CH11 A330 FLT CTR Flashcards

Question

**Pitch Control** Pitch demands are routed to the flight control computers, which then command elevator _**\_\_\_\_\_\_**_ movement. At the same time, commands are also sent to the _**\_\_\_\_\_\_**_ to begin trim movement. * The _**\_\_\_\_**_ automatically trims until the elevators are _**\_\_\_\_\_\_**_ behind the THS. * Traditional aircraft are trimmed to maintain a speed; therefore, if thrust is changed the aircraft changes pitch to stay close to the trimmed speed. * However, the A-330 maintains its current pitch even if **\_\_\_\_\_\_or \_\_\_\_\_\_** is changed. * For bank angles up to _**\_\_**_°, normal changes in g load during turns are compensated for _**\_\_\_\_\_\_**_. * Beyond _**\_\_**_°, _**\_\_\_**_ sidestick must be held in order to maintain altitude. VOL. II, 27.3.2.1

Answer 1

FLTCTR\_04 Describe the flight characteristics provided in normal law. **Pitch Control** Pitch demands are routed to the flight control computers, which then command elevator **_servo_** movement. At the same time, commands are also sent to the **_THS_** to begin trim movement. * The **_THS_** automatically trims until the elevators are **_streamlined_** behind the THS. * Traditional aircraft are trimmed to maintain a speed; therefore, if thrust is changed the aircraft changes pitch to stay close to the trimmed speed. * However, the A-330 maintains its current pitch even if **_thrust or speed_** is changed. * For bank angles up to **_33_**°, normal changes in g load during turns are compensated for **_automatically_**. * Beyond **_33_**°, **_aft_** sidestick must be held in order to maintain altitude. VOL. II, 27.3.2.1

Answer 2

FLTCTR\_04 Describe the flight characteristics provided in normal law. **Roll Control** In normal law, roll control is roll rate **_demand_**. * Left and right sidestick displacement demands a roll rate **_proportional_** to the sidestick displacement, **_independent_** of speed, with a maximum value of [**_15°_**]/ second. * When the sidestick is neutral, a zero roll rate is commanded and the current bank angle (up to **_33_**°) is maintained. * At bank angles greater than **_33_**°, normal law has **_positive spiral_** stability and sidestick deflection must be held to maintain bank angles greater than **_33_**°. * If the bank angle is greater than **_33_**°, releasing the sidestick to neutral will result in the bank angle reducing to **_33_**°. VOL. II, 27.3.2.2

Answer 3

FLTCTR\_04 Describe the flight characteristics provided in normal law. **Yaw Control** In normal law **_full_** turn coordination and **_yaw damping_** are provided. When an autopilot is on, **_rudder_** trim is automatic. **_manual_** rudder trim and the trim **_RESET_** pb are inhibited. VOL. II, 27.3.2.3

Answer 4

FLTCTR\_04 Describe the flight characteristics provided in normal law. **Ground Mode** Ground mode is active when the aircraft is sensed on the ground. In ground mode: * The sidestick commands control surface deflection (elevators, ailerons, spoilers) directly **_proportional_** to sidestick deflection. * Maximum elevator, aileron, and spoiler deflection is limited depending on aircraft **_speed_**. * Pitch trim is automatically set to **_4_** units up after landing. VOL. II, 27.3.3.2 Ground Mode

Answer 5

FLTCTR\_04 Describe the flight characteristics provided in normal law. **_Flight Mode_** Flight mode is progressively blended in over a period of [**_5_**] seconds after takeoff. Flight mode provides the **_normal_** law pitch, roll, and yaw characteristics previously discussed. VOL. II, 27.3.3.3 Flight Mode

Answer 6

FLTCTR\_04 Describe the flight characteristics provided in normal law. **Landing Mode** Landing mode gives the flare and touchdown a **_conventional_** feel. * It becomes active when descending below **_100_** feet RA, and only affects **_pitch_** handling characteristics. * In landing mode, the sidestick commands a **_direct_** sidestick to elevator relationship. * Additionally, at **_50_** feet RA a slight pitch down elevator input is applied so that an **_aft_** stick movement is required to maintain the same pitch. * *If both radio altimeters fail, landing mode becomes active when the landing gear is down and both autopilots are disconnected. (not LOD)* * Shortly after touchdown the flight controls transition to **_ground_** mode. VOL. II, 27.3.3.4 Landing Mode

Answer 7

FLTCTR\_05 Describe the protections provided in normal law. **Maneuver Protection** Maneuver protection prevents exceeding **_g load_** limits. If a demand would result in exceeding a g limit, the flight control computers **_restrict_** the control surface movement. * When the slats are retracted the g limits are **_+2.5 and -1.0 g_**. * When the slats are extended the g limits are **_+2.0 and 0 g._** VOL. II, 27.3.4.2

Answer 8

FLTCTR\_05 Describe the protections provided in normal law. **Pitch Attitude Protection** Pitch attitude protection prevents excessive aircraft **_pitch_**. These attitude limits are displayed on the PFDs as green equal signs at * **_30_**° nose up * and **_15_**° nose down. * If a limit is reached, further sidestick displacement in that direction produces **_no effect_**. VOL. II, 27.3.4.2

Answer 9

FLTCTR\_05 Describe the protections provided in normal law. **High Speed Protection** * High speed protection prevents aircraft **_damage_** due to excessive speed. * High speed protection activates **_slightly above_** VMO/MMO, at the speed depicted by a **_green equal_** sign. VOL. II, 27.3.4.2

Answer 10

FLTCTR\_05 Describe the protections provided in normal law. **High Speed Protection** When high speed protection activates: * The autopilot(s) **_disconnect_**. * Nose down pitch trim is **_inhibited_**. * The flight control computers attempt to limit further acceleration by commanding a gentle **_pitch up_**. * This protection limits maximum airspeed by automatically **_increasing_** the aircraft’s pitch attitude even if the sidestick is held full **_forward._** * The bank angle limit is reduced from 67° to **_45°_** (limit marks do not move). * **_Positive spiral_** stability becomes active at all bank angles (instead of the usual **_33_**° in normal law). * Therefore, the sidestick must be **_held_** to maintain any bank angle. * If the sidestick is released the aircraft returns to a bank angle of **_0_**°. * The **_CRC_** and **_MASTER WARN_** lights activate and an **_O/SPEED_** (**_overspeed_**) warning is displayed on the E/WD. * The **_CRC_** can only be silenced by slowing down or pushing the **_EMER CANC_** pb. High speed protection is deactivated when the aircraft decreases below **_VMO/MMO._** VOL. II, 27.3.4.4

Answer 11

FLTCTR\_05 Describe the protections provided in normal law. **Alpha Protection** Alpha protection limits the aircraft’s **_angle of attack_** (alpha). * This allows the pilot to safely command a **_maximum_** angle of attack for critical maneuvers such as windshear recovery and GPWS “pull up” maneuvers without the danger of **_stalling_** the aircraft. * The range where alpha protection is active is displayed on the airspeed indicator as a **_black and amber_** band. * The top of the band is referred to as **_alpha prot_** (**_alpha protection)_**, * and the base of the band as **_alpha max_** (**_alpha maximum_**). Alpha max is an angle of attack slightly **_less than_** the stall angle of attack. * At alpha max, the aircraft will not **_stall_** but will have nearly the **_maximum_** allowable lift for the current **_weight_** and **_configuration._** If the angle of attack exceeds alpha prot: * the **_autopilot(s)_** disconnect, * the speedbrakes **_retract_** (the handle does not move), * and the sidestick control switches from **_g load_** demand to **angle of attack** demand. Between alpha prot and alpha max, sidestick pitch displacement **_directly and proportionally_** commands angle of attack. * If the sidestick is held full aft, the aircraft will vary pitch to maintain **_alpha max_**. * If the sidestick is released to neutral the aircraft will vary pitch to maintain **_alpha prot._** * Sidestick movement **_forward_** of neutral is required to leave alpha protection mode and return back to the normal g load demand mode. VOL. II, 27.3.4.5 Alpha Protection

Answer 12

FLTCTR\_05 Describe the protections provided in normal law. **Bank Angle Protection** * Bank angle protection prevents pilot or autopilot demands from producing **_excessive_** bank angles. * Bank angle protection limits bank angles to **_67°_** or less. VOL. II, 27.3.4.7

Answer 13

FLTCTR\_05 Describe the protections provided in normal law. **Low Energy Warning** Normal law also provides an aural low energy warning of “**_SPEED SPEED SPEED_**.” * The warning is repeated every [**_5_**] seconds and indicates that the aircraft’s energy state would require additional thrust to attain a **_positive rate of climb_**. * The PRIMs *(FLIGHT CONTROL PRIMARY COMPUTER)* compute the low energy warning according to the aircraft **_configuration, speed deceleration rate, and flight path angle._** * The warning is normally generated before **_alpha floor_** activates. * However, in some cases of **_rapid_** aft sidestick movement, alpha floor may activate without first triggering the low energy warning. VOL. II, 27.3.4.8

Answer 14

FLTCTR\_05 Describe the protections provided in normal law. **Low Energy Warning** The low energy warning is only available: * In **_normal_** law. * In configuration **_2, 3, or FULL_**. * Between **_100 and 2000_** feet RA. VOL. II, 27.3.4.8

Answer 15

FLTCTR\_05 Describe the protections provided in normal law. **Low Energy Warning** The warning is inhibited if: • **_TOGA_** is selected. • **_Alpha floor_** is active. • A **_GPWS_** alert is triggered. VOL. II, 27.3.4.8

Answer 16

FLTCTR\_06 Describe the flight characteristics provided in **alternate law**. Alternate law is the flight control law in use following **_failures_** or combinations of **_failures_** that do not permit the **_flight control computers_** to maintain normal law. Alternate law provides **_reduced:_** * **_automation_**, * **_protections_**, * and **_handling_** characteristics. Depending on the degree of failure, the **_autopilot_** may or may not be available. VOL. II, 27.3.5.1

Answer 17

FLTCTR\_06 Describe the flight characteristics provided in **_alternate law_**. **Pitch Control** Alternate law pitch control is similar to normal law. Alternate law has: * **_maneuver_** protection, * **_automatic_** pitch trim, * and **_ground and landing_** modes identical to normal law. **_low and high speed stabilities_** replace * **_HIGH_** speed protection * **_ALPHA_** protection, * **_PITCH_** attitude protection, VOL. II, 27.3.5.3

Answer 18

FLTCTR\_06 Describe the flight characteristics provided in **alternate law**. **Low Speed Stability** In alternate law, low speed stability replaces **_alpha protection_** and is activated by **_speed_** instead of **_angle of attack_**. * At [**_5-10_**] knots above stall speed, a **_nose down_** command is produced to avoid a further decrease in airspeed. * Low speed stability can be **_overridden_** by the pilot. * If sufficient aft sidestick is applied, the aircraft can be **_stalled_**. If a stall is approached, * audio stall warning “**_crickets_**” * and a synthesized voice “**_STALL STALL_**” are activated. VOL. II, 27.3.5.3

Answer 19

FLTCTR\_06 Describe the flight characteristics provided in **alternate law.** **High Speed Stability** * In alternate law high speed **_stability_** replaces high speed **_protection_**. * Above VMO/MMO an **_overridable_** **_nose up_** command is produced to avoid an increase in airspeed. * The overspeed warning above VMO/MMO remains **_operational._** VOL. II, 27.3.5.3

Answer 20

FLTCTR\_06 Describe the flight characteristics provided in **alternate law**. **Roll Control** Alternate law roll control can operate in one of **_two_** modes depending on the failure(s). The visual indications are the **_same_** for both modes. ALT 1 and ALT 2 In ALT 1, roll control is similar to **_normal_** law. * The sidestick commands a roll **_rate_**, and bank angle is limited to [**_67_**°]. * Even though **_bank angle_** protection is still available, amber XXs are displayed on the PFD at [**_67_**°]. * Positive spiral stability (above **_33_**°) is also **_functional_**. *Positive spiral stability is a flight control computer generated command that will roll the wings towards level* VOL. II, 27.3.5.4

Answer 21

FLTCTR\_06 Describe the flight characteristics provided in alternate law. **Roll Control** Alternate law roll control can operate in one of two modes depending on the failure(s). The visual indications are the same for both modes. ALT 1 and ALT 2 **ALT 2** In ALT 2, roll control is a **_direct_** sidestick to control surface relationship. * **_Bank angle_** protection is lost. * The maximum roll rate can be almost **_double_** the roll rate in normal and ALT 1 laws, depending on the speed and configuration. * The higher than normal **_roll_** responses are the best indication of ALT 2 being active. VOL. II, 27.3.5.4

Answer 22

FLTCTR\_06 Describe the flight characteristics provided in **alternate law.** **Yaw Control** When roll alternate law ALT 1 is in effect, yaw control is identical to **_normal_** law. * Turn coordination and yaw damping are **_functional_**. When roll alternate law ALT 2 is in effect: * **_turn coordination_** is lost when slats and flaps are up. * Pilot rudder application is **_required_** for turn coordination. * Yaw damping remains **_functional_**. VOL. II, 27.3.5.5

Answer 23

FLTCTR\_07 Describe the flight characteristics and protections provided in **direct law.** * Direct law is a **_direct_** relationship between sidestick and rudder pedal deflection and flight control surface movement. * All **_protections and stabilities_** are lost in direct law. VOL. II, 27.3.6.1

Answer 24

FLTCTR\_07 Describe the flight characteristics and protections provided in **direct law**. Aircraft pitch, roll, and yaw rates for any given flight control input will change depending on the **_speed and configuration_** of the aircraft (just as in non fly-by-wire aircraft). VOL. II, 27.3.6.1

Answer 25

FLTCTR\_07 Describe the flight characteristics and protections provided in **direct law.** Though pitch control provides for a **_direct_** sidestick to elevator relationship, the maximum elevator deflection is **_automatically_** limited depending on **_CG_**. This allows for adequate controllability at **_forward_** CGs, yet prevents overly sensitive controls at **_aft_** CGs. VOL. II, 27.3.6.1

Answer 26

FLTCTR\_07 Describe the flight characteristics and protections provided in **direct law.** * Automatic **_pitch trim_** is inoperative * **_THS_** must be trimmed manually using the pitch trim wheels. * **_Overspeed and stall_** warnings are still available. * If direct law is active, an amber **_USE MAN PITCH TRIM_** message is displayed on the PFD. This is a reminder of the loss of automatic pitch trim. VOL. II, 27.3.6.1

Answer 27

FLTCTR\_08 Describe the flight characteristics provided in **_backup flight control._** Backup flight control allows control of the aircraft during a * complete loss of **_electrical_** power or all **_flight control computers_**. **Pitch** In backup control, * sidestick pitch demands are **_inoperative._** * Pitch is controlled using the pitch **_trim wheels_** through a **_mechanical_** connection to the THS hydraulic **_jackscrew_**. *27.3.8.2 Indications not LOD If a loss of control of both elevators is detected:* * *a red MAN PITCH TRIM ONLY message is displayed on the PFD.* * *This is a warning that the THS is the only flight control surface available for pitch control.* VOL. II, 27.3.8.1 VOL. II, 27.3.8.3

Answer 28

FLTCTR\_08 Describe the flight characteristics provided in **backup flight control.** **Yaw & Roll** In almost all cases, if **_MAN PITCH TRIM ONLY_** is displayed on the PFD: * sidestick roll control is **_inoperative_**. * However, in some limited scenarios, sidestick roll control may be possible (e.g., only **_PRIM 3_** operational). If sidestick roll control is not possible: * yaw and roll are controlled using the **_rudder pedals_**. * Rudder demands are sent to the **_backup control_** module which commands the rudder’s hydraulic **_servos_**. * When the g load increases due to bank the pilot must add **_nose up pitch_** control to hold altitude. Note: Asymmetric or differential engine thrust changes can result in significant yaw/roll rates. VOL. II, 27.3.8.4

Answer 29

FLTCTR\_9 Discuss the flap and slat protections. **Automatic Flap Retraction (1+F)** If the wing configuration is **_CONF 1 + F_** and the airspeed increases to **_200_** knots: * the flaps automatically retract to **_0_**, * and slats will remain at **_1_**. * The flaps remain retracted, and will not automatically **_re-extend_** if speed is reduced. VOL. II, 27.2.12.7

Answer 30

FLTCTR\_9 Discuss the flap and slat protections. **Flap Load Relief System (FLRS) (2, 3, and FULL)** * The *Flap Load Relief System (FLRS)* is an automatic protection that moves the flaps to one position **_less_** than the selected configuration. * The FLRS is only available with selected positions of **_2, 3 and FULL_**. * **_Slat_** position is not affected. * When the FLRS is activated, the F on the flap position indicator is replaced by **_F RELIEF_** pulsing in **_green_**. VOL. II, 27.2.12.7

Answer 31

FLTCTR\_9 Discuss the flap and slat protections. **Automatic Retraction** If the airspeed is allowed to increase to VFE + 2.5 knots: * the flaps will **_retract_** to **_one_** position less than selected. If the speed is reduced to 2.5 knots below VFE: * the flaps will automatically **_re-extend_** to the selected position. VOL. II, 27.2.12.8

Answer 32

FLTCTR\_9 Discuss the flap and slat protections. **Flap Load Relief System (FLRS) (2, 3, and FULL)** **Delayed Extension** If flap position 2, 3, or FULL is selected when the airspeed is greater than VFE -2.5 knots: * the flaps will remain at **_one position less_** than selected until the speed is less than **_VFE -2.5 knots._** Two VFE NEXT speeds are published for **_CONF 2 (205 and 196)._** * The higher speed (**_205_**) considers the activation of FLRS and a resulting actual configuration of slats **_2_**, and flaps **_1._** When selecting flaps 2 from flaps 1 or 1+F: * Slats extend to **_2_**. * Flaps: * between **_205 and 193.5_** knots, the flaps extend to (or remain at) 1 and F RELIEF is displayed. * If less than **_193.5_** knots, the flaps extend to 2. VOL. II, 27.2.12.8

Answer 33

FLTCTR\_9 Discuss the flap and slat protections. Flap Load Relief System (FLRS) (2, 3, and FULL) **Slats Alpha/Speed Lock** The Slat Alpha/Speed lock function inhibits slat retraction at **_high angles of attack (alpha)_** and/or **_low_** speed. If the flaps lever is selected to **_0_** when in excess of a certain angle of attack or below a certain speed: * the **_slats_** remain at position 1. When the angle of attack is no longer excessive and speed exceeds a certain speed: * the **_slats_** will automatically retract to 0 as previously selected. VOL. II, 27.2.12.9

Answer 34

FLTCTR\_9 Discuss the flap and slat protections. Flap Load Relief System (FLRS) (2, 3, and FULL) **Slats Alpha/Speed Lock** When activated, the S on the slat position indicator is replaced by **_A LOCK_** pulsing in **_green_**. This function only inhibits retraction if * the excessive **_alpha_** * or low airspeed values are already present at selection of **_CONF 0._** * It does not automatically extend the **_slats_**. VOL. II, 27.2.12.9

Answer 35

FLTCTR\_10 Discuss the operation of sidesticks. Manual flying demands to the flight control computers are made via sidesticks, located outboard of each pilot seat. The sidesticks are spring loaded to the neutral position. VOL. II, 27.2.3.1

Answer 36

FLTCTR\_10 Discuss the operation of sidesticks. * There are no **_mechanical_** connections from one sidestick to the other, * There are no **_mechanical_** connections from the sidesticks to the flight control surfaces. * Each sidestick includes a red dual function **_autopilot disconnect/takeover_** pb. VOL. II, 27.2.3.1

Answer 37

FLTCTR\_10 Discuss the operation of sidesticks. Normally only one pilot is operating a sidestick (hand flying the airplane) at any one time. * If both sidesticks are operated simultaneously their demands are **_summed_** by the computers. * If both sidesticks are displaced in the same direction the demands are summed up to a maximum of one sidestick’s **_full deflection._** Example: If both sidesticks are moved to 3/4 deflection right, the summed demanded roll rate would be the same as one sidestick at full right deflection. If the sidesticks are moved equally in opposite directions, the commands will **_cancel._** VOL. II, 27.2.3.1

Answer 38

FLTCTR\_11 Describe the sidestick priority design logic. A sidestick priority system allows either pilot to take sole control of the aircraft in the event of: * **_failure_** of the other sidestick, * or if the other pilot is **_displacing_** the other sidestick. Either pilot can take sole control of the aircraft by **_pushing and holding_** the red autopilot disconnect/takeover pb on the sidestick. * The last pilot to **_push and hold_** the takeover pb has control. When a takeover pb is pushed the autopilot(s) will **_disconnect_**. When the pb is held in, demands produced by the other sidestick are **_ignored_** by the flight control computers. VOL. II, 27.2.3.3-4

Answer 39

FLTCTR\_11 Describe the sidestick priority design logic. Holding a takeover pb for approximately **_40_** seconds latches the priority and **_deactivates_** the other sidestick. * The pilot taking control may then **_release_** the takeover pb without losing sole control. A deactivated sidestick may be reactivated at anytime by pushing its **_takeover_** pb, even if the other takeover pb continues to be held. * Therefore, the **_last_** pilot to push a takeover pb has control, even if the opposite takeover pb is **_continuously_** held. VOL. II, 27.2.3.3-4

Answer 40

FLTCTR\_11 Describe the sidestick priority design logic. When a takeover pb is pushed: * A synthesized voice states “PRIORITY LEFT” or “PRIORITY RIGHT”, as appropriate. * A **_red_** arrow, pointing towards the pilot with control, is illuminated in front of the pilot **_losing_** control. * The red arrow indicates that the sidestick is currently **_deactivated._** * A green CAPT or F/O light illuminates in front of the pilot in **_control_** if the deactivated sidestick is not sensed in neutral. Both green CAPT and F/O lights will **_flash_** when both sidesticks are displaced from the neutral position. * Additionally, on some aircraft, a synthesized voice stating “**_Dual Inputs_**” will be announced. VOL. II, 27.2.3.3-4

Answer 41

FLTCTR\_12 Discuss the purpose of the **Flight Control Computers.** **_Five_** flight control computers process pilot and autopilot demands according to flight control laws. There are **_three_** Flight Control Primary Computers (FCPC) * referred to as **_PRIM_** 1, 2 or 3 and **_two_** Flight Control Secondary Computers (FCSC) * referred to as **_SEC_** 1 and 2. (SEC - Spoiler Elevator Computer) Any one computer is capable of **_controlling_** the aircraft. VOL. II, 27.2.4.1

Answer 42

FLTCTR\_12 Discuss the purpose of the **Flight Control Computers.** Five flight control computers process pilot and autopilot demands according to flight control laws. * Each flight control computer receives inputs from the flight deck controls and other sensors and computers. * Each flight control computer is wired to specific **_hydraulic servos_** on the aircraft’s control surfaces. For redundancy, all surfaces, except **_spoilers_**, have **_multiple_** hydraulic servos, each of which is controlled by different **_flight control computers._** If one computer is unable to move the flight control surface as desired, another **_computer_** will take over command of that control surface (except **_spoilers_**). Note: All flight control surfaces are **_hydraulically_** actuated. VOL. II, 27.2.4.1

Answer 43

FLTCTR\_13 Discuss trim capabilities for all three axes. **Pitch Trim** * In flight, pitch trim is normally **_automatic_**. * Manual control of the THS is available at any time (provided **_blue or yellow_** system pressure is available) by using the pitch **_trim wheels._** * Shortly after landing the PRIMs automatically set the THS to **_4° UP_**. VOL. II, 27.2.6.3-5

Answer 44

FLTCTR\_13 Discuss trim capabilities for all three axes. **Rudder Trim** Rudder trim is achieved by repositioning a **_centering_** spring. * **_Two_** trim motors commanded by the **_SECs_** *(**_Spoiler Elevator Computer_**)* position the centering spring to provide rudder trim. The spring also provides **_artificial_** feel. * There is no feedback to the rudder pedals from **_yaw damping_** and **_turn_** coordination. * In manual flight (autopilot off) the trim is adjusted with the **_RUD TRIM_** knob on the center pedestal. * Rudder trim may be reset to zero by momentarily pushing the **_RESET_** pb next to the trim knob. VOL. II, 27.2.8.2

Answer 45

FLTCTR\_13 Discuss trim capabilities for all three axes. **Rudder Trim** When an autopilot is on: * the trim knob and RESET button are **_deactivated_** * and the FMGEC (*FLIGHT MANAGEMENT GUIDANCE ENVELOPE COMPUTER)* computes the **_rudder trim_** orders. * **_Manual_** pedal inputs can override autopilot inputs and **_disconnect_** the autopilot(s). Rudder trim position is displayed on the indicator next to the **_RUD TRIM_** knob. Trim is indicated in degrees left or right. Dashes are displayed for **_invalid_** data or a failure of **_power-up_** test. VOL. II, 27.2.8.2

Answer 46

FLTCTR\_13 Discuss trim capabilities for all three axes. **Aileron Trim** It is not possible for the pilot to make aileron **_trim_** inputs. VOL. II, 27.2.8.2

Answer 47

FLTCTR\_14 Recall when the speedbrakes are inhibited. Speedbrakes are inhibited if any of the following conditions exist: * • At least one thrust lever is above **_MCT_**. * • Alpha (angle of attack) protection is **_active_**. * • Low speed stability is **_active_**. * • Alpha floor protection is **_active_**. * • Maneuver Load Alleviation (MLA) is **_active_**. VOL. II, 27.2.9.3

Answer 48

FLTCTR\_14 Recall when the speedbrakes are inhibited. If the speedbrakes are extended when an inhibition condition occurs: * the speedbrakes automatically **_retract and stay retracted_** until the **_inhibition_** condition no longer exists * and the speedbrake lever has been reset to **_RET (retract)_**. If the inhibition condition no longer exists, the speedbrakes may be extended again **_five_** seconds after the speedbrake lever is reset to **_RET_**. VOL. II, 27.2.9.3

Answer 49

FLTCTR\_15 Describe the conditions necessary for full and partial ground spoiler extension. **Ground Spoiler Extension** * Ground spoilers automatically extend during an **_aborted_** takeoff or on **_landing_**. * Ground spoiler extension cannot be commanded **_manually_**. * Initiation of ground spoiler extension depends upon whether the ground spoilers are **_armed or not_**. * Pulling the speed brake handle up, when in the RET position, **_arms_** the ground spoilers. * When armed, a green **_GND SPLRS ARMED_** memo is displayed on the E/WD. VOL. II, 27.2.9.4

Answer 50

FLTCTR\_15 Describe the conditions necessary for full and partial ground spoiler extension. **Ground Spoiler Extension** Ground spoilers will automatically extend when wheel speed is **_72_** knots or greater with **_both_** main gear on the ground if one of the following conditions are met: * The ground spoilers are **_armed_** and **_both_** thrust levers are retarded to idle. * The ground spoilers are not armed and at least one thrust lever is in **_reverse_** (with the other thrust lever at **_idle_**). VOL. II, 27.2.9.4

Answer 51

FLTCTR\_15 Describe the conditions necessary for full and partial ground spoiler extension. **Ground Spoiler Extension** If a slippery runway prevents wheel speed from reaching **_72_** knots upon landing, automatic deployment of the ground spoilers will occur as described above if: * the **_radio altimeters_** * and **_strut_** compression of **_both_** main landing gear confirm that the aircraft is **_on the ground._** VOL. II, 27.2.9.4

Answer 52

FLTCTR\_15 Describe the conditions necessary for full and partial ground spoiler extension. **Ground Spoiler Extension** If the aircraft leaves the ground (e.g., aircraft bounce or liftoff after the initiation of a rejected takeoff) the ground spoilers: * remain **_deployed_** so long as the thrust levers remain in **_idle_**. They retract if: * thrust is increased above **_idle_** (e.g., for go-around) and extend again after the next **_touchdown_**. VOL. II, 27.2.9.4

Answer 53

FLTCTR\_15 Describe the conditions necessary for full and partial ground spoiler extension. **Partial Ground Spoiler Extension** The ground spoilers will partially extend on landing when: * only **_one_** landing gear strut has **_compressed_**, * and at least one thrust lever is selected into **_reverse_**. This feature is designed to help the aircraft settle after **_crosswind_** landings or landings on **_wet or contaminated_** runways. Subsequent compression of the second strut will result in full ground spoiler extension. The selection of **_reverse thrust_** is mandatory for this feature to operate. VOL. II, 27.2.9.5