An artificial feel unit is necessary in the pitch channel when ?
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An artificial feel system ?
For most large aeroplanes spoilers are ?
A krueger flap normally located at Upper wing surface devices their deflection can be symmetrical or asymmetrical. a krueger flap a leading edge flap they are most of time located at wing root krueger flap high lift device it hinged directly to leading edge without any form of a slot. 
The expression 'primary flight contro applies to 1 elevator2 speed brake3 lift augmentation devices4 roll spoilerthe combination that regroups all of correct statements Upper wing surface devices their deflection can be symmetrical or asymmetrical. a krueger flap a leading edge flap they are most of time located at wing root krueger flap high lift device it hinged directly to leading edge without any form of a slot. 
Which of these statements about a gust lock system are correct or incorrect i there no need a gust lock on irreversible flight controls ii manual flight controls should have a gust lock I correct ii correct. Irreversible system fully powered system pilot has no direct connection to control surface he has no feel so an artificial feel system must be included at stop hydraulic actuators will be in hydraulic lock therefore control surface will not move reversible system power assisted system (similar to power assisted steering a car) pilot feel a part of load he receives assistance from hydraulic system to move control surface it called 'reversible' because if someone moves external surfaces stick (or control column) moves inside cockpit you need a gust lock systems inside aircraft outside . 
Which of these statements about a gust lock system are correct or incorrect i there should be suitable design precautions to prevent flight with gust lock engaged ii reversible flight controls should have a gust lock I correct ii correct. Irreversible system fully powered system pilot has no direct connection to control surface he has no feel so an artificial feel system must be included at stop hydraulic actuators will be in hydraulic lock therefore control surface will not move reversible system power assisted system (similar to power assisted steering a car) pilot feel a part of load he receives assistance from hydraulic system to move control surface it called 'reversible' because if someone moves external surfaces stick (or control column) moves inside cockpit you need a gust lock systems inside aircraft outside the suitable design the red color with famous 'remove before flight' tag. Question 21-8
Which of these statements about rudder limiting are correct or incorrect i a rudder ratio changer system reduces rudder deflection a given rudder pedal deflection as ias increases ii a variable stop system limits both rudder and rudder pedal deflection as ias increases I correct ii correct. A rudder limiting system will reduce deflection because as speed increases force on vertical stabilizer could be too strong could lead to aircraft destruction rudder ratio changer system limits excessive rudder deflection at high speed rudder movement limited not pedals movement a variable stop system limits both rudder rudder pedal deflection as ias increases. Question 21-9
Given a conventional transport aeroplane with irreversible flight controls on ground with engines running which of these statements about rudder trim actuation correct The rudder moves rudder pedals move in corresponding direction. The information that engines are running important since it means that hydraulic or electric actuators on control surface are operating concerning rudder on ground if wind (or an airport equipment) moves rudder (the control surface located on vertical stabilizer) pilot will feel this motion on rudder pedals concerning rudder trim now trim system will move control surface but also rudder pedals in order to be aware of actual position of control surface not only on ground but also in flight. Question 21-10
The function of rudder limiter system To restrict rudder deflection during flight at high ias. A rudder limiting system will reduce deflection because as speed increases force on vertical stabilizer could be too strong could lead to aircraft destruction see causes of american airlines flight 587 crash a pilot who has fully deflected rudder in both sides in high ias overloaded structure of plane which has fallen into city killing all passengers some people on ground https://en.wikipedia.org/wiki/... Question 21-11
The expression 'secondary flight contro applies to 1 elevator2 speed brake3 lift augmentation devices4 roll spoilerthe combination that regroups all of correct statements To restrict rudder deflection during flight at high ias. In addition to primary flight controls roll pitch yaw there are often secondary controls available to give pilot finer control over flight or to ease workload the most commonly available control a wheel or other device to control stabiliser trim so that pilot does not have to maintain constant backward or forward pressure to hold a specific pitch attitude (other types of trim rudder ailerons are common on larger aircraft but may also appear on smaller ones) many aircraft have wing flaps controlled a switch or a mechanical lever or in some cases are fully automatic computer control which alter shape of wing improved control at slower speeds used takeoff landing other secondary flight control systems may be available including slats spoilers speed brakes. Question 21-12
Control surface flutter can be avoided 1 a high torsional stiffness of structure 2 a low torsional stiffness of structure 3 locating a balancing mass in front of control hinge 4 locating a balancing mass behind control hinge the combination that regroups all of correct statements To restrict rudder deflection during flight at high ias. Flutter a divergent oscillatory motion of a control surface caused the interaction of aerodynamic forces inertia forces the stiffness of structure (it a combination of bending torsion of structure) aero elastic coupling affects flutter characteristics the risk of flutter increases as ias increases if flutter occurs ias should be reduced resistance to flutter increases with increasing wing stiffness. Question 21-13
Primary flight controls are Ailerons elevators rudder. Flutter a divergent oscillatory motion of a control surface caused the interaction of aerodynamic forces inertia forces the stiffness of structure (it a combination of bending torsion of structure) aero elastic coupling affects flutter characteristics the risk of flutter increases as ias increases if flutter occurs ias should be reduced resistance to flutter increases with increasing wing stiffness. Question 21-14
An aeroplane equipped with irreversible flight controls Need not be equipped with a separate gust lock system. Irreversible system fully powered system pilot has no direct connection to control surface he has no feel so an artificial feel system must be included this system works in parallel to irreversible servo control unit there no need a gust lock system on irreversible flight controls because hydraulic actuators will be in hydraulic lock therefore control surface will not move look at left right ailerons of this airbus a330 (irreversible flight controls) they both are down in locked postion as the elevator. Question 21-15
An aeroplane equipped with irreversible flight controls Requires an artificial feel system. Irreversible system fully powered system pilot has no direct connection to control surface he has no feel so an artificial feel system must be included this system works in parallel to irreversible servo control unit reversible system power assisted system (similar to power assisted steering a car) pilot feel a part of load he receives assistance from hydraulic system to move control surface. Question 21-16
The automatic ground spoiler extension system normally activated during landing Requires an artificial feel system. Ground spoiler automatic extension must be selected before landing speed brake lever must be in 'arme position (with automatic speed brake system armed) upon touchdown speed brake lever moves to up position all flight ground spoilers extend note if a wheel spin up signal not detected when air/ground system senses ground mode (any gear strut compresses) speed brake lever moves to up position flight spoiler panels deploy automatically when right main landing gear strut compresses a mechanical linkage opens ground spoiler bypass valve the ground spoilers deploy. Question 21-17
Which of these statements about a gust lock system are correct or incorrect i a gust lock can be used in flight to reduce effects of turbulence ii there no need a gust lock on reversible flight controls I incorrect ii incorrect. Ground spoiler automatic extension must be selected before landing speed brake lever must be in 'arme position (with automatic speed brake system armed) upon touchdown speed brake lever moves to up position all flight ground spoilers extend note if a wheel spin up signal not detected when air/ground system senses ground mode (any gear strut compresses) speed brake lever moves to up position flight spoiler panels deploy automatically when right main landing gear strut compresses a mechanical linkage opens ground spoiler bypass valve the ground spoilers deploy. Question 21-18
Which of these statements about rudder limiting are correct or incorrect i a rudder ratio changer system limits both rudder and rudder pedal deflection as ias increases ii a variable stop system reduces rudder deflection a given rudder pedal deflection as ias increases I incorrect ii incorrect. A rudder limiting system will reduce deflection because as speed increases force on vertical stabilizer could be too strong could lead to aircraft destruction rudder ratio changer system limits excessive rudder deflection at high speed rudder movement limited not pedals movement a variable stop system limits both rudder rudder pedal deflection as ias increases. Question 21-19
Which of these statements about a gust lock system are correct or incorrect i there no need a gust lock on irreversible flight controls ii there no need a gust lock on manual flight controls I correct ii incorrect. Irreversible system fully powered system pilot has no direct connection to control surface he has no feel so an artificial feel system must be included at stop hydraulic actuators will be in hydraulic lock therefore control surface will not move reversible system (manual flight controls) power assisted system (similar to power assisted steering a car) pilot feel a part of load he receives assistance from hydraulic system to move control surface it called 'reversible' because if someone moves external surfaces stick (or control column) moves inside cockpit you need a gust lock systems inside aircraft outside . Question 21-20
Which of these statements about a gust lock system are correct or incorrect i there should be suitable design precautions to prevent flight with gust lock engaged ii there no need a gust lock on reversible flight controls I correct ii incorrect. Irreversible system fully powered system pilot has no direct connection to control surface he has no feel so an artificial feel system must be included at stop hydraulic actuators will be in hydraulic lock therefore control surface will not move reversible system (manual flight controls) power assisted system (similar to power assisted steering a car) pilot feel a part of load he receives assistance from hydraulic system to move control surface it called 'reversible' because if someone moves external surfaces stick (or control column) moves inside cockpit you need a gust lock systems inside aircraft outside . Question 21-21
Which of these statements about rudder limiting are correct or incorrect i a rudder ratio changer system reduces rudder deflection a given rudder pedal deflection as ias increases ii a variable stop system limits both rudder and rudder pedal deflection as ias decreases I correct ii incorrect. A rudder limiting system will reduce deflection because as speed increases force on vertical stabilizer could be too strong could lead to aircraft destruction rudder ratio changer system limits excessive rudder deflection at high speed rudder movement limited not pedals movement a variable stop system limits both rudder rudder pedal deflection as ias increases. Question 21-22
Which of these statements about a gust lock system are correct or incorrect i irreversible flight controls should have a gust lock ii manual flight controls should have a gust lock I incorrect ii correct. A rudder limiting system will reduce deflection because as speed increases force on vertical stabilizer could be too strong could lead to aircraft destruction rudder ratio changer system limits excessive rudder deflection at high speed rudder movement limited not pedals movement a variable stop system limits both rudder rudder pedal deflection as ias increases. Question 21-23
Which of these statements about a gust lock system are correct or incorrect i a gust lock can be used in flight to reduce effects of turbulence ii reversible flight controls should have a gust lock I incorrect ii correct. A rudder limiting system will reduce deflection because as speed increases force on vertical stabilizer could be too strong could lead to aircraft destruction rudder ratio changer system limits excessive rudder deflection at high speed rudder movement limited not pedals movement a variable stop system limits both rudder rudder pedal deflection as ias increases. Question 21-24
Which of these statements about trimming in a irreversible flight control system of a conventional aeroplane are correct or incorrect i the zero force position of control column changes when using elevator trim ii the zero force position of control wheel changes when using aileron trim I incorrect ii correct. Irreversible system fully powered system pilot has no direct connection to control surface he has no feel so an artificial feel system must be included this system works in parallel to irreversible servo control unit reversible system power assisted system (similar to power assisted steering a car) pilot feel a part of load he receives assistance from hydraulic system to move control surface here we are talking about an irreversible flight control system on a conventional aeroplane using an irreversible flight control system (e g b737 ng with variable incidence trimming tailplane) trim achieved changing full elevator deflection zero force position of control column does not change for aileron trim a variable incidence wing system does not exist on commercial airplane you can not 'trim' wing thus when trimmed control wheel will be biased to right or to left artificially the zero force position of control wheel will change. Question 21-25
Which of these statements about rudder limiting are correct or incorrect i a rudder ratio changer system reduces rudder deflection a given rudder pedal deflection as ias decreases ii a variable stop system limits both rudder and rudder pedal deflection as ias increases I incorrect ii correct. A rudder limiting system will reduce deflection because as speed increases force on vertical stabilizer could be too strong could lead to aircraft destruction rudder ratio changer system limits excessive rudder deflection at high speed rudder movement limited not pedals movement a variable stop system limits both rudder rudder pedal deflection as ias increases. Question 21-26
Trimming of aileron and rudder in an irreversible flight control system Is achieved adjusting 'zero force point' of feel system. Irreversible system fully powered system pilot has no direct connection to control surface he has no feel so an artificial feel system must be included this system works in parallel to irreversible servo control unit reversible system power assisted system (similar to power assisted steering a car) pilot feel a part of load he receives assistance from hydraulic system to move control surface the question about an irreversible flight control system there no mechanical connection between control wheel (or stick) ailerons rudder pedals rudder the pilot provided with artificial feel/force when trimmed this adjusted to give zero force on control wheel (or stick) the pedals. Question 21-27
An aeroplane equipped with reversible flight controls Does not require an artificial feel system. Irreversible system fully powered system pilot has no direct connection to control surface he has no feel so an artificial feel system must be included this system works in parallel to irreversible servo control unit reversible system power assisted system (similar to power assisted steering a car) pilot feel a part of load he receives assistance from hydraulic system to move control surface the question about an irreversible flight control system there no mechanical connection between control wheel (or stick) ailerons rudder pedals rudder the pilot provided with artificial feel/force when trimmed this adjusted to give zero force on control wheel (or stick) the pedals. Question 21-28
Most large conventional aeroplanes are not provided with aileron and rudder trim tabs is it still possible to trim these control surfaces Yes trimming possible adjusting neutral point of artificial feel mechanism means of a trim switch. Irreversible system fully powered system pilot has no direct connection to control surface he has no feel so an artificial feel system must be included this system works in parallel to irreversible servo control unit reversible system power assisted system (similar to power assisted steering a car) pilot feel a part of load he receives assistance from hydraulic system to move control surface the question about an irreversible flight control system there no mechanical connection between control wheel (or stick) ailerons rudder pedals rudder the pilot provided with artificial feel/force when trimmed this adjusted to give zero force on control wheel (or stick) the pedals. Question 21-29
On a large transport aeroplane auto slat system Extends (part of) slats automatically when a certain value of angle of attack exceeded. The auto slat system designed to enhance airplane stall characteristics at high angles of attack during takeoff or approach to landing as airplane approaches stall angle slats automatically begin driving to full extended position prior to stick shaker activation the slats return to extend position when pitch angle sufficiently reduced below stall critical attitude. Question 21-30
Most transport aeroplanes are provided with protection against control jamming this means that The flight control system has provisions to disconnect part of control system that becomes blocked. Fcom boeing 737 the columns wheels are connected through transfer mechanisms which allow pilots to bypass a jammed control or surface elevator control column override mechanism in event of a control column jam an override mechanism allows control columns to be physically separated applying force against jam will breakout either captain's or first officer's control column whichever column moves freely after breakout can provide adequate elevator control aileron transfer mechanism if ailerons or spoilers are jammed force applied to captain's the first officer's control wheels will identify which system ailerons or spoilers usable and which control wheel captain's or first officer's can provide roll control if aileron control system jammed force applied to first officer's control wheel provides roll control from spoilers the ailerons the captain's control wheel are inoperative if spoiler system jammed force applied to captain's control wheel provides roll control from ailerons the spoilers the first officer's control wheel are inoperative rudder the rudder provides yaw control about airplane's vertical axis each set of rudder pedals mechanically connected cables to input levers of main standby rudder pcus the main pcu consists of two independent input rods two individual control valves two separate actuators one hydraulic system a one hydraulic system b the standby rudder pcu controlled a separate input rod control valve powered the standby hydraulic system all three input rods have individual jam override mechanisms that allows input commands to continue to be transferred to remaining free input rods if an input rod or downstream hardware hindered or jammed. Question 21-31
A flight control surface actuator said to be 'irreversible' when There no feedback to pilot's controls of aerodynamic forces acting on control surface. An irreversible flight control system where there not a direct mechanical linkage connection between control lever in cockpit the flight control surface in an irreversible mechanical system control lever in cockpit moves a spool valve on a hydraulic power control unit (pcu) a mechanical linkage drives spool the mechanical linkage will consist of a combination of bellcranks pushrods cable systems pogos summing linkages etc the design of a mechanical irreversible system similar to design of a reversible flight control system the main difference will be spool forces are better defined than surface hinge moments also an artificial feel system required irreversible flight control systems because there no feedback to pilot's controls of aerodynamic forces acting on control surface. Question 21-32
Given an aeroplane with irreversible primary flight controls how control maintained if one hydraulic system lost due to a hydraulic leak The remaining systems will take over control. An irreversible flight control system where there not a direct mechanical linkage connection between control lever in cockpit the flight control surface in an irreversible mechanical system control lever in cockpit moves a spool valve on a hydraulic power control unit (pcu) a mechanical linkage drives spool the mechanical linkage will consist of a combination of bellcranks pushrods cable systems pogos summing linkages etc the design of a mechanical irreversible system similar to design of a reversible flight control system the main difference will be spool forces are better defined than surface hinge moments also an artificial feel system required irreversible flight control systems because there no feedback to pilot's controls of aerodynamic forces acting on control surface. Question 21-33
Which of these statements about a gust lock system are correct or incorrect i irreversible flight controls should have a gust lock ii there no need a gust lock on manual flight controls I incorrect ii incorrect. There no need a gust lock on irreversible flight controls because hydraulic actuators will be in hydraulic lock therefore control surface will not move look at left right ailerons of this airbus a330 (irreversible flight controls) they both are down in locked postion as the elevator manual flight controls means reversible flight controls you need a gust lock systems inside aircraft outside . Question 21-34
The reason a double switch on elevator trim To reduce probability of a trim runaway. There no need a gust lock on irreversible flight controls because hydraulic actuators will be in hydraulic lock therefore control surface will not move look at left right ailerons of this airbus a330 (irreversible flight controls) they both are down in locked postion as the elevator manual flight controls means reversible flight controls you need a gust lock systems inside aircraft outside . Question 21-35
A flight control surface actuator said to be 'reversible' when There feedback to pilot's controls of aerodynamic forces acting on control surface. There no need a gust lock on irreversible flight controls because hydraulic actuators will be in hydraulic lock therefore control surface will not move look at left right ailerons of this airbus a330 (irreversible flight controls) they both are down in locked postion as the elevator manual flight controls means reversible flight controls you need a gust lock systems inside aircraft outside . Question 21-36
For a jar25 aeroplane spoilers are Upper wing surface devices their deflection can be symmetrical or asymmetrical. There no need a gust lock on irreversible flight controls because hydraulic actuators will be in hydraulic lock therefore control surface will not move look at left right ailerons of this airbus a330 (irreversible flight controls) they both are down in locked postion as the elevator manual flight controls means reversible flight controls you need a gust lock systems inside aircraft outside . Question 21-37
Which of these statements regarding most gust lock systems correct When gust lock on there protection to prevent take off. There no need a gust lock on irreversible flight controls because hydraulic actuators will be in hydraulic lock therefore control surface will not move look at left right ailerons of this airbus a330 (irreversible flight controls) they both are down in locked postion as the elevator manual flight controls means reversible flight controls you need a gust lock systems inside aircraft outside . Question 21-38
The expression 'secondary flight contro applies to 1 stabiliser2 rudder3 speed brake4 aileronthe combination that regroups all of correct statements When gust lock on there protection to prevent take off. In addition to primary flight controls roll pitch yaw there are often secondary controls available to give pilot finer control over flight or to ease workload the most commonly available control a wheel or other device to control stabiliser trim so that pilot does not have to maintain constant backward or forward pressure to hold a specific pitch attitude (other types of trim rudder ailerons are common on larger aircraft but may also appear on smaller ones) many aircraft have wing flaps controlled a switch or a mechanical lever or in some cases are fully automatic computer control which alter shape of wing improved control at slower speeds used takeoff landing other secondary flight control systems may be available including slats spoilers air brakes. Question 21-39
Ruddertrim adjustment in an aeroplane with irreversible flight controls An adjustment of zero force rudder position. your flight controls are subjected to aerodynamic forces light aircraft will always have trim the elevator to reduce these forces but as you climb out at low speed high power you will have to apply a lot of leg force hold in a lot of rudder (right rudder on most aircraft due to right hand rotation of propeller) if you had a rudder trim you would adjust it until force was zero the question about a fully powered rudder control (irreversible) there no mechanical connection between rudder pedals rudder the pilot provided with artificial feel/force when trimmed this adjusted to give zero force on pedals a conventional trim tab would have no feedback to pilot because of design of irreversible controls. Question 21-40
Which of these statements about trimming in a irreversible flight control system of a conventional aeroplane are correct or incorrect i the zero force position of control column does not change when using elevator trim ii the zero force position of control wheel changes when using aileron trim I correct ii correct. irreversible system fully powered system pilot has no direct connection to control surface he has no feel so an artificial feel system must be included this system works in parallel to irreversible servo control unit reversible system power assisted system (similar to power assisted steering a car) pilot feel a part of load he receives assistance from hydraulic system to move control surface here we are talking about an irreversible flight control system on a conventional aeroplane using an irreversible flight control system (e g b737 ng with variable incidence trimming tailplane) trim achieved changing full elevator deflection zero force position of control column does not change for aileron trim a variable incidence wing system does not exist on commercial airplane you can not 'trim' wing thus when trimmed control wheel will be biased to right or to left artificially the zero force position of control wheel will change.
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