Question 35-1 : At take off the rto mode rejected take off of an auto brake system disengages automatically ? [ Exercise Manual ]

Question 35-2 : Rotor brake discs are manufactured from ?

Steel or carbon fibre.

Question 35-3 : On the diagram the landing gear element indicated by the number 3 is fr a 021 1056 err ?

Shock absorber.

Please download the diagram of a nose landing gear used as a reference at the exam pdf654

Question 35-4 : If the anti skid system is inoperative may auto brake system can be used ?

No never.

Ecqb04 october 2017anti skid system protection is provided during auto brake operation therefore if anti skid is inoperative you can not use the auto brake system

Question 35-5 : Shimmy occurs on the nose wheel landing gear during taxiing when 1 the wheels tend to describe a sinusoidal motion on the ground2 the wheels no longer respond to the pilot's actionsthis effect is overcome by means of 3 the torque link 4 an accumulator associated with the steering cylinderthe ?

1 4.

Shimmy of aircraft nose wheel landing gear is a coupled lateral and torsional dynamic instability that may occur during take off taxi and landingthe potential for shimmy is often discovered when the aircraft undergoes taxi runway tests at this stage the options available to the designer are limited often to introducing a damper in the steering degree of freedom >gxqnntxkyzm

Question 35-6 : Tyre 'creep' may be described as the ?

Circumferential movement of the tyre in relation to the wheel flange.

Question 35-7 : A single action actuator ?

Is powered in one direction only by hydraulic power the return movement being under spring force.

Question 35-8 : Axial piston pumps are often used in hydraulic systems due to ?

Their ability to produce high pressure when required but can be off loaded to reduce power consumption.

High pressure and large flow are symptomatic of a hydraulic system axial piston pumps can produce high pressure but can be off loaded to reduce power consumption

Question 35-9 : The trim tab ?

Reduces hinge moment and control surface efficiency.

The trim tab reduces hinge load because it uses the tab to move the control surface so there is no external load imposed by the pilot it reduces control surface effectiveness because it is using part of the control area for trimming leaving less for manoeuvre 845a trim tab is a small adjustable hinged surface on the trailing edge of the aileron rudder or elevator control surfaces trim tabs are labour saving devices that enable the pilot to release manual pressure on the primary controls

Question 35-10 : The purpose of a trim tab device is to ?

Reduce or to cancel control forces.

A trim tab is a small adjustable hinged surface on the trailing edge of the aileron rudder or elevator control surfaces trim tabs are labour saving devices that enable the pilot to release manual pressure on the primary controls 845some airplanes have trim tabs on all three control surfaces that are adjustable from the cockpit others have them only on the elevator and rudder and some have them only on the elevator some trim tabs are the ground adjustable type onlythe tab is moved in the direction opposite that of the primary control surface to relieve pressure on the control wheel or rudder control for example consider the situation in which we wish to adjust the elevator trim for level flight 'level flight' is the attitude of the airplane that will maintain a constant altitude assume that back pressure is required on the control wheel to maintain level flight and that we wish to adjust the elevator trim tab to relieve this pressure since we are holding back pressure the elevator will be in the 'up' position the trim tab must then be adjusted downward so that the airflow striking the tab will hold the elevators in the desired position conversely if forward pressure is being held the elevators will be in the down position so the tab must be moved upward to relieve this pressure in this example we are talking about the tab itself and not the cockpit control 846rudder and aileron trim tabs operate on the same principle as the elevator trim tab to relieve pressure on the rudder pedals and sideward pressure on the control wheel respectively

Question 35-11 : The advantages of fly by wire control are 1 reduction of the electric and hydraulic power required to operate the control surfaces2 lesser sensitivity to lightning strike3 direct and indirect weight saving through simplification of systems4 immunity to different interfering signals5 improvement ?

3 and 5.

The power required to operate the control surfaces remains the samefly by wire fbw is a system that replaces the conventional manual flight controls of an aircraft with an electronic interface the movements of flight controls are converted to electronic signals transmitted by wires hence the fly by wire term and flight control computers determine how to move the actuators at each control surface to provide the ordered response the fly by wire system also allows automatic signals sent by the aircraft's computers to perform functions with or without the pilot's input as in systems that automatically help stabilize the aircraft

Question 35-12 : An artificial feel unit is necessary in the pitch channel when ?

The elevators are actuated by irreversible servo control units.

Irreversible system fully powered system the pilot has no direct connection to the control surface he has no feel so an artificial feel system must be included this system works in parallel to the irreversible servo control unitreversible system power assisted system similar to the power assisted steering for a car the pilot feel a part of the load he receives assistance from the hydraulic system to move the control surface

Question 35-13 : An artificial feel system ?

Functions in parallel to an irreversible servo control unit.

Irreversible system fully powered system the pilot has no direct connection to the control surface he has no feel so an artificial feel system must be included this system works in parallel to the irreversible servo control unitreversible system power assisted system similar to the power assisted steering for a car the pilot feel a part of the load he receives assistance from the hydraulic system to move the control surface

Question 35-14 : For most large aeroplanes spoilers are ?

Upper wing surface devices and their deflection can be symmetrical or asymmetrical.

Question 35-15 : A krueger flap is normally located at the ?

Leading edge.

Img847a krueger flap is a leading edge flap and they are most of the time located at the wing rootkrueger flap is high lift device it is hinged directly to the leading edge without any form of a slot

Question 35-16 : The expression primary flight control applies to the 1 elevator2 speed brake3 lift augmentation devices4 roll spoilerthe combination that regroups all of the correct statements is ?

1 and 4.

Question 35-17 : Which of these statements about a gust lock system are correct or incorrect i there is no need for a gust lock on irreversible flight controlsii manual flight controls should have a gust lock ?

I is correct ii is correct.

Irreversible system fully powered system the pilot has no direct connection to the control surface he has no feel so an artificial feel system must be included at stop the hydraulic actuators will be in hydraulic lock therefore the control surface will not movereversible system power assisted system similar to the power assisted steering for a car the pilot feel a part of the load he receives assistance from the hydraulic system to move the control surface it is called 'reversible' because if someone moves the external surfaces the stick or control column moves inside the cockpit you need a gust lock systems inside the aircraft and outside 848

Question 35-18 : Which of these statements about a gust lock system are correct or incorrect i there should be suitable design precautions to prevent flight with the gust lock engagedii reversible flight controls should have a gust lock ?

I is correct ii is correct.

Irreversible system fully powered system the pilot has no direct connection to the control surface he has no feel so an artificial feel system must be included at stop the hydraulic actuators will be in hydraulic lock therefore the control surface will not movereversible system power assisted system similar to the power assisted steering for a car the pilot feel a part of the load he receives assistance from the hydraulic system to move the control surface it is called 'reversible' because if someone moves the external surfaces the stick or control column moves inside the cockpit you need a gust lock systems inside the aircraft and outside 848the suitable design is the red color with the famous 'remove before flight' tag

Question 35-19 : Which of these statements about rudder limiting are correct or incorrect i a rudder ratio changer system reduces the rudder deflection for a given rudder pedal deflection as the ias increasesii a variable stop system limits both rudder and rudder pedal deflection as the ias increases ?

I is correct ii is correct.

A rudder limiting system will reduce the deflection because as speed increases the force on the vertical stabilizer could be too strong and could lead to aircraft destructionrudder ratio changer system limits excessive rudder deflection at high speed rudder movement is limited not the pedals movementa variable stop system limits both rudder and rudder pedal deflection as the ias increases

Question 35-20 : Given a conventional transport aeroplane with irreversible flight controls on the ground with engines running which of these statements about rudder trim actuation is correct ?

The rudder moves the rudder pedals move in the corresponding direction.

The information that the engines are running is important since it means that the hydraulic or electric actuators on the control surface are operatingconcerning the rudder on the ground if the wind or an airport equipment moves the rudder the control surface located on the vertical stabilizer the pilot will feel this motion on the rudder pedalsconcerning the rudder trim now the trim system will move the control surface but also the rudder pedals in order to be aware of the actual position of the control surface not only on the ground but also in flight

Question 35-21 : The function of the rudder limiter system is ?

To restrict rudder deflection during flight at high ias.

A rudder limiting system will reduce the deflection because as speed increases the force on the vertical stabilizer could be too strong and could lead to aircraft destructionsee 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 the city killing all passengers and some people on ground 849

Question 35-22 : The expression secondary flight control applies to the 1 elevator2 speed brake3 lift augmentation devices4 roll spoilerthe combination that regroups all of the correct statements is ?

2 3.

In addition to the primary flight controls for roll pitch and yaw there are often secondary controls available to give the pilot finer control over flight or to ease the workload the most commonly available control is a wheel or other device to control stabiliser trim so that the pilot does not have to maintain constant backward or forward pressure to hold a specific pitch attitude other types of trim for rudder and ailerons are common on larger aircraft but may also appear on smaller ones many aircraft have wing flaps controlled by a switch or a mechanical lever or in some cases are fully automatic by computer control which alter the shape of the wing for improved control at the slower speeds used for takeoff and landing other secondary flight control systems may be available including slats spoilers and speed brakes

Question 35-23 : Control surface flutter can be avoided by 1 a high torsional stiffness of the structure2 a low torsional stiffness of the structure3 locating a balancing mass in front of the control hinge4 locating a balancing mass behind the control hingethe combination that regroups all of the correct ?

1 3.

Flutter is a divergent oscillatory motion of a control surface caused by the interaction of aerodynamic forces inertia forces and the stiffness of the structure it is a combination of bending and torsion of the 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 35-24 : Primary flight controls are ?

Ailerons elevators and rudder.

Question 35-25 : An aeroplane equipped with irreversible flight controls ?

Need not be equipped with a separate gust lock system.

Irreversible system fully powered system the pilot has no direct connection to the control surface he has no feel so an artificial feel system must be included this system works in parallel to the irreversible servo control unitthere is no need for a gust lock system on irreversible flight controls because the hydraulic actuators will be in hydraulic lock therefore the control surface will not move 852look at the left and right ailerons of this airbus a330 irreversible flight controls they both are down and in locked postion as for the elevator

Question 35-26 : An aeroplane equipped with irreversible flight controls ?

Requires an artificial feel system.

Irreversible system fully powered system the pilot has no direct connection to the control surface he has no feel so an artificial feel system must be included this system works in parallel to the irreversible servo control unitreversible system power assisted system similar to the power assisted steering for a car the pilot feel a part of the load he receives assistance from the hydraulic system to move the control surface

Question 35-27 : The automatic ground spoiler extension system is normally activated during landing by ?

Main wheel spin up.

Ground spoiler automatic extension must be selected before landing speed brake lever must be in 'armed' position with the automatic speed brake system armed and upon touchdown the speed brake lever moves to the up position and all flight and ground spoilers extendnote if a wheel spin up signal is not detected when the airground system senses ground mode any gear strut compresses the speed brake lever moves to the up position and flight spoiler panels deploy automatically when the right main landing gear strut compresses a mechanical linkage opens the ground spoiler bypass valve and the ground spoilers deploy

Question 35-28 : Which of these statements about a gust lock system are correct or incorrect i a gust lock can be used in flight to reduce the effects of turbulenceii there is no need for a gust lock on reversible flight controls ?

Question 35-29 : 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 the ias increasesii a variable stop system reduces the rudder deflection for a given rudder pedal deflection as the ias increases ?

I is incorrect ii is incorrect.

A rudder limiting system will reduce the deflection because as speed increases the force on the vertical stabilizer could be too strong and could lead to aircraft destructionrudder ratio changer system limits excessive rudder deflection at high speed rudder movement is limited not the pedals movementa variable stop system limits both rudder and rudder pedal deflection as the ias increases

Question 35-30 : Which of these statements about a gust lock system are correct or incorrect i there is no need for a gust lock on irreversible flight controlsii there is no need for a gust lock on manual flight controls ?

I is correct ii is incorrect.

Irreversible system fully powered system the pilot has no direct connection to the control surface he has no feel so an artificial feel system must be included at stop the hydraulic actuators will be in hydraulic lock therefore the control surface will not movereversible system manual flight controls power assisted system similar to the power assisted steering for a car the pilot feel a part of the load he receives assistance from the hydraulic system to move the control surface it is called 'reversible' because if someone moves the external surfaces the stick or control column moves inside the cockpit you need a gust lock systems inside the aircraft and outside 848

Question 35-31 : Which of these statements about a gust lock system are correct or incorrect i there should be suitable design precautions to prevent flight with the gust lock engagedii there is no need for a gust lock on reversible flight controls ?

I is correct ii is incorrect.

Question 35-32 : Which of these statements about rudder limiting are correct or incorrect i a rudder ratio changer system reduces the rudder deflection for a given rudder pedal deflection as the ias increasesii a variable stop system limits both rudder and rudder pedal deflection as the ias decreases ?

I is correct ii is incorrect.

A rudder limiting system will reduce the deflection because as speed increases the force on the vertical stabilizer could be too strong and could lead to aircraft destructionrudder ratio changer system limits excessive rudder deflection at high speed rudder movement is limited not the pedals movementa variable stop system limits both rudder and rudder pedal deflection as the ias increases

Question 35-33 : Which of these statements about a gust lock system are correct or incorrect i irreversible flight controls should have a gust lockii manual flight controls should have a gust lock ?

I is incorrect ii is correct.

Question 35-34 : Which of these statements about a gust lock system are correct or incorrect i a gust lock can be used in flight to reduce the effects of turbulenceii reversible flight controls should have a gust lock ?

I is incorrect ii is correct.

Question 35-35 : 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 the control column changes when using the elevator trimii the zero force position of the control wheel changes when using the aileron ?

I is incorrect ii is correct.

Irreversible system fully powered system the pilot has no direct connection to the control surface he has no feel so an artificial feel system must be included this system works in parallel to the irreversible servo control unitreversible system power assisted system similar to the power assisted steering for a car the pilot feel a part of the load he receives assistance from the hydraulic system to move the control surfacehere we are talking about an irreversible flight control systemon a conventional aeroplane using an irreversible flight control system eg b737 ng with variable incidence trimming tailplane the trim is achieved by changing the full elevator deflection the zero force position of the control column does not changefor the aileron trim a variable incidence wing system does not exist on commercial airplane you can not trim the wing thus when trimmed the control wheel will be biased to the right or to the left artificially and the zero force position of the control wheel will change

Question 35-36 : Which of these statements about rudder limiting are correct or incorrect i a rudder ratio changer system reduces the rudder deflection for a given rudder pedal deflection as the ias decreasesii a variable stop system limits both rudder and rudder pedal deflection as the ias increases ?

I is incorrect ii is correct.

A rudder limiting system will reduce the deflection because as speed increases the force on the vertical stabilizer could be too strong and could lead to aircraft destructionrudder ratio changer system limits excessive rudder deflection at high speed rudder movement is limited not the pedals movementa variable stop system limits both rudder and rudder pedal deflection as the ias increases

Question 35-37 : Trimming of aileron and rudder in an irreversible flight control system ?

Is achieved by adjusting the 'zero force point' of the feel system.

Irreversible system fully powered system the pilot has no direct connection to the control surface he has no feel so an artificial feel system must be included this system works in parallel to the irreversible servo control unitreversible system power assisted system similar to the power assisted steering for a car the pilot feel a part of the load he receives assistance from the hydraulic system to move the control surfacethe question is about an irreversible flight control system there is no mechanical connection between control wheel or stick and ailerons rudder pedals and rudder the pilot is provided with artificial feelforce and when trimmed this is adjusted to give zero force on the control wheel or stick and the pedals

Question 35-38 : An aeroplane equipped with reversible flight controls ?

Does not require an artificial feel system.

Question 35-39 : Most large conventional aeroplanes are not provided with aileron and rudder trim tabs is it still possible to trim these control surfaces ?

Yes trimming is possible by adjusting the neutral point of the artificial feel mechanism by means of a trim switch.

Question 35-40 : On a large transport aeroplane the auto slat system ?

Extends part of the slats automatically when a certain value of angle of attack is exceeded.

The auto slat system is designed to enhance airplane stall characteristics at high angles of attack during takeoff or approach to landing as the airplane approaches the stall angle the slats automatically begin driving to the full extended position prior to stick shaker activation the slats return to the extend position when the pitch angle is sufficiently reduced below the stall critical attitude