7 - Flight Controls Flashcards by V G

(DSC-27-20-20) The pitch direct law is:

(a) a load factor demand with no protection
(b) a direct sidestick to elevator relationship
(c) a direct sidestick to elevator relationship with automatic pitch trim
(d) achieved through the THS using manual pitch trim control

(b) a direct sidestick to elevator relationship

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(DSC-27-10; DSC-27-20-30 ; DSC29-10) When is the Trimmable Horizontal Stabilizer (THS) not available?:

(a) if blue hydraulic system has failed
(b) if green and yellow hydraulic systems have failed
(c) it is always available manually
(d) after loss of Flight Augmentation Computer (FAC) 1 and 2

(b) if green and yellow hydraulic systems have failed

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(DSC-27-20-10) below what bank angle will the selected bank angle be maintained with the stick neutral ;

(a) 67 deg
(b) 33 deg
(c) 45 deg
(d) 90 deg

(b) 33 deg

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(DSC-27-10) Which surfaces are used as ground spoilers for lift dumping?

(a) all spoilers
(b) spoilers 1 to 3
(c) spoilers 2,3,4
(d) spoilers 1 to 4

(a) all spoilers

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(DSC-27-10) Which signals cause rudder pedal movement?:

(a) yaw damping
(b) rudder trim and yaw damping
(c) turn co-ordination
(d) rudder trim only

(d) rudder trim only

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(DSC-27-10) If ELAC (Elevator Aileron Computer) 1 and 2 have failed:?

(a) pitch control is automatically transferred to SEC 1 or SEC 2
(b) pitch control is automatically transferred to SEC 1 or SEC 3
(c) pitch control is automatically transferred to SEC 3
(d) pitch control is automatically transferred to ELAC 3

(a) pitch control is automatically transferred to SEC 1 or SEC 2

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(DSC-27-10) If FAC 1 and 2 have failed:?

(a) the rudder can still be controlled by the rudder pedals
(b) rudder control is lost
(c) rudder control is provided by SEC 3
(d) rudder control is provided by FMGC 1

(a) the rudder can still be controlled by the rudder pedals

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(DSC-27-10; DSC-27-20-10) When both sticks are moved in the same or opposite direction:
(a) control surface movement is proportional to the algebraic sum of the deflections of both sticks
(b) control surface movement is proportional to the last stick deflected
(c) control surface movement is proportional to the first stick deflected
(d) the left stick has priority

(a) control surface movement is proportional to the algebraic sum of the deflections of both sticks

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(DSC-27-10) Elevators, ailerons and spoilers are:

(a) mechanically controlled and hydraulically actuated
(b) hydraulically controlled and electrically actuated
(c) electrically controlled and electrically actuated
(d) electrically controlled and hydraulically actuated

(d) electrically controlled and hydraulically actuated

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(DSC-27-10)For yaw damping and trim, rudder control is:

(a) electrical
(b) mechanical
(c) hydraulic
(d) pneumatic

(a) electrical

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(DSC-27-10) Which statement is correct?:

(a) Ground spoiler function: all spoilers deploy
(b) Speedbrake function: spoilers 1,2 and 3 deploy
(c) Roll function: ailerons and spoilers 4 & 5 deploy
(d) Speedbrake function: all spoilers deploy

(a) Ground spoiler function: all spoilers deploy

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(DSC-27-10) How many control modes are there on the elevator servo jacks?:

(a) 2 - active and damping
(b) 3 - active, damping and centering
(c) 1 - active
(d) 3 - active, standby and damping

(b) 3 - active, damping and centering

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(DSC-27-20-10) What are the load factor limits?

(a) +2.5g and -1g in all configurations
(b) +2.0g and 0g in all configurations
(c) +2.5g and -1g : limits apply only in clean configuration
(d) +2.5g and -1g clean; +2.0g and 0g in other configurations

(d) +2.5g and -1g clean; +2.0g and 0g in other configurations

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(DSC-27-10) Which Flight Control Computer (FCC) normally controls the elevator and stabilizer:

(a) ELAC 1
(b) ELAC 2
(c) SEC 1
(d) SEC 2

(b) ELAC 2

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(DSC-27-10) How many hydraulic motors drive the stabilizer screw jack?

(a) 2
(b) 0
(c) 1
(d) 3

(a) 2

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(DSC-27-10) The hydraulic motors for the stabilizer are driven by:

(a) one of two electric motors for auto trim
(b) an electrical trim wheel
(c) one of two electric motors
(d) one of three electric motors for auto trim and a mechanical trim wheel 1

(d) one of three electric motors for auto trim and a mechanical trim wheel 1

(DSC-27-20-10) In normal law, the flight mode changes to flare mode for landing:

(a) when the aircraft passes 50’ RA
(b) passing 30’ RA
(c) passing 50’ RA
(d) passing 350’ RA

(a) when the aircraft passes 50’ RA

(DSC-27-20-10) At landing, as the aircraft descends through 30’:

(a) the pitch attitude is memorised
(b) the attitude is set as an initial reference for pitch attitude control
(c) the pitch attitude is reduced to 2° nose down over 8 seconds
(d) the pitch attitude is increased by 2°

(DSC-27-20-30) How can a deactivated stick be reactivated?

(a) by momentarily pressing the takeover PB on the active stick
(b) by simultaneously pressing the takeover PB on both sticks
(c) by momentarily pressing the takeover PB on the deactivated stick
(d) by momentarily pressing the takeover PB on either stick

(d) by momentarily pressing the takeover PB on either stick

(DSC-27-20-10) In roll normal law, the bank angle protection maintains:

(a) roll attitude constant when stick is neutral, up to 45° bank
(b) maximum bank angle of 45°, provided no other protections are active
(c) maximum bank angle of 45° with full lateral sidestick deflection
(d) roll attitude constant when stick is neutral, up to 33° bank

(d) roll attitude constant when stick is neutral, up to 33° bank

(DSC-27-20-10) Roll normal law combines control of:

(a) ailerons, spoilers 2-5 and rudder in the sidestick
(b) ailerons and all spoilers in the sidestick
(c) ailerons and speedbrakes in the sidestick
(d) ailerons and spoilers 2 & 4 in the sidestick

(a) ailerons, spoilers 2-5 and rudder in the sidestick

(DSC-27-10) If ELAC 1 and 2 are inoperative, roll control is provided by:

(a) ailerons only through the SECs
(b) ailerons and spoilers 2-5 through the SECs
(c) spoilers 2 4 only
(d) spoilers 2-5 through the SECs

(d) spoilers 2-5 through the SECs

(DSC-27-30) In flight, if a Wing Tip Brake (WTB) is activated:
(a) it cannot be released and the corresponding surface cannot be operated
(b) it can be released after applying the ECAM procedure
(c) it can be released if hydraulic system pressure is available
(d) it can be released provided there is no asymmetry

(a) it cannot be released and the corresponding surface cannot be operated

(DSC-27-30) What happens when SFCC1 fails?

(a) slat and flap operation remains normal
(b) flaps and slats operate at half speed
(c) flaps are lost
(d) slats are lost

(b) flaps and slats operate at half speed

25. (DSC-27-30) After take-off in CONF 1, if the pilot does not select configuration 0: (a) flaps automatically retract at 180 kts (b) flaps and slats automatically retract at 210kts (c) flaps automatically retract at 210kts (d) there is no automatic retraction feature for slats or flap

26. (DSC-27-30) After an automatic retraction of the flaps: (a) flaps automatically re-extend when speed decreases (b) flaps do not automatically re-extend (c) flaps do not re-extend unless speed decreased below VLS (d) flaps automatically re-extend when speed decreases below green dot

(b) flaps do not automatically re-extend

27. (DSC-27-30) Is it possible to select an intermediate flap setting? (a) yes, the flap lever can be placed in any position (b) yes, but only for certain failure situations (c) no, only slats can be selected to an intermediate position (d) no, only positions 0,1,2,3 and Full can be selected

(d) no, only positions 0,1,2,3 and Full can be selected

28. (DSC-27-20-10) If the angle of attack is greater than alpha prot, when the sidestick is released: (a) speed returns to Vls (b) angle of attack reduces to alpha prot (c) cannot fly at an angle greater than alpha prot (d) angle of attack remains the same

(b) angle of attack reduces to alpha prot

29. (DSC-27-20-20) When alternate law is active: (a) high speed and high angle of attack protections are lost (b) high speed protection is available (c) high angle of attack protection is available (d) protections are degraded

(a) high speed and high angle of attack protections are lost

30. (DSC-27-20-20)when the aircraft is in direct law; (a) The pilot controls yaw with the rudder pedals, while the yaw damping and turn coordination functions are lost (b) The pilot controls yaw with the rudder pedals, while the yaw damping and turn coordination functions remain (c) The autopilot controls yaw with the rudder pedals, while the yaw damping and turn coordination functions remain (d) The autopilot controls yaw with the rudder pedals, while the yaw damping and turn coordination functions are lost

(a) The pilot controls yaw with the rudder pedals, while the yaw damping and turn coordination functions are lost

31. (1 DSC-27-20-10) The slats alpha lock function accomplishes which of the following (a) Prevents runaway slats (b) Prevents slats retracting when the airspeed is too low or angle of attack is too high (c) Allows you to fly at any angle of attack (d) Extends the slats when slats or flaps are 0 and speed<200kts

(b) Prevents slats retracting when the airspeed is too low or angle of attack is too high

32. (DSC-27-10) Which hydraulic systems actuate the rudder: (a) Blue (b) Blue and Green (c) Green, Blue and Yellow (d) Blue and Yellow

33. (DSC-27-30) Lift augmentation is achieved on each wing by: (a) 3 flap surfaces and 4 slat surfaces (b) 2 flap surfaces and 5 slat surfaces (c) 5 spoiler panels (d) LAF, using ailerons and spoilers 4 & 5

(b) 2 flap surfaces and 5 slat surfaces

34. (DSC-27-30) Slat retraction from 1 to 0 is inhibited on A320 if: (a) not inhibited (b) speed > 210kts (c) angle of attack is greater than alpha prot (d) angle of attack > 8.60 or speed < 148

(d) angle of attack > 8.60 or speed < 148

35. (DSC-27-20-20) In alternate law, the change to direct law occurs when: (a) landing gear down (or when Flap 2 selected if LGCIU 1+2 fault) (b) landing gear down (c) passing 50’ RA (d) flap 3 selected

(a) landing gear down (or when Flap 2 selected if LGCIU 1+2 fault)

36. (DSC-27-30) Slat SYS 1 Fault on ECAM means: (a) SFCC 1 has failed (b) the slat channel in SFCC 1 has failed (c) the slat channel in one SFCC has failed (d) both slat channels have failed

(b) the slat channel in SFCC 1 has failed

37. (DSC-27-20-20; PRO-ABN-27) With Hydraulic G+Y failure (Blue system only remaining) the flight control law is (a) alternate, after landing gear extension (b) direct, before landing gear extension (c) normal, before landing gear extension (d) direct, after landing gear extension

(d) direct, after landing gear extension

38. (PRO-SUP-27) In flight control normal law, the stall warning is activated: (a) at 148kts if slats are not extended (b) when alpha max is reached (c) when alpha prot is reached (d) angle of attack corresponding to stall warning cannot be reached in normal law.

(d) angle of attack corresponding to stall warning cannot be reached in normal law.

39. (DSC-27-20-10) The pitch normal law provides: (a) load factor limitation, pitch attitude protection and high speed protection (b) load factor limitation, high angle of attack and high speed protection (c) load factor limitation, high angle of attack, and high speed and pitch attitude protection (d) load factor limitation, pitch attitude protection and low speed stability