A hydraulic system failure causes the aileron system to enter manual reversion. How is pilot control-wheel movement still transmitted to the ailerons without normal Power Control Unit hydraulic assistance?, The aileron balance tabs directly move the ailerons in response to control-wheel cable movement., Mechanical stops within the Power Control Units cause their housings to move, which mechanically drives the wing cables, quadrants and ailerons., The Spoiler Control Electronics converts control-wheel position into an electrical command that mechanically backdrives the ailerons., During lateral control, why do the flight spoilers contribute progressively more roll authority as control-wheel displacement increases?, The ailerons provide the initial response to small control-wheel movements, while the Spoiler Control Electronics progressively commands flight-spoiler movement for larger roll inputs., The flight spoilers operate first at small control-wheel angles and the ailerons are introduced only after spoiler authority is exceeded., The Flight Control Computers reduce aileron hydraulic pressure as control-wheel movement increases, transferring roll authority to the spoilers., At high airspeed, what causes the pilot’s elevator control-column feel force to increase?, The Flight Control Computers directly increase centering-spring compression through the Mach Trim actuator., The Elevator Feel Shift Module continuously supplies 850 pounds per square inch whenever airspeed exceeds the normal operating range., Increasing pitot pressure changes the Elevator Feel Computer hydraulic output to the dual feel actuator, increasing the force against which the pilot must move the control column., During electric stabilizer trim, the stabilizer is moving nose down while the pilot applies a significant nose-up control-column input. What normally stops the opposing stabilizer movement?, The stabilizer trim limit switches immediately remove power whenever elevator position disagrees with stabilizer movement., The column cutout switches open the electrical circuit for stabilizer trim in the direction opposite to the pilot’s control-column input., The Elevator Feel Computer mechanically disconnects the stabilizer trim actuator through the neutral-shift rods., A control-valve jam in the main rudder Power Control Unit causes hydraulic systems A and B to oppose one another. What condition causes the Force Fight Monitor to command standby-rudder operation?, The calculated delta-delta pressure exceeds 3,600 pounds per square inch differential for more than five seconds., Either hydraulic system pressure falls below 2,200 pounds per square inch for more than five seconds., The difference between commanded rudder position and actual rudder position exceeds a fixed angular limit., During manual reversion with standby hydraulics operating, what is the purpose of the Wheel-to-Rudder Interconnect System?, It commands a small rudder input based on control-wheel position to assist lateral control during turns., It mechanically connects the control wheels to the rudder pedals so that rudder movement follows aileron cable displacement., It increases main-rudder hydraulic pressure when a large roll command is detected., Hydraulic system B pressure decreases below approximately 2,400 pounds per square inch while the trailing-edge flaps are being operated. What is the purpose of the flap priority valve response?, It reduces hydraulic flow to the trailing-edge flap system so that hydraulic system B power is prioritised for the leading-edge devices., It isolates the leading-edge devices so that all remaining hydraulic flow is available to the trailing-edge flaps., It automatically transfers trailing-edge flap operation to the electric alternate-flap motor., The Flap/Slat Electronics Unit detects an uncommanded movement of the trailing-edge flaps during normal operation. How does the system stop further hydraulic flap movement?, The Flap/Slat Electronics Unit closes the system B flight-control shutoff valve., The Flap/Slat Electronics Unit commands the trailing-edge flap bypass valve to the bypass position, preventing hydraulic operation of the flap Power Drive Unit., The flap priority valve moves to reduced flow and hydraulically locks the flap transmissions., During alternate operation, the leading-edge flaps and slats have been extended using standby hydraulic power. Which limitation applies to subsequent leading-edge device operation?, The leading-edge devices cannot be retracted using alternate operation and must be returned to normal operation for retraction., The leading-edge flaps can retract electrically, but the slats remain fully extended until landing., The leading-edge devices can retract using standby hydraulic power provided the alternate-flaps switch is held in UP., An autoslat command occurs with the trailing-edge flap lever at 5, the leading-edge slats already extended, and the aircraft approaching a stall. One Stall Management Yaw Damper channel or one autoslat-control-valve channel has failed. Why can the slats still reach FULL EXTEND?, The Flap/Slat Electronics Unit automatically substitutes for the failed Stall Management Yaw Damper and directly operates the slat actuators., Hydraulic system A automatically bypasses the autoslat valve and supplies full-extend pressure directly to the slats., The autoslat control valve has redundant solenoid and pressure-operated valve paths, so one valid channel can still route pressure to the full-extend ports of the slat actuators.

ATA 27

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