For lighter than normal forces to be used on the control column for takeoff or landing.
The control columns to be physically separated.
Applying force against the jam will breakout only the Captain's control column.
The elevator feel and centering unit to transfer proper aerodynamic forces to the control columns.
5 seconds after takeoff.
Ten seconds after release of trim switches.
100 KIAS - Mach 0.68
N1 above 50%.
Main yaw damper functions are available as long as hydraulic system A is providing normal pressure and the yaw damper switch is ON.
Standby yaw damper functions are available as long as hydraulic system A is providing normal pressure and the yaw damper switch is ON.
Main and standby yaw damper functions are inoperative.
Standby yaw damper functions are available if the FLT CONTROL B switch is placed to STBY RUD and the YAW DAMPER switch is reset to ON.
Only when the yaw damper switch is OFF.
By trim inputs but not rudder pedal inputs
By rudder pedal inputs but not trim inputs.
By either trim or rudder pedal inputs.
Only when the right main landing gear strut is compressed.
When the air/ground system senses the ground mode (any strut compresses).
When the ground spoilers deploy.
Flight spoilers do not deploy on landing, only ground spoilers deploy.
All flap settings.
Flaps 15, 30, and 40.
Flaps 30 and 40.
Flaps 40 only.
LE skew detection for slats 2 through 7 except during autoslat operation.
TE asymmetry protection.
Uncommanded motion protection for LE devices or TE flaps.
All of the above are correct.
All amber TRANSIT lights illuminated.
All LE devices FULL EXT lights illuminated.
All LE devices EXT lights illuminated.
LE slats EXT lights and LE flaps FULL EXT lights illuminated.
Any intermediate position.
Fully extends the LE devices using standby hydraulic pressure, and electrically extends the TE flaps.
Closes the Flight Spoiler Shutoff valve.
Activates the standby hydraulic pump and pressurizes the standby rudder Power Control Unit.
Arms the ALTERNATE FLAPS position switch, activates the standby hydraulic pump, and closes the Trailing Edge Flaps Bypass valve.
Indicates all LE devices are fully extended.
Indicates LE slats are fully extended.
Is inhibited during autoslat operation in flight.
Provides TE flaps asymmetry protection.
Provides for slat deployment above Vmo/ Mmo.
Drives the slats to the full extended position when the TE Flaps 1 through 5 are selected and the airplane approaches a stall.
Is normally powered by hydraulic system A.
Is normally powered by Power Transfer Unit (PTU).
A loss of hydraulic system A pressure is sensed.
The hydraulic system A engine driven pump is inoperative.
The Alternate Flaps position switch is momentarily held down.
Pressure from the hydraulic system B engine driven pump drops below limits.
System A standby rudder Power Control Unit.
System B standby rudder Power Control Unit.
Standby rudder Power Control Unit.
Main rudder Power Control Unit.
Altitude and elevator position.
Elevator balance tabs position.
Only system A hydraulic pressure.
Airspeed and stabilizer position.
Excessive differential pressure exists in the elevator feel computer.
Flaps are not up and a hydraulic pressure imbalance is detected or one of the elevator feel pilot systems fails.
Flaps are up or down and a hydraulic pressure imbalance is detected or if one of the elevator pitot systems fails.
No correct answer is provided.
The primary flight controls are powered by hydraulic systems A and B, with backup from the standby hydraulic system for the rudder and manual reversion for the ailerons and elevator.
Flight spoilers are used both for roll control, descent and deceleration.
The trailing edge flaps can be both extended and retracted using the alternate flap drive system.
All statements are correct.