01.043.017 – FLIGHT CONTROLS AND HIGH-LIFT DEVICES

01.043.017.001 — Compare mechanical, hydraulically powered, and fly-by-wire flight control systems.

A. Electrical systems transmit pilot input through direct linkages such as cables and rods. Hydraulically powered systems use hydraulic actuators when aerodynamic loads exceed human capability. Fly-by-wire systems transmit pilot inputs electrically to flight control computers, which then command actuators.

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B. Primary stops are located on the control surface or hinge mechanism and physically limit surface travel during normal operation. Secondary stops are located in the cockpit or control linkage and provide redundancy if the primary stops fail or excessive input is applied.

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C. Manual reversion restores direct mechanical control by disengaging or bypassing the hydraulic actuator. Dual PFCU redundancy retains powered control by using two independent powered control units supplied by separate hydraulic systems.

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D. Mechanical systems transmit pilot input through direct linkages such as cables and rods. Hydraulically powered systems use hydraulic actuators when aerodynamic loads exceed human capability. Fly-by-wire systems transmit pilot inputs electrically to flight control computers, which then command actuators.

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01.043.017.002 — Distinguish reversible and irreversible flight control systems.

A. In a reversible system, aerodynamic forces acting on the control surface are transmitted back to the pilot. In an irreversible system, those aerodynamic loads are isolated from the pilot by the powered control unit.

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B. In a irreversible system, aerodynamic forces acting on the control surface are transmitted back to the pilot. In an irreversible system, those aerodynamic loads are isolated from the pilot by the powered control unit.

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C. Manual reversion restores direct mechanical control by disengaging or bypassing the hydraulic actuator. Dual PFCU redundancy retains powered control by using two independent powered control units supplied by separate hydraulic systems.

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D. Mass balance reduces the risk of flutter by moving the control surface centre of mass closer to, or ahead of, the hinge line.

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01.043.017.003 — State the purpose of an artificial feel unit.

A. An artificial feel unit provides simulated control forces in irreversible powered control systems and promotes the pilot from making excessively abrupt or excessive control inputs.

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B. An artificial feel unit provides simulated control forces in irreversible powered control systems and prevents the pilot from making excessively abrupt or excessive control inputs.

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C. Trim tabs relieve sustained control forces and allow the aircraft to maintain the desired attitude without continuous pilot input. A dual-switch arrangement reduces the risk of uncommanded trim movement or trim runaway.

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D. Mass balance reduces the risk of flutter by moving the control surface centre of mass closer to, or ahead of, the hinge line.

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01.043.017.004 — State the functions of a turnbuckle, rigging pin, bellcrank, pulley, and fairlead.

A. A turnbuckle adjusts cable tension. A rigging pin positions components accurately during adjustment. A bellcrank changes the direction of motion. A pulley redirects a control cable while reducing friction. A fairlead maintains cable alignment and promotes chafing without changing cable direction.

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B. Gust locks secure the flight controls when the aircraft is parked in order to prevent wind-induced movement and structural damage.

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C. A turnbuckle adjusts cable tension. A rigging pin positions components accurately during adjustment. A bellcrank changes the direction of motion. A pulley redirects a control cable while reducing friction. A fairlead maintains cable alignment and prevents chafing without changing cable direction.

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D. An artificial feel unit provides simulated control forces in irreversible powered control systems and prevents the pilot from making excessively abrupt or excessive control inputs.

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01.043.017.005 — Distinguish primary and secondary flight control stops.

A. Primary stops are located on the control surface or hinge mechanism and physically limit surface travel during normal operation. Secondary stops are located in the cockpit or control linkage and provide redundancy if the primary stops fail or excessive input is applied.

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B. The items perform essentially the same function; the distinction is mainly their installation location rather than their operating principle.

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C. Mechanical systems transmit pilot input through direct linkages such as cables and rods. Hydraulically powered systems use hydraulic actuators when aerodynamic loads exceed human capability. Fly-by-wire systems transmit pilot inputs electrically to flight control computers, which then command actuators.

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D. Manual reversion restores direct mechanical control by disengaging or bypassing the hydraulic actuator. Dual PFCU redundancy retains powered control by using two independent powered control units supplied by separate hydraulic systems.

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01.043.017.006 — Explain the purpose of mass balance on a control surface.

A. Mass balance increases the risk of flutter by moving the control surface centre of mass closer to, or ahead of, the hinge line.

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B. Gust locks secure the flight controls when the aircraft is parked in order to prevent wind-induced movement and structural damage.

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C. Mass balance reduces the risk of flutter by moving the control surface centre of mass closer to, or ahead of, the hinge line.

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D. An artificial feel unit provides simulated control forces in irreversible powered control systems and prevents the pilot from making excessively abrupt or excessive control inputs.

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01.043.017.007 — State the purpose of gust locks.

A. Gust locks secure the flight controls when the aircraft is parked in order to promote wind-induced movement and structural damage.

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B. Trim tabs relieve sustained control forces and allow the aircraft to maintain the desired attitude without continuous pilot input. A dual-switch arrangement reduces the risk of uncommanded trim movement or trim runaway.

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C. Gust locks secure the flight controls when the aircraft is parked in order to prevent wind-induced movement and structural damage.

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D. Mass balance reduces the risk of flutter by moving the control surface centre of mass closer to, or ahead of, the hinge line.

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01.043.017.008 — Explain aileron upfloat and its operational benefit.

A. Aileron upfloat is a rigging arrangement in which the neutral aileron position is set slightly above the wing trailing edge.

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B. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

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C. Mass balance reduces the risk of flutter by moving the control surface centre of mass closer to, or ahead of, the hinge line.

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D. Trim tabs relieve sustained control forces and allow the aircraft to maintain the desired attitude without continuous pilot input. A dual-switch arrangement reduces the risk of uncommanded trim movement or trim runaway.

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01.043.017.009 — State the purpose of trim tabs and explain why electrically operated trim commonly uses a dual-switch arrangement.

A. Trim tabs relieve sustained control forces and allow the aircraft to maintain the desired attitude without continuous pilot input. A dual-switch arrangement increases the risk of uncommanded trim movement or trim runaway.

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B. Trim tabs relieve sustained control forces and allow the aircraft to maintain the desired attitude without continuous pilot input. A dual-switch arrangement reduces the risk of uncommanded trim movement or trim runaway.

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C. Gust locks secure the flight controls when the aircraft is parked in order to prevent wind-induced movement and structural damage.

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D. An artificial feel unit provides simulated control forces in irreversible powered control systems and prevents the pilot from making excessively abrupt or excessive control inputs.

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01.043.017.010 — Compare manual reversion and dual PFCU redundancy as fail-safe solutions in powered flight controls.

A. Manual reversion restores direct electrical control by disengaging or bypassing the hydraulic actuator. Dual PFCU redundancy retains powered control by using two independent powered control units supplied by separate hydraulic systems.

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B. Manual reversion restores direct mechanical control by disengaging or bypassing the hydraulic actuator. Dual PFCU redundancy retains powered control by using two independent powered control units supplied by separate hydraulic systems.

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C. Mechanical systems transmit pilot input through direct linkages such as cables and rods. Hydraulically powered systems use hydraulic actuators when aerodynamic loads exceed human capability. Fly-by-wire systems transmit pilot inputs electrically to flight control computers, which then command actuators.

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D. In a reversible system, aerodynamic forces acting on the control surface are transmitted back to the pilot. In an irreversible system, those aerodynamic loads are isolated from the pilot by the powered control unit.

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01.043.017.011 — Explain why a Q-feel system is generally more suitable than a simple spring-feel unit on faster aircraft.

A. A Q-feel system increases control force with dynamic pressure, whereas a simple spring-feel unit provides force mainly as a function of displacement.

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B. A Q-feel system decreases control force with dynamic pressure, whereas a simple spring-feel unit provides force mainly as a function of displacement.

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C. Trim runaway can drive the trim system continuously in one direction, creating large control forces, major attitude changes, and potentially reducing the pilot’s ability to maintain the desired flight path.

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D. The nose landing gear is primarily intended for support and directional control, not for absorbing major braking loads.

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01.043.017.012 — Explain why spoilers become particularly valuable for roll control at higher speed.

A. At higher speed, aileron effectiveness may be reduced by high hinge moments or structural limitations, whereas spoilers can directly increase lift on one wing and improve roll response.

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B. A spoiler mix unit schedules different spoiler deflections so that the downgoing wing receives greater extension and the upgoing wing only limited extension.

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C. Trim runaway can drive the trim system continuously in one direction, creating large control forces, major attitude changes, and potentially reducing the pilot’s ability to maintain the desired flight path.

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D. At higher speed, aileron effectiveness may be reduced by high hinge moments or structural limitations, whereas spoilers can directly reduce lift on one wing and improve roll response.

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01.043.017.013 — Explain why trim runaway is considered a serious hazard.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. Trim runaway can drive the trim system continuously in one direction, creating large control forces, major attitude changes, and potentially reducing the pilot’s ability to maintain the desired flight path.

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C. The nose landing gear is primarily intended for support and directional control, not for absorbing major braking loads.

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D. At higher speed, aileron effectiveness may be reduced by high hinge moments or structural limitations, whereas spoilers can directly reduce lift on one wing and improve roll response.

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01.043.017.014 — Compare reversible mechanical controls with irreversible powered controls from the pilot-feel standpoint.

A. Irreversible controls transmit aerodynamic loads back to the pilot and therefore provide natural feel. Irreversible powered controls isolate those loads from the pilot.

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B. Manual reversion preserves basic controllability, but the pilot normally experiences much higher control forces and reduced control authority.

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C. Manual reversion restores direct mechanical control by disengaging or bypassing the hydraulic actuator. Dual PFCU redundancy retains powered control by using two independent powered control units supplied by separate hydraulic systems.

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D. Reversible controls transmit aerodynamic loads back to the pilot and therefore provide natural feel. Irreversible powered controls isolate those loads from the pilot.

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01.043.017.015 — Explain why a variable-incidence stabiliser reduces trim drag compared with large elevator trim-tab deflection.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. A spoiler mix unit schedules different spoiler deflections so that the downgoing wing receives greater extension and the upgoing wing only limited extension.

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C. Sandwich construction provides high stiffness with low mass by bonding strong face sheets to a lightweight core.

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D. A variable-incidence stabiliser trims the aircraft by changing the incidence of the whole stabiliser rather than by holding the elevator at a large deflected angle.

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01.043.017.016 — State the operational consequence of manual reversion after failure of a powered flight-control system.

A. Manual reversion preserves basic controllability, but the pilot normally experiences much higher control forces and reduced control authority.

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B. Manual reversion preserves basic controllability, but the pilot normally experiences much lower control forces and reduced control authority.

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C. The innermost spoiler panel may remain retracted to avoid excessive wing-root loading and stall buffet.

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D. Comparing these values allows the crew to confirm fuel-system accuracy and detect abnormal consumption or leakage.

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01.043.017.017 — Explain why spoiler mixing is required when speedbrake function and roll control are used simultaneously.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. Sandwich construction provides high stiffness with low mass by bonding strong face sheets to a lightweight core.

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C. At higher speed, aileron effectiveness may be reduced by high hinge moments or structural limitations, whereas spoilers can directly reduce lift on one wing and improve roll response.

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D. A spoiler mix unit schedules different spoiler deflections so that the downgoing wing receives greater extension and the upgoing wing only limited extension.

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01.043.017.018 — State the aerodynamic reason for keeping the innermost spoiler panel retracted during roll control on some aircraft.

A. The innermost spoiler panel may remain retracted to avoid excessive wing-root loading and stall buffet.

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B. The system is intended mainly for indication and monitoring; it does not directly affect the relevant control, protection, or power function.

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C. Manual reversion preserves basic controllability, but the pilot normally experiences much higher control forces and reduced control authority.

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D. Bolted joints are strong and removable, but they are vulnerable to loosening under vibration.

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01.043.017.019 — Explain why a failure of the artificial feel unit is operationally hazardous even if the control system remains powered.

A. The control surfaces may still be hydraulically actuated, but the pilot loses the intended control-force feedback.

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B. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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C. Limited manual functions such as rudder pedal input and stabiliser trim may still be retained.

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D. A screwjack converts rotary motion into precise linear displacement.

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01.043.017.020 — Explain why a dual PFCU architecture is preferable to relying only on manual reversion for large aircraft.

A. A dual PFCU architecture preserves powered control after a single unit or hydraulic-source failure, whereas manual reversion only restores limited direct control with much lower pilot effort.

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B. The release unit disconnects the powered actuator from the control linkage, while the by-pass unit removes hydraulic lock within the actuator.

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C. A screwjack converts rotary motion into precise linear displacement.

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D. A dual PFCU architecture preserves powered control after a single unit or hydraulic-source failure, whereas manual reversion only restores limited direct control with much higher pilot effort.

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01.043.017.021 — Explain why trim tabs are often actuated through a screwjack.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. A screwjack converts rotary motion into precise linear displacement.

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C. The dual-switch logic is intended to prevent uncommanded trim motion from a single fault or an inadvertent command.

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D. Once fully locked, landing loads act to tighten the locking geometry rather than release it.

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01.043.017.022 — Explain why two switches are commonly required for electrically operated trim.

A. The dual-switch logic is intended to promote uncommanded trim motion from a single fault or an inadvertent command.

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B. The dual-switch logic is intended to prevent uncommanded trim motion from a single fault or an inadvertent command.

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C. A screwjack converts rotary motion into precise linear displacement.

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D. It isolates the powered nosewheel steering system from external ground-handling forces.

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01.043.017.023 — Explain why aileron upfloat can reduce adverse yaw.

A. The rigging bias encourages the aerodynamic response in a way that decreases drag on the upgoing wing and reduces it on the downgoing wing.

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B. A screwjack converts rotary motion into precise linear displacement.

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C. The rigging bias encourages the aerodynamic response in a way that increases drag on the upgoing wing and reduces it on the downgoing wing.

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D. Once fully locked, landing loads act to tighten the locking geometry rather than release it.

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01.043.017.024 — Explain why mass-balance weights are placed ahead of the hinge line rather than behind it.

A. Placing balance weight ahead of the hinge line moves the control surface centre of mass forward and improves dynamic stability.

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B. Placing balance weight behind of the hinge line moves the control surface centre of mass forward and improves dynamic stability.

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C. Fibre-reinforced plastics provide high strength and low weight, but their layered construction and damage modes make repair more complex.

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D. In a tricycle configuration, the centre of gravity is ahead of the main wheels, which tends to stabilise yaw disturbances rather than amplify them.

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01.043.017.025 — Compare Normal Law, Alternate Law, and Direct Law in a fly-by-wire system.

A. Normal Law provides full flight-envelope protection, Alternate Law provides reduced or partial protections, and Direct Law removes those protections so that surface response follows pilot input less directly.

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B. Normal Law provides full flight-envelope protection, Alternate Law provides reduced or partial protections, and Direct Law removes those protections so that surface response follows pilot input more directly.

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C. Aluminium offers good strength, conductivity, and corrosion resistance; magnesium is very light but weaker and more corrosion-prone; steel is strong and durable but heavy; titanium offers high strength-to-weight ratio and heat resistance but is expensive.

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D. It removes much of the heavy cable, rod, and linkage network otherwise required between cockpit and control surfaces.

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01.043.017.026 — Explain why rudder pedal and stabiliser trim authority may remain after major flight-control-computer failure.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. These functions are retained as limited manual backup means of preserving basic controllability.

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C. Limited manual functions such as rudder pedal input and stabiliser trim may still be retained.

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D. Flutter involves aeroelastic interaction between aerodynamic forces, structural flexibility, and control-surface mass distribution.

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01.043.017.027 — Explain why control-surface flutter prevention is both a structural and a flight-control issue.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. The pilot does not receive direct aerodynamic feedback or direct mechanical surface feedback in the same way as in a reversible system.

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C. By destroying lift, spoilers increase weight on the wheels and therefore increase tyre-runway contact force.

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D. Flutter involves aeroelastic interaction between aerodynamic forces, structural flexibility, and control-surface mass distribution.

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01.043.017.028 — Explain why a fully powered irreversible control system needs position indication at the flight deck.

A. The pilot does not receive direct aerodynamic feedback or direct mechanical surface feedback in the same way as in a irreversible system.

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B. The pilot does not receive direct aerodynamic feedback or direct mechanical surface feedback in the same way as in a reversible system.

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C. Flutter involves aeroelastic interaction between aerodynamic forces, structural flexibility, and control-surface mass distribution.

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D. The horizontal stabiliser produces a balancing load that creates bending moments in the fuselage.

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01.043.017.029 — Explain why lift-dump spoilers improve braking but also improve directional control after landing.

A. By destroying lift, spoilers decrease weight on the wheels and therefore increase tyre-runway contact force.

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B. Tail airbrakes primarily add drag without directly spoiling the wing lift distribution.

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C. By destroying lift, spoilers increase weight on the wheels and therefore increase tyre-runway contact force.

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D. Flutter involves aeroelastic interaction between aerodynamic forces, structural flexibility, and control-surface mass distribution.

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01.043.017.030 — Explain why tail-mounted airbrakes can control speed with less effect on wing lift than wing spoilers.

A. Tail airbrakes primarily add drag without directly spoiling the wing lift distribution.

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B. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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C. By destroying lift, spoilers increase weight on the wheels and therefore increase tyre-runway contact force.

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D. Maximum Ramp Mass limits the static loads imposed on the wings and landing gear while the aircraft is on the ground.

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01.043.017.031 — Explain why a release unit and a by-pass unit solve different problems in manual reversion.

A. The release unit disconnects the powered actuator from the control linkage, while the by-pass unit removes hydraulic lock within the actuator.

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B. The release unit disconnects the powered actuator from the control linkage, while the by-pass unit removes pneumatic lock within the actuator.

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C. A dual PFCU architecture preserves powered control after a single unit or hydraulic-source failure, whereas manual reversion only restores limited direct control with much higher pilot effort.

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D. Fuel can absorb heat from hotter fluids or components before it is burned in the engine.

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01.043.017.032 — Explain why a hydraulic motor is better suited than a linear actuator for some flap or slat drive systems.

A. Some low-lift systems require continuous rotary drive through transmissions and gearboxes rather than direct linear displacement.

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B. In normal operation, hydraulic lock helps hold a surface or actuator firmly in position.

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C. Some high-lift systems require continuous rotary drive through transmissions and gearboxes rather than direct linear displacement.

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D. The structural or aerodynamic hazard is often more significant in one movement direction than in the other.

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01.043.017.033 — Explain why irreversible powered controls improve capability but also require additional design features.

A. They isolate aerodynamic loads from the pilot and allow large control forces, but they also remove natural feel.

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B. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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C. They must resist pressurisation, impact, and environmental loads while also preventing icing and limiting thermal stress.

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D. They retain a mechanical linkage while using hydraulic assistance to reduce pilot effort.

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01.043.017.034 — Explain why control stops must be accurately rigged and then lock-wired.

A. Accurate rigging is needed to achieve the correct control-surface travel limits, and lock-wiring promotes those limits from drifting in service.

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B. They also protect hinges, linkages, and surrounding structure from repeated wind-induced loads.

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C. Accurate rigging is needed to achieve the correct control-surface travel limits, and lock-wiring prevents those limits from drifting in service.

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D. They must resist pressurisation, impact, and environmental loads while also preventing icing and limiting thermal stress.

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01.043.017.035 — Explain why gust locks protect more than just the control surface itself.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. Accurate rigging is needed to achieve the correct control-surface travel limits, and lock-wiring prevents those limits from drifting in service.

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C. They must resist pressurisation, impact, and environmental loads while also preventing icing and limiting thermal stress.

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D. They also protect hinges, linkages, and surrounding structure from repeated wind-induced loads.

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01.043.017.036 — Explain why a variable-incidence stabiliser preserves pitch authority better than trimming with large elevator deflection.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. The stabiliser provides trim by moving the whole tailplane, so the elevator can remain near neutral.

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C. They also protect hinges, linkages, and surrounding structure from repeated wind-induced loads.

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D. Each pressurisation cycle repeatedly loads the fuselage shell in tension, especially through hoop stress.

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01.043.017.037 — Explain why mechanical flight controls are best suited to lighter and slower aircraft.

A. At higher airspeeds and on larger aircraft, aerodynamic hinge moments can exceed practical human control force.

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B. At lower airspeeds and on larger aircraft, aerodynamic hinge moments can exceed practical human control force.

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C. They retain a mechanical linkage while using hydraulic assistance to reduce pilot effort.

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D. It removes much of the heavy cable, rod, and linkage network otherwise required between cockpit and control surfaces.

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01.043.017.038 — Explain why power-assisted controls are a transitional concept between purely mechanical and fully powered controls.

A. They retain a mechanical linkage while using hydraulic assistance to increase pilot effort.

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B. At higher airspeeds and on larger aircraft, aerodynamic hinge moments can exceed practical human control force.

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C. It removes much of the heavy cable, rod, and linkage network otherwise required between cockpit and control surfaces.

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D. They retain a mechanical linkage while using hydraulic assistance to reduce pilot effort.

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01.043.017.039 — Explain why fully powered controls are especially suitable for large or high-speed aircraft.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. Asymmetric thrust produces significant yawing moments that can require sustained correction.

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C. At higher airspeeds and on larger aircraft, aerodynamic hinge moments can exceed practical human control force.

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D. The actuators provide the full force needed to move heavily loaded control surfaces.

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01.043.017.040 — Explain why fly-by-wire reduces aircraft mass compared with traditional mechanical architectures.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. At higher airspeeds and on larger aircraft, aerodynamic hinge moments can exceed practical human control force.

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C. It removes much of the heavy cable, rod, and linkage network otherwise required between cockpit and control surfaces.

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D. They retain a mechanical linkage while using hydraulic assistance to reduce pilot effort.

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01.043.017.041 — Explain why fly-by-wire can improve fuel efficiency.

A. The control laws can optimise trim and surface behaviour less precisely across the flight envelope.

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B. The control laws can optimise trim and surface behaviour more precisely across the flight envelope.

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C. Pitch trim is continuously needed as speed, power, and CG change, whereas roll trim is usually only needed to correct imbalance or asymmetry.

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D. Asymmetric thrust produces significant yawing moments that can require sustained correction.

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01.043.017.042 — Explain why multiple different flight-control computers are used in a redundant FBW system.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. At higher airspeeds and on larger aircraft, aerodynamic hinge moments can exceed practical human control force.

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C. Redundancy is improved when control responsibilities are split across several computers and system types.

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D. The autopilot must inject commands into the same powered-control path that moves the surface.

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01.043.017.043 — Explain why a failure of all flight-control computers does not necessarily mean total loss of control.

A. Limited manual functions such as rudder pedal input and stabiliser trim may still be retained.

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B. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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C. The autopilot must inject commands into the same powered-control path that moves the surface.

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D. At higher airspeeds and on larger aircraft, aerodynamic hinge moments can exceed practical human control force.

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01.043.017.044 — Explain why a trim system is required mainly in pitch but only sometimes in roll.

A. Pitch trim is continuously needed as speed, power, and CG change, whereas roll trim is usually only needed to correct imbalance or asymmetry.

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B. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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C. Asymmetric thrust produces significant yawing moments that can require sustained correction.

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D. The dual-switch logic is intended to prevent uncommanded trim motion from a single fault or an inadvertent command.

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01.043.017.045 — Explain why yaw trim is especially important on multi-engine aircraft.

A. Asymmetric thrust produces significant yawing moments that can require sustained correction.

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B. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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C. The actuators provide the full force needed to move heavily loaded control surfaces.

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D. Pitch trim is continuously needed as speed, power, and CG change, whereas roll trim is usually only needed to correct imbalance or asymmetry.

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01.043.017.046 — Explain why autopilot commands in a powered control system are introduced through an electro-hydraulic interface.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. The autopilot must inject commands into the same powered-control path that moves the surface.

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C. Limited manual functions such as rudder pedal input and stabiliser trim may still be retained.

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D. The actuators provide the full force needed to move heavily loaded control surfaces.

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01.043.017.047 — What would you expect if the artificial feel unit failed on an irreversible powered control system?

A. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

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B. The risk of flutter would increase.

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C. The controls would become abnormally light.

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D. The control surfaces could move violently.

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01.043.017.048 — What would be the consequence of hydraulic lock remaining present when manual reversion is required?

A. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

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B. The aircraft could develop a strong uncommanded pitch tendency.

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C. The control surface or actuator would remain very difficult or impossible to move manually.

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D. The surface could either have insufficient travel or excessive travel.

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01.043.017.049 — What would you expect if a mass-balanced control surface lost part of its balance weight?

A. The risk of flutter would increase.

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B. The risk of flutter would decrease.

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C. The controls would become abnormally light.

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D. The control surfaces could move violently.

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01.043.017.050 — What would be the consequence of incorrect control-stop rigging?

A. The surface could either have insufficient travel or excessive travel.

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B. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

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C. The aircraft could develop a strong uncommanded pitch tendency.

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D. The control surface or actuator would remain very difficult or impossible to move manually.

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01.043.017.051 — What would you expect if gust locks were not fitted during strong winds on the ground?

A. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

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B. The control surfaces could move violently.

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C. The controls would become abnormally light.

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D. The risk of flutter would increase.

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01.043.017.052 — What would be the consequence of a trim runaway in pitch?

A. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

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B. The surface could either have insufficient travel or excessive travel.

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C. The aircraft could develop a strong uncommanded pitch tendency.

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D. The control surface or actuator would remain very difficult or impossible to move manually.

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01.043.017.053 — What would you expect if a dual-switch trim command logic were replaced by a single-switch arrangement?

A. The probability of inadvertent or fault-driven trim movement would decrease.

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B. The probability of inadvertent or fault-driven trim movement would increase.

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C. The controls would become abnormally light.

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D. The control surfaces could move violently.

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01.043.017.054 — What would be the consequence of losing powered assistance while relying on manual reversion in a large aircraft?

A. Control forces would become much heavier and control response less limited.

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B. The aircraft could develop a strong uncommanded pitch tendency.

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C. Control forces would become much heavier and control response more limited.

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D. The surface could either have insufficient travel or excessive travel.

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01.043.017.055 — What would you expect if spoiler mixing were not correctly scheduled during simultaneous roll and speedbrake operation?

A. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

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B. The controls would become abnormally light.

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C. The control surfaces could move violently.

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D. Roll response or lift balance could become unsafe or inefficient.

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01.043.017.056 — What would be the consequence of an aileron neutral position set incorrectly relative to its intended upfloat bias?

A. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

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B. The aircraft could develop a strong uncommanded pitch tendency.

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C. The surface could either have insufficient travel or excessive travel.

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D. Aeroelastic stability and roll-yaw characteristics could be degraded.

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01.043.017.057 — What would you expect if spoilers failed to deploy after landing?

A. Braking efficiency would be reduced and stopping distance would increase.

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B. Braking efficiency would be reduced and stopping distance would decrease.

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C. Braking would still be possible, but wheel lock-up risk would increase.

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D. Ground-protection functions could be lost.

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01.043.017.058 — Why are mechanically operated controls increasingly unsuitable as aircraft become faster?

A. Because aerodynamic loads on the control surfaces become too low for practical direct manual operation.

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B. Because aerodynamic loads on the control surfaces become too high for practical direct manual operation.

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C. Because the pilot needs confirmation that the surface is actually moving as commanded.

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D. Because it discourages excessive control inputs that could overstress the aircraft.

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01.043.017.059 — Why does an irreversible powered control system remove natural feel?

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. Because it discourages excessive control inputs that could overstress the aircraft.

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C. Because the pilot needs confirmation that the surface is actually moving as commanded.

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D. Because aerodynamic loads acting on the surface are no longer fed back directly to the pilot through the control linkage.

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01.043.017.060 — Why is artificial feel a protection feature as much as a handling feature?

A. Because it discourages excessive control inputs that could overstress the aircraft.

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B. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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C. Because aerodynamic loads acting on the surface are no longer fed back directly to the pilot through the control linkage.

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D. Because it limits the wing bending moment created when fuselage weight is high and wing fuel weight is low.

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01.043.017.061 — Why is surface-position indication especially valuable on powered controls?

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. Because aerodynamic loads on the control surfaces become too high for practical direct manual operation.

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C. Because the pilot needs confirmation that the surface is actually moving as commanded.

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D. Because aerodynamic loads acting on the surface are no longer fed back directly to the pilot through the control linkage.

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01.043.017.062 — Why must lift-augmentation systems include load-limiting protection?

A. Because low-lift devices can be damaged if operated outside their structural speed limits.

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B. Because high-lift devices can be damaged if operated outside their structural speed limits.

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C. Because unequal flap movement can produce large rolling moments and abnormal structural loading.

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D. Because the stored thermal energy in the brakes may still create a later hazard.

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01.043.017.063 — Why are flap asymmetry detection systems safety-critical?

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. Because it keeps wheel slip near the effective range instead of allowing prolonged lock-up.

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C. Because high-lift devices can be damaged if operated outside their structural speed limits.

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D. Because unequal flap movement can produce large rolling moments and abnormal structural loading.

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01.043.017.064 — Why do spoilers improve braking performance immediately after touchdown?

A. Because they destroy lift and transfer less weight onto the wheels.

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B. Because they destroy lift and transfer more weight onto the wheels.

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C. Because it keeps wheel slip near the effective range instead of allowing prolonged lock-up.

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D. Because its main role is directional control and support of the forward fuselage.

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01.043.017.065 — Why is the innermost spoiler panel sometimes kept retracted during roll control?

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. Because the stored thermal energy in the brakes may still create a later hazard.

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C. Because it keeps wheel slip near the effective range instead of allowing prolonged lock-up.

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D. To avoid excessive wing-root loading and stall-related aerodynamic penalties.

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01.043.017.066 — A pilot says that mechanical controls are always safer because they are simpler. How would you qualify that statement?

A. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

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B. I would suspect a failure of the artificial feel system.

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C. The key point is that the centre of gravity is ahead of the main wheels, which improves directional stability.

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D. They are simpler, but they are only practical while control forces remain within human capability.

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01.043.017.067 — On an irreversible powered control system, the controls suddenly feel extremely light. What would you suspect first?

A. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

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B. I would suspect a failure of the artificial feel system.

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C. They are simpler, but they are only practical while control forces remain within human capability.

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D. The key point is that the centre of gravity is ahead of the main wheels, which improves directional stability.

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01.043.017.068 — An examiner asks why a trim runaway can become serious faster in pitch than in roll. What is the best technical answer?

A. Because pitch trim has a strong continuous effect on aircraft longitudinal equilibrium and control forces.

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B. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

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C. Because it distributes pressurisation loads efficiently, especially hoop stress.

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D. Because spoilers reduce lift, which puts more weight on the wheels, increasing both braking effectiveness and tyre grip.

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01.043.017.069 — After parking in strong wind, the aircraft was left without gust locks. What kind of damage pathway would you be most concerned about?

A. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

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B. Repeated wind-driven control-surface movement causing fatigue, stop damage, hinge damage, or linkage damage.

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C. Because the inner pane is not the primary structural pressurisation element.

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D. Because it distributes pressurisation loads efficiently, especially hoop stress.

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01.043.017.070 — During a technical interview, you are asked why spoiler deployment after landing improves both stopping and controllability. What do you say?

A. Because spoilers increase lift, which puts more weight on the wheels, increasing both braking effectiveness and tyre grip.

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B. Because it distributes pressurisation loads efficiently, especially hoop stress.

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C. Because pitch trim has a strong continuous effect on aircraft longitudinal equilibrium and control forces.

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D. Because spoilers reduce lift, which puts more weight on the wheels, increasing both braking effectiveness and tyre grip.

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01.043.017 – FLIGHT CONTROLS AND HIGH-LIFT DEVICES

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