder PCU.
No spoilers are available in Manual reversion.

Question 3

FLIGHT CONTROLS

3. Which hydraulic system(s) power the trailing edge flaps and leading edge devices?

Answer 3

Normally, hydraulic system B.
If system B fails, LEDs can be extended by the standby hydraulic system and the TE flaps are operated (extended or retracted) using an electric motor.

Question 4

FLIGHT CONTROLS

4. How is roll controlled with a jammed aileron?

Answer 4

Force applied to the First Officer’s control wheel provides roll control from the spoilers

Question 5

FLIGHT CONTROLS

5. How is pitch controlled with a jammed elevator?

Answer 5

an override mechanism allows the control columns to be physically separated from one another. Applying force against the jam will breakout either the Captain’s or First Officer’s control column, freeing one to provide adequate elevator control.

Question 6

FLIGHT CONTROLS

6. What does the illumination of the SPOILERS light indicate?

Answer 6

The SCE unit has identified a spoiler system fault

Question 7

FLIGHT CONTROLS

7. What happens when placing a FLT CONTROL switch to STBY RUD?

Answer 7

• activates the standby hydraulic system pump
- opens the standby rudder shutoff valve to pressurize the standby rudder power control unit
- Deactivates FLT CONTROL LOW PRESSURE light
- Arms STANDBY HYD LOW PRESSURE light

Question 8

FLIGHT CONTROLS

8. How is the Elevator Jam Landing Assist activated?

Answer 8

-ELEVATOR JAM LANDING ASSIST switch must be ON
-TE flap at 1 or greater
-AP disengaged

Question 9

FLIGHT CONTROLS

9. How is horizontal stabilizer trim operated?

Answer 9

by a single electric motor controlled by either:
-stabilizer trim switches on the control wheel, or
-autopilot trim, or
-manually rotating the stab trim wheel

Question 10

10. How is MCAS inhibited?

Answer 10

-positioning either stab trim cutout switch to CUTOUT
-forward movement of the control column

Question 11

11. How is a failure of the Speed Trim or MCAS function indicated?

Answer 11

Illumination of SPEED TRIM FAIL light

Question 12

12. Can the Speed Trim System be overridden? If so, how?

Answer 12

Yes, by;
-actuation of the control wheel trim switches (inhibits operation for 5 seconds)
-manual rotation of either stab trim wheel

Question 13

13. Which system(s) help in identifying stalls and assist in control should one occur?

Answer 13

-yaw damper
-Elevator Feel Shift (EFS)
-Speed Trim System (STS)
-Stall Management/Yaw Damper (SMYD) computer does calculations and sends commands for stall management and yaw damper. Also provides PLI and speeds from AOA and ADIRU outputs and wing configuration

Question 14

14. When is rudder limiting active?

Answer 14

-Both engines operating
-Airspeed above 135 knots

Question 15

15. What is required for the main yaw damper to operate?

Answer 15

Normally;
-Hydraulic system B
-SMYD computer 1 (SMYD as a backup)
-YAW DAMPER switch ON

Question 16

16. What is the purpose of the Landing Attitude Modifier?

Answer 16

Two functions; nose gear clearance and drag.

When flaps are in positions 15 through 30 and the thrust levers are near idle, the speedbrakes symmetrically deploy to create additional drag for slowing.

At flap positions 30 and 40, LAM symmetrically deploys flight spoilers on approach to reduce lift and force the aircraft to have a higher angle of attack. LAM maintains an acceptable nose landing gear contact margin. The amount of spoiler deflection depends on the approach speed and begins at approximately VREF+10.

Question 17

17. When is emergency descent speedbrake active?

Answer 17

Armed when above 30,000 ft and cabin altitude warning is active.
Activated automatically by moving the SPEED BRAKE lever when the system is armed.

Question 18

18. Under what conditions will the speedbrakes stow automatically?

Answer 18

After RTO or landing, if either thrust lever is advanced

Question 19

19. When does the SPEEDBRAKES EXTENDED light illuminate?

Answer 19

In flight if the SPEED BRK lever is beyond the ARMED detent and any of the following conditions exist:
• A thrust lever is greater than 40° for more than 3 seconds or idle for more than 15 seconds, or
• TE flaps extended more than Flaps 10, or
• Radio altitude less than 800 ft

Question 20

20. When does the PFD warning SPEEDBRAKE (in red) along with an aural alert activate?

Answer 20

If the speedbrakes do not deploy after landing or RTO above 80 kts

(3 sec after touchdown or initiation of RTO)

Essentially, does what the PM is supposed to do with “NO SB!” call on landing or RTO

Question 21

21. When does the LE FLAPS TRANSIT light illuminate?

Answer 21

Anytime the LE devices are in motion or do not agree with scheduled flap position.

Question 22

22. Which system(s) powers the alternate flap system?

Answer 22

The ALTERNATE FLAPS position switch controls an electric motor that extends or retracts the TE flaps.

The LE devices may also be extended using the alternate flap system; however, the LE devices are extended using the standby hydraulic system and cannot be retracted.

Question 23

23. Are there flap protective systems available during an alternate flap extension?

Answer 23

No, there is no asymmetry, LE uncommanded motion, or skew protection

Question 24

24. What is the purpose of the flap load relief system?

Answer 24

Protects the flaps from excessive air loads