Flight Controls Multiple Choice Quiz

1 One of the conditions for the 737NG speed trim system to operate is
Autopilot engaged.
At least 10 seconds after take-off.
The flaps are not up.
STS Mach gain is fully enabled between 100 KIAS and Mach 0.60 with a
fadeout to zero by Mach 0.68
2 Illumination of the Speed Trim Fail light when Master Caution Annunciator recall is
not activated

Indicates failure of the elevator feel computer.

Indicates failure of a single FCC channel.
Indicates failure of both FCC channels.

3 Illumination of the Speed Trim Fail light when Master Caution recall is activated

Indicates failure of a single FCC channel.

Indicates failure of both FCC channels and the elevator feel computer.
Indicates failure of the elevator feel computer.

4 Illumination of the Auto Slat Fail light when Master Caution recall is activated

Indicates failure of the elevator feel computer.

Indicates failure of a single autoslat computer.
Indicates failure of a single Stall Management/Yaw Damper (SMYD)
computer
Indicates failure of a FCC channel or both autoslat computers.

5 Illumination of the Auto Slat Fail light when Master Caution Annunciator recall is
not activated

Indicates failure of the auto slat system

Indicates failure of a single autoslat computer.
Indicates failure of both autoslat computers.
Indicates failure of a single FCC channel.

6 The Feel Differential Pressure amber light is

Armed when the trailing edge flaps are not up.

Armed when the trailing edge flaps are up.
Armed at all times.
Illuminated due to the erroneous activation of the Elevator Feel Shift
module.
Indicates lack of differential pressure in the elevator feel computer

7 A single autoslat channel failure is indicated

By the illumination of the Auto Slat Fail light on a Master Caution

annunciator recall.
By pressing to test the Auto Slat Fail light.
 By the immediate illumination of the Auto Slat Fail light.

8 A single Mach trim FCC channel failure is indicated

By the immediate illumination of the Mach trim Fail light.

By the illumination of the Mach Trim Fail light on a Master Caution
annunciator recall.
By pressing to test the Mach Trim Fail light.

9 Positioning the FLT CONTROL A switch to STBY RUD

Arms the STANDBY HYD Low Quantity light.

Arms the STANDBY HYD Low Pressure light.
Arms the Alternate Flaps Master switch.

10 The Yaw Damper operation results in

Rudder pedal movement.

No rudder pedal movement provided the autopilot is engaged.
No rudder pedal movement.

11 Rudder Trim control requires

Hydraulic power only to trim the rudder.

Both hydraulic and electrical power to trim the rudder.
Electrical power only to trim the rudder.

12 The main Yaw Damper will provide yaw damper inputs to:

The standby rudder Power Control Unit.

The main rudder Power Control Unit.
Both main and standby rudder Power Control Units as appropriate.

13 Loss of hydraulic system B pressure

Does not cause yaw damper disengagement but will illuminate the amber YAW
DAMPER light.
Causes yaw damper disengagement and illumination of the YAW DAMPER light.
Does not cause yaw damper disengagement or illumination of the amber
YAW DAMPER light.
14 The Yaw Damper uses

Hydraulic system A only.

Both hydraulic systems A and B.
Hydraulic system B only.

15 Aileron trim is accomplished by

Operation of the aileron trim knob located on the control stand.

Operation of either trim switch located on the control stand.
 Simultaneous operation of the trim switches located on the control
stand.
16 The amount of aileron trim set by a pilot

Is indicated on a scale on the top of each control column.

Is indicated on the graduated scale of the rudder/aileron trim indicator.
Is not indicated.

17 Operation of the Rudder Trim Control switch

Hydraulically repositions the rudder feel mechanism which results in a shift in the
rudder position.
Electrically repositions the rudder trim tab and centering mechanism which results
in a shift in both the rudder and tab positions.
Electrically repositions the rudder feel and centering mechanism which
results in a shift in the rudder neutral position.
18 The Rudder Trim Control is

Spring-loaded to neutral and may be rotated left or right.

Spring-loaded to neutral and must be pushed down before rotating left or right.
Spring-loaded to neutral and may be rotated left or right provided the autopilot is
disengaged.
19 If the speed brake lever is not ARMED prior to landing. All the spoiler panels will

Automatically extend after landing when thrust levers are positioned for reverse
thrust, provided the Autobrake system is in use.
Automatically extend after landing when thrust levers are positioned for
reverse thrust.
Remain retracted after landing even when thrust levers are positioned for reverse
thrust.
20 If the speed brake lever is used in-flight (ie ARMED) and then returned to DOWN
prior to landing (SPEED BRAKE ARMED light extinguished). All the spoiler panels will

Remain retracted after landing when thrust levers are positioned for reverse
thrust.
Automatically extend after landing when thrust levers are positioned for
reverse thrust.
Automatically extend after landing when thrust levers are positioned for reverse
thrust, provided the Autobrake system is in use.
21 The Speed Brake Test switches (if installed)

Are used as a cockpit pre-flight check of the auto spoiler system.

Are used as a cockpit pre-flight check of the auto brake system.
Are used for maintenance test purposes only.

22 The LE FLAPS TRANSIT amber light on the center instrument panel

Is inhibited during autoslat operation in flight.

Is inhibited during flap load relief operation.
 Is illuminated during alternate flap extension until LE devices are fully
extended and TE flaps reach flaps 10.
is illuminated when any LE device are in programmed position with respect to TE
flaps
23 Auto Slat operation can be monitored

By reference to the Flap Position indicator.

By reference to the LE FLAPS TRANSIT amber light.
By reference to the LEADING EDGE DEVICES ANNUNCIATOR panel.

24 The Ground Spoilers are powered by

The B hydraulic system.

The A hydraulic system.
Both A and B hydraulic systems.

25 The autoslat system is armed

During take-off or approach to landing with the trailing edge flaps selected 10
through 25.
At all times in flight irrespective of the flap position.
During take-off or approach to landing with the trailing edge flaps
selected 1 through 5.
When the trailing edge flaps 1 through 25 are selected

26 The Auto Slat system will move

Leading edge slats from the RETRACT to the FULL EXTEND position and back to the
RETRACT position again.
Leading edge slats from the EXTEND to the FULL EXTEND position and
back to the EXTEND position again.
Leading edge slats from the RETRACT to the EXTEND position and back to the
RETRACT position again.
27 The auto speed brake system operates when

The main landing gear wheels spin more than 60 Kts

Both thrust levers are retarded to IDLE
The air/ground system senses ground mode

28 The Auto Slat system is normally powered by

The Standby Hydraulic system.

System A hydraulics.
System B hydraulics.

29 An alternate source of power for Autoslat operation is

System B hydraulics through a power transfer unit if a loss of system A pressure is

sensed.
System A hydraulics through a power transfer unit if a loss of system B
pressure is sensed.
 The Standby Hydraulic system.

30 The Flap Load Relief will retract the trailing edge flaps from the 40 position to the
30 position if the airspeed exceeds

163 knots.
158 knots.
176 knots.

31 Using Main electric trim, the 737NG stabilizer trim authority is limited to

-0.20 to 16.9 units

flaps extended 3.95 - 14.5 units
flaps extended 0.05 - 14.5 units

32 Using Autopilot trim, the 737NG stabilizer trim authority is limited to

0.05 - 14.5 units (flaps retracted or extended).

0.25 - 14.0 units (flaps retracted or extended).
0.05 - 14.5 units (flaps extended).

33 With the Stabilizer Trim Override Switch in the OVERRIDE position

Cuts power to all electric trim motors and engages the trim clutch allowing manual
trimming of the stabilizer.
The control column actuated stabilizer trim cutout switches are bypassed to
restore power to the autopilot trim motor.
The control column actuated stabilizer trim cutout switches are bypassed
to restore power to the electric trim switch.
34 A condition for speed trim operation is

N1 above 45% RPM

N2 above 60% RPM
N1 above 60% RPM

35 The maximum altitude for flap extension is

20,000 Feet.
15,000 Feet.
10,000 Feet.

36 The Speed Brake should not be deployed in flight at radio altitudes of less than

2500 Feet.
800 Feet.
1500 Feet.

37 The maximum speed for lowering the flaps using the alternate system is

210 knots.
220 knots.
230 knots.

38 If the MACH TRIM FAIL light is illuminated, this indicates

 A failure of a single FCC channel when the MASTER CAUTION light is
activated
A failure of a single FCC channel when the MASTER CAUTION light is not activated

39 The primary flight controls are

Ailerons, Elevators and Rudder.

Ailerons, Spoilers, Elevators and Rudder.
Ailerons, Horizontal Stabilizer, Elevators and Rudder.

40 Power for the Flight Spoilers is supplied by

Hydraulic System A for the inboard spoilers. Hydraulic System B or the Standby
hydraulic pump for the outboard spoilers.
Hydraulic System A for the inboard spoilers. Hydraulic System B for the
outboard spoilers.
Hydraulic System B for the inboard spoilers. Hydraulic System A for the outboard
spoilers.

41 Selecting either FLT CONTROL switch to OFF will

Activate the standby pump which will supply hydraulic pressure to the ailerons,
elevator and rudder.
Cause both hydraulic systems pressure to be isolated from the ailerons, elevator
and rudder.
Cause the corresponding hydraulic system pressure to be isolated from
the ailerons, elevator and rudder.
42 FLT CONTROL LOW PRESSURE amber lights indicate

Low hydraulic system pressure to rudder only, and are deactivated when the
corresponding FLT CONTROL switch is positioned to STBY RUD and standby rudder
SOV opens.
Low hydraulic system pressure to ailerons, elevators and rudder, and the
lights are deactivated when the corresponding FLT CONTROL switch is
positioned to STBY RUD and standby rudder SOV opens.
Low hydraulic system pressure to corresponding ailerons, elevators and rudder.

43 The Alternate Flaps Position switch when selected to the UP position will

Electrically retract the leading and trailing edge flaps.

Hydraulically retract the trailing edge flaps.
Electrically retract the trailing edge flaps.

44 The elevator Feel Differential Pressure light illuminated indicates that there is

Excessive differential pressure in the elevator feel computer.

A failure of an FCC channel.
Normal pressure in the elevator feel computer.

45 The stabilizer Trim switches are located on

Each pilot's control wheel with alternate trim levers on the center pedestal.
 Each pilot's control wheel with alternate trim switches on the center pedestal.
Each pilot's control wheel.

46 In the event of a runaway stabilizer first

Hold the control column firmly and disengage the autopilot (if engaged).
Grasp and hold the stabilizer trim wheel.
Select the Column Activated Stabilizer trim switch to NORMAL.

47 The range of stabilizer movement using the main electric trim switches is

Greater than the manual trim range.

Smaller than the auto-pilot range.
Greater than the auto-pilot range.

48 The range of stabilizer movement using the main electric trim switches is

Greater with flaps extended.

Less with flaps extended.
Unaffected by flap position.

49 The STAB OUT OF TRIM amber light when illuminated

Indicates the autopilot or pilot is not trimming the stabilizer properly.

Indicates the autopilot is not trimming the stabilizer properly.
Indicates the Speed Trim system is operating.

50 In event of a jammed stabilizer

Plan for a flaps 5 landing.

Plan for a flaps 15 landing.
Plan for a flaps 30 landing.

51 The SPEED BRAKE DO NOT ARM light

When illuminated indicates that the landing gear is not down with the Speed Brake
in the ARMED position.
Is amber and is de-activated when the Speed Brake Lever is in the DOWN
position.
Is green and is de-activated when the Speed Brake Lever is in the DOWN position.
Selecting the gear lever to down will extinguish the light.
52 The SPEED BRAKE ARMED light

Is amber and should be illuminated when the Speed Brake is moved to the ARMED
position indicating valid automatic Speed Brake system inputs.
Is green and should be illuminated when the Speed Brake is moved to the
ARMED position indicating valid automatic Speed Brake system inputs.
Is de-activated when the Speed Brake Lever is in the UP position.

53 The LE FLAPS TRANSIT light will illuminate when

Any leading edge device is in transit only.

 Any leading edge device is in transit or not in the programmed position
with respect to trailing edge flaps.
The Leading Edge Annunciator Panel TEST switch has been pressed.

54 In the event of total hydraulic power failure, rotation of the pilots' control wheels
mechanically positions the

Aileron tabs.
Flight Spoilers.
Ailerons

55 In the event of jammed aileron system, rotation of the co-pilot's control wheel
operates the

Flight Spoilers for roll control.

Ailerons for roll control.
Aileron tabs for roll control.

56 Caution should be exercised when using flight spoilers during a turn as

They greatly increase roll rate.

They cause such a demand on the hydraulic system that the Autopilot may trip off.
They greatly reduce roll rate.

57 If the SPEED BRAKE DO NOT ARM light illuminates when the speed brake lever is
selected to the ARMED position

Then ensure the landing gear lever is selected DOWN before arming the speed
brake again.
Then manually deploy the speed brakes immediately on touchdown.
Then the speed brake lever must be restricted to the DOWN position and not used
on touchdown.
58 If an asymmetric condition develops between the right and left wing trailing edge
flaps

The FSEU closes the TE flap bypass valve.

The FSEU shuts down the TE drive unit.
The FSEU shuts down the LE control.

59 The FSEU provides Flap Load Relief by:

Retracting the flaps to 25 (flap lever in the 30 position) when the

airspeed is in excess of 176 knots
Retracting the flaps to 25 (flap lever in the 30 position) when the airspeed is in
excess of 171 knots.
Retracting the flaps to 25 (flap lever in the 30 position) when the airspeed is in
excess of 163 knots.
60 The Alternate Flaps switch is selected momentarily to the DOWN position
(Alternate Flaps Master Switch in ARM) and the

Leading edge devices are driven out to EXTEND or FULL EXTEND depending on T.E
Flaps position.
Leading edge devices are driven to the EXTEND position.
 Leading edge devices are driven to the FULL EXTEND position.

61 The main and standby rudder power control units (PCUs) are powered by

System B and standby pump for the main rudder PCU and system A for the
standby rudder PCU.
System A and system B for the main rudder PCU and standby pump for
the standby rudder PCU.
System A and standby pump for the main rudder PCU and system B for the
standby rudder PCU.
62 Elevator balance tabs

Operate during manual reversion operations only.

Are not fitted to the B737.
Operate continuously during normal or manual reversion operations.

63 When the Trailing Edge Flaps are selected from UP to the Flap 1 position

The Leading Edge Flaps drive to their fully extended position and the
Leading Edge Slats drive to the EXTEND position.
The Leading Edge Flaps drive to an intermediate position and the Leading Edge
Slats drive to the EXTEND position.
The Leading Edge Flaps drive to their fully extended position and the Leading Edge
Slats drive to the FULL EXTEND position.
64 Trim Tabs are fitted to the

Rudder and Elevator.

Ailerons and Elevators.
Rudder, Ailerons and Elevators

65 The Leading Edge devices are normally powered by Hydraulic system

A
B
A and B

66 At what setting(s) should the leading edge FLAPS be partially extended

flap positions 1 to 5.
flap position 10.
The leading edge FLAPS should never be partially extended (always
retracted or at full extend).
67 The 737NG Takeoff Configuration Warning system monitors the L/E devices for

L/E devices are not monitored by the Takeoff Configuration Warning system.
L/E devices are not configured for take-off.
L/E devices are not configured for take-off or have uncommented motion.

68 When the flaps are set at 40, the TE flaps 0

retract to 30 if airspeed exceeds 163 knots

retract to 25 if airspeed exceeds 176 knots
 reextend when airspeed is reduced below 158 knots
reextend when airspeed is reduced below 171 knots.

69 Complete loss of system 'B' pressure will deactivate

The outboard flight spoilers.

The inboard flight spoilers.
The ground spoilers.