9. Flight Controls

Question 1

Recall applicable CONFIGURATION SD symbology and color-coding

Stabilizer Position

Answer 1

White – Normal inflight indication

Green – Properly set for takeoff

Amber – Improperly set for takeoff

Question 2

Recall applicable CONFIGURATION SD symbology and color-coding

Elevator Position

Answer 2

Blank – Neutral

White Outline – Between neutral and fully deflected

Green – Fully deflected

Question 3

Recall applicable CONFIGURATION SD symbology and color-coding

Rudder Trim

Answer 3

NL – Nose left trim added

NR – Nose right trim added

Question 4

Recall applicable CONFIGURATION SD symbology and color-coding

Rudder Position

Answer 4

Blank – Neutral

White Outline – Between neutral and fully deflected

Green – Fully deflected

Question 5

Recall applicable CONFIGURATION SD symbology and color-coding

Spoilers

Answer 5

Blank – Stowed

White Outline – Between stowed and fully deployed

Green – Fully deployed

Question 6

Recall applicable CONFIGURATION SD symbology and color-coding

Ailerons Position

Answer 6

Blank – Neutral

White Outline – Between neutral and fully deflected

Question 7

Recall applicable CONFIGURATION SD symbology and color-coding

Slats

Answer 7

White – Proper position

Amber – Improper position

Question 8

Recall applicable CONFIGURATION SD symbology and color-coding

Flaps Position

Answer 8

Blank – Retracted

White Outline – Deployed; flap degree is numerically depicted

Question 9

Recall applicable CONFIGURATION SD symbology and color-coding

Aileron Trim

Answer 9

LWD – Left wing down trim added

RWD – Right wing down trim added

Question 10

Recall the modes of rudder operation

Answer 10

There are two modes of rudder operation – powered and manual

Normally, the rudder is powered by the right hydraulic system

If right system hydraulic pressure is too low, or manual mode is selected, the rudder control tab unlocks

In manual mode, the rudder pedals move the control tab on the rudder and aerodynamic forces on the control tab move the rudder

Pushing the RUDDER TRIM CENTER switch automatically resets the rudder trim to zero

The RUDDER TRIM knob, located on the pedestal, operates the LEFT/RIGHT rudder trim

Question 11

Recall features of the aircraft rudder limiting systems

Answer 11

A second rudder restricting system provides rudder limiting in the event the primary system fails. The system has two positions, restricted and unrestricted, and also operates as a function of airspeed

The aircraft’s primary rudder limiter protects the empennage from excessive loads by restricting rudder travel as airspeed increases. It is a mechanical system operated by ram air pressure from a pitot tube on the leading edge of the vertical stabilizer

Question 12

Recall SPEED BRAKES will retract as throttles are advanced to a high thrust position

Answer 12

If the throttles are advanced to high thrust while the speed brakes are extended, the speed brake handle remains in position, but the speed brakes automatically retract – confirmation can be seen on the CONFIGURATION SD

Question 13

Recall how optimum flap settings are selected for takeoff and landing

Answer 13

FLAP/SLAT Control Handle

UP/RET - Retracts flaps and slats

EXT - Flap range (0, 13, 18, 25, 40 degrees)

FLAP T.O. SEL Position Indicator Window

Responds to movement of FLAP T.O. SEL thumbwheel to indicate the selected takeoff flap setting

FLAP T.O. SEL Thumbwheel

Rotate - Sets an adjustable detent which works in conjunction with the FLAP/SLAT control handle in setting flap position for optimum takeoff performance

Question 14

Recall how the flap and slat position is displayed

Answer 14

On the CONFIGURATION SD synoptic, flaps position is displayed under each wing with an individual digital readout of flaps setting

The flap/slat position indication is also displayed on the PFDs

When the flaps are in transit, the selected FLAP/SLAT handle position is displayed on the PFDs with up or down arrows indicating the direction of flap movement

Question 15

Recall how the slats are positioned

Answer 15

Five individual slat sections on each wing operate as a single unit

The slats are controlled with the FLAP/SLAT handle; there are two slat positions - UP/RET and EXT

Slats are normally powered by both hydraulic systems, however, either hydraulic system can fully operate the slats

Question 16

Recall how stabilizer trim is displayed

Answer 16

The stabilizer position is displayed at the top of the CONFIGURATION SD synoptic, above the airplane symbol

Stabilizer position is also displayed at the top of the SECONDARY ENGINE SD synoptic

Question 17

Recall the difference between the primary and alternate stabilizer trim systems

Answer 17

Horizontal stabilizer trim is controlled by either the primary trim switches, the alternate trim switches or the autopilot

The primary trim switches are on the control wheel and used for manual stabilizer trimming at a faster rate

The alternate trim switches (ALT LONG TRIM) are on the pedestal and are used for manual stabilizer trimming at a reduced rate

**Note: The autopilot trims the airplane using the alternate trim system

Question 18

Recall how the stabilizer is trimmed using the primary trim switches

Answer 18

When both primary trim switches on either control wheel are moved simultaneously, the primary trim brake is released and the primary trim motor drives the stabilizer in the commanded direction

Separate movement of either switch does not produce stabilizer movement

Question 19

Recall the meaning of the stabilizer movement warning horn

Answer 19

A warning horn sounds to alert the crew any time the stabilizer moves more than one degree, and continues to sound once for each approximately one degree of stabilizer movement

 The “stabilizer motion” voice warning also sounds

 The “stabilizer motion” voice warning is inhibited on the ground

Question 20

Explain the function of the STABILIZER TRIM Brake Switch

Answer 20

The STABILIZER TRIM switch is a guarded switch and has two positions: OFF and normal

 Normal - OFF light is extinguished and primary stabilizer trim is enabled

 OFF – (switch is pushed) amber OFF illuminates and electrical power to the brake is removed, setting the brake to prevent stabilizer movement

Question 21

Recall how the elevators are normally positioned for pitch control

Answer 21

The elevators are aerodynamically positioned by control tabs, which are mechanically connected to the control columns

 A variable load feel mechanism simulates aerodynamic forces and returns the control columns to an artificial center position when they are released

Question 22

Recall each elevator has two tabs

Answer 22

 Control Tabs: Operated by the control columns, which then aerodynamically position the elevators

 Geared Tabs: As each elevator is moved, geared tabs are deflected, providing aerodynamic assistance in moving elevators

Question 23

Recall how pitch control is maintained if either control column jams

Answer 23

An override mechanism, installed on the torque tube connecting the two control columns, allows each column to operate independently, in the pitch axis, should either side jam

 A substantial amount of force must be applied to the operable, free column, for the mechanical disconnect to occur

 Once disconnected, maintenance is required

Question 24

Recall the function of the elevator augmentation system

Answer 24

The elevator has two hydraulic boost cylinders that augment elevator control during a deep stall recovery, providing additional nose down capability

 The system is powered by the left hydraulic system with an accumulator backup in the event system pressure is lost.

 When the elevator augmentation system is activated by pushing the control columns full forward, the elevators move to full deflection

Question 25

Recall the function of the aircraft spoilers

Answer 25

Roll augmentation

 Inflight speed brakes

 Decrease lift and increase drag during a rejected takeoff or landing

**Note: Spoilers are electrically controlled by the Spoiler Electronic Control Unit (SECU) and hydraulically powered

Question 26

Explain how roll control is accomplished using ailerons and spoilers

Answer 26

Ailerons are aerodynamically positioned by control tabs mechanically connected to the control wheels

 Aerodynamic forces on the control tabs position the ailerons

 For greater roll control (with more than 5 degrees of control wheel input) the flight spoilers extend a proportionate amount on the downward moving wing

 The ailerons are trimmed by a trim tab outboard of the control tab on each aileron

The AILERON TRIM switches, located on the pedestal, operate the trim tabs for LEFT WING DOWN/RIGHT WING DOWN control

Question 27

Recall how roll control is maintained if either control wheel jams

Answer 27

The aircraft control wheels are linked together by a torque tube and an override mechanism

 In the event one control wheel or control tab cable system becomes jammed, roll control is still possible with the other control tab by overriding the jammed component

Question 28

Recall how ground spoilers are auto-deployed on landing and for a rejected takeoff

Answer 28

When armed, the spoilers operate automatically to increase braking during landing or a rejected takeoff

 Selecting reverse thrust deploys the spoilers for a rejected takeoff

**Note: The autospoilers will also deploy when throttles are reduced to idle if above 80 kts (with or without reverse thrust activation)

 When landing, main wheel spin-up OR a ground shift signal from the nose gear deploys the spoilers

Question 29

Recall the function of the STICK PUSHER PUSH TO INHIBIT Switchlight

Answer 29

During detection of an imminent stall condition, the glareshield STICK PUSHER PUSH TO INHIBIT switchlights illuminate and the autopilot, if in use, disconnects

 Abrupt forward movement of both control columns occurs, followed by stick shaker deactivation

 Forward pressure on the control columns continues until the angle-of attack is reduced below stick shaker onset, the gravity force is sufficiently reduced, or a STICK PUSHER PUSH TO INHIBIT switchlight is pushed

**Note: The STICK PUSHER may also be manually overridden by pulling aft on the control column. However, if stall persists and aft pressure released, the stick pusher will again force the column forward

**Note: The system is tested automatically on power-up; no crew action is required