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Quizzes > Lifestyle & Hobbies > Travel & Transportation

Take the Boeing 777 Flight Controls Quiz

Think you can ace Boeing 777 flight deck controls? Dive in now!

Difficulty: Moderate
2-5mins
Learning OutcomesCheat Sheet
Paper art Boeing 777 over sky blue background stylized cockpit controls autopilot ailerons spoilers quiz prompt

Attention all aviation enthusiasts and aspiring pilots! Dive into the Boeing 777 flight controls quiz to challenge and sharpen your skills on one of the world's most advanced airliners. This free quiz is your chance to probe the Boeing 777 flight control systems and tackle a variety of aircraft questions - from mapping out a smooth throttle response to mastering spoiler deployment and the nuances of the straight level flight . Ready to see how you fare on our B777 autopilot controls quiz and Boeing 777 flight deck controls test? Gear up, click start, and prove you know your ailerons from your auto-throttle. Take the challenge now!

Which surfaces on the Boeing 777 are the primary roll control?
Spoilers
Flaps
Ailerons
Elevators
The Boeing 777 uses ailerons on the trailing edge of each wing to control roll. Ailerons deflect differentially to increase lift on one wing and decrease it on the other, causing the aircraft to bank. While spoilers can assist in roll control, ailerons are the primary surfaces for roll. Source
What type of flight control system does the Boeing 777 use?
Mechanical cable link
Fly-by-Wire
Pneumatic control
Hydrostatic feedback
The Boeing 777 employs a full-authority fly-by-wire system where pilot inputs are converted into electronic signals processed by computers. This allows for envelope protections and system redundancies not possible with conventional mechanical systems. Fly-by-wire reduces weight and maintenance compared to cable-based controls. Source
At what minimum radio altitude can the Boeing 777 autopilot be engaged after takeoff?
50 feet
200 feet
400 feet
1,000 feet
Boeing procedures require at least 400 feet radio altitude before engaging the autopilot after takeoff to ensure adequate climb and obstacle clearance. Engaging below this altitude may compromise safety margins during initial climb. This limitation is specified in the Boeing 777 FCOM. Source
How many flight control computers (FCC) are installed on the Boeing 777?
Four
Three
Five
Two
The Boeing 777 features three redundant flight control computers to process pilot inputs and manage the fly-by-wire system. Having three FCCs ensures continuous operation even if one computer fails. This triple redundancy enhances safety and reliability. Source
How is the pilot's lateral control input translated to the ailerons on the Boeing 777?
Pneumatic lines to actuators
Direct hydraulic piping
Mechanical cables to hydraulic actuators
Electronic signals to fly-by-wire computers
In a fly-by-wire system, the pilot's lateral stick movements generate electrical signals that are sent to flight control computers. The computers then command hydraulic actuators at the ailerons to move proportionally. This eliminates mechanical linkages and allows for flight envelope protections. Source
How many spoiler panels are installed on each wing of the Boeing 777?
10
6
8
12
Each wing of the Boeing 777 is equipped with eight spoiler panels used for roll control, descent, and ground spoilers on landing. These panels can deploy independently or in groups to provide precise aerodynamic control. The total of sixteen spoilers enhances drag and roll response. Source
What are the primary speedbrake lever detent positions on the Boeing 777?
Off, On, Armed, Full
Retract, Idle, Armed, Extend
Down, Up, Armed, Locked
Down, Armed, Flight, Max
The Boeing 777 speedbrake lever has four detent positions: Down, Armed, Flight (intermediate deployment during flight), and Max for full extension. The Armed setting readies spoilers to deploy automatically on landing. The Flight detent allows moderate spoiler use in flight. Source
How many flaps index marks indicate standard takeoff positions on the Boeing 777?
Five
Four
Three
Two
The Boeing 777 flap lever has three standard takeoff index marks, corresponding typically to flaps 5, 10, and 20 degrees. These positions optimize lift and drag for varied runway lengths and payloads. Other marks are for approach and landing settings. Source
What is the primary function of the yaw damper in the Boeing 777?
Prevent dutch roll oscillations
Adjust flap settings
Control pitch attitude
Manage thrust asymmetry
The yaw damper on the Boeing 777 automatically inputs rudder commands to counteract dutch roll, a lateral-directional oscillation. It stabilizes yaw motion and enhances passenger comfort. Without it, the aircraft would require constant pilot or autopilot rudder inputs. Source
Which control surfaces are responsible for pitch control on the Boeing 777?
Ailerons
Rudder
Spoilers
Elevators
The Boeing 777 uses elevators on the trailing edge of the horizontal stabilizer to control pitch. Deflecting the elevators up or down produces a nose-up or nose-down pitching moment. Other surfaces like spoilers have secondary pitch effects but the elevators are primary. Source
What motion do the rudder pedals control on the Boeing 777?
Roll (ailerons)
Pitch (elevator)
Spoiler deployment
Yaw (rudder)
On the Boeing 777, pushing the rudder pedals sends electronic signals through the fly-by-wire system to deflect the rudder, controlling yaw. The pedals also operate the nosewheel steering tiller when displaced beyond the stops. They do not directly control roll or pitch. Source
Which action will automatically disengage the Boeing 777 autopilot in flight?
Engine failure
Selection of flaps 1
Ground spoiler deployment
Manual override by applying force to the control column beyond a preset limit
The autopilot on the Boeing 777 automatically disconnects when a pilot applies a control column force exceeding the system's override threshold. This feature ensures the pilot can quickly regain manual control. Other events like engine failure do not by themselves disengage the autopilot. Source
In Normal Law on the Boeing 777, which envelope protections are active?
No protections are active
Only stall protection
Bank angle, load factor, high-angle-of-attack, and high-speed protections
Only load factor protection
Under Normal Law, the Boeing 777 maintains envelope protections including bank angle limits, load factor limits, high-angle-of-attack, and high-speed protections. These safeguards prevent the aircraft from exceeding structural and aerodynamic limits. If Normal Law is lost, some protections may be degraded or lost. Source
How many autopilot channels must be engaged for LNAV guidance on the Boeing 777?
One
Three
Two
Four
LNAV (lateral navigation) guidance on the Boeing 777 can be provided with a single autopilot channel engaged. The system will follow the programmed route or heading selected. Engaging a second autopilot is optional for redundancy but not required. Source
Which system automatically adjusts the horizontal stabilizer trim on the Boeing 777?
Stabilizer trim system controlled by the flight control computers
Manual trim wheels only
Yaw damper system
Autothrottle system
The stabilizer trim system on the Boeing 777 is automatically operated by the flight control computers based on airspeed, configuration, and pilot inputs. This autotrim function maintains the desired pitch attitude and relieves manual workload. Pilots can still use manual trim for fine adjustments. Source
When do the ground spoilers automatically deploy on landing for the Boeing 777?
Weight on wheels detected and speedbrake lever in ARM position
Autobrakes off
Thrust levers advanced
Touchdown and flaps retraction
Ground spoilers on the Boeing 777 automatically deploy when the main landing gear weight sensors detect weight on wheels and the speedbrake lever is in the ARM position. This sequence ensures spoilers only extend once on the ground. Other conditions like flap position or autobrakes input do not directly deploy ground spoilers. Source
During normal climb, what thrust parameter does the Boeing 777 autothrottle primarily manage?
N1 (fan speed)
N2 (core speed)
Blade pitch
Fuel flow only
In climb mode, the Boeing 777 autothrottle manages the N1 setting to maintain the selected climb thrust. N1 provides a direct measure of the engine's fan speed and is the primary thrust control parameter. Managing N1 ensures consistent climb performance and thrust limits. Source
If both channels in one flight control axis fail on the Boeing 777, which control law is invoked?
Normal Law
Direct Law
Alternate Law
Mechanical Backup
When both channels of one flight control axis are lost on the Boeing 777, the system reverts to Direct Law. Direct Law disables computational protections and provides direct control commands to the actuators. Neither Normal nor Alternate Laws remain functional in that axis. Source
What is the primary function of the elevator feel computer on the Boeing 777?
Compute elevator deflection limits
Manage yaw damper inputs
Provide artificial pitch control feel to the pilot
Control autothrottle engagement
The elevator feel computer on the Boeing 777 generates artificial force feedback to the control column, simulating aerodynamic feel. This helps pilots sense control loads even though the system is fully fly-by-wire. It does not handle deflection limits or throttle functions. Source
Which system on the Boeing 777 reduces wing and control surface loads during turbulence?
Stall Protection
Yaw Damper
Load Alleviation Function
Mach Trim
The Load Alleviation Function on the Boeing 777 modifies control surface commands to reduce stress on the wing and structure during gusts. It works within Normal Law to smooth flight in turbulence. Other systems like stall protection and Mach trim serve different purposes. Source
During approach, which autopilot mode captures the glideslope on the Boeing 777?
G/S (Glideslope) mode
ALT HOLD mode
HDG SEL mode
LOC (Localizer) mode
On the Boeing 777, the G/S autopilot mode captures and tracks the ILS glideslope vertical guidance. LOC mode only handles lateral localizer tracking. ALT HOLD and HDG SEL do not couple to the glideslope. Source
What does FCM stand for in the context of the Boeing 777 flight control system?
Fuel Control Module
Flight Control Computer
Flap Control Mechanism
Flight Control Module
FCM stands for Flight Control Module, which integrates sensor inputs and outputs actuator commands in the Boeing 777. It is distinct from the FCC (Flight Control Computer), though sometimes terms overlap. The FCM is responsible for signal multiplexing and fault management. Source
How does the Boeing 777 alternate flaps extension system operate in case of normal power loss?
Rests on gravity and windmilling
Uses the standby hydraulic system
Engages a pneumatic motor
Deploys using electric motors exclusively
When normal hydraulic power is lost, the Boeing 777 alternate flaps extension utilizes the standby hydraulic system to move the flaps. This ensures flap extension even if main hydraulics fail. Electric motors are not used for alternate extension in this design. Source
Which control surfaces maintain roll authority at high altitude and speed on the Boeing 777?
Rudder overload relief
Trailing edge flaps
Differential spoilers
Auxiliary flaps
At high altitude and speed, the Boeing 777's differential spoilers supplement aileron authority to maintain roll responsiveness. Ailerons alone become less effective at these conditions, so spoilers deflect asymmetrically for roll control. Flaps are retracted and not used for roll in cruise. Source
What is the primary role of the Flight Control Module (FCM) on the Boeing 777?
Manage fuel distribution
Operate the environmental control system
Process pilot commands and send actuator signals
Control cabin pressurization
The Flight Control Module (FCM) on the Boeing 777 processes pilot inputs and flight computer commands, then directs hydraulic actuators to move control surfaces. It also monitors system health and integrates redundancy channels. It does not handle fuel or environmental systems. Source
How does the Boeing 777 flight control system detect and isolate a jammed control surface?
Through cockpit annunciator only
By monitoring hydraulic pressure only
By using a mechanical spring detent
By comparing position feedback from redundant sensors
The Boeing 777 flight control system constantly compares feedback signals from redundant position sensors on each control surface. If a significant discrepancy is detected, the system isolates the faulty channel and continues operation via the remaining channels. This electronic monitoring allows rapid jam detection and isolation. Source
Which hydraulic systems power the Boeing 777 primary flight controls?
Electric only
System A only
Systems A and B only
Systems A, B, and Standby
The Boeing 777 uses three hydraulic systems designated A, B, and Standby to power primary flight control actuators. This triple-system architecture provides redundancy in case one or two systems fail. Electric power is used for backup and auxiliary functions only. Source
What mechanical backup exists if both fly-by-wire channels fail on the Boeing 777?
None; the system reverts to Direct Law with no mechanical linkage
Hydraulic bypass valves opened manually
Emergency cable run from cockpit to tail
Air-driven standby actuators
The Boeing 777 has no traditional mechanical linkage backup. In the event of dual channel failure, the system switches to Direct Law, providing direct actuator commands via fly-by-wire without envelope protections. There are no emergency cables or pneumatic actuators for control. Source
What is the purpose of the flaperons on the Boeing 777?
Control elevator authority
Act as speed brakes
Provide roll control and high-lift function
Assist in yaw damping
Flaperons on the Boeing 777 combine flap and aileron functions to provide both high-lift during takeoff/landing and roll control. They deploy symmetrically for flaps extension and asymmetrically for roll. This design enhances efficiency by integrating two functions into one surface. Source
In Normal Law, what does the load relief function do on the Boeing 777?
Limits structural loads by reducing lift in turbulence
Suppresses rudder inputs
Increases maximum flap extension
Automatically retracts spoilers
The load relief function under Normal Law automatically adjusts control surface deflections to limit wing and structural loads in response to gusts. This feature reduces the likelihood of over-stressing the airframe during turbulence. It does not affect flap or spoiler deployment. Source
What stabilizer movement occurs during Mach trim on the Boeing 777?
Alternating up and down corrections
No stabilizer movement
Gradual nose-down trim to counteract Mach tuck
Immediate nose-up trim
During Mach trim, the Boeing 777's system applies gradual nose-down stabilizer trim as speed approaches high Mach numbers to counteract Mach tuck. This maintains a stable pitch attitude without pilot intervention. No alternating or opposite trim is commanded. Source
What is the purpose of Control Wheel Steering (CWS) mode on the Boeing 777 autopilot?
Automatically adjust wheel position
Allow pilot to fly manually with autopilot holding the resulting attitude
Lock the control wheels
Enable yaw damper only
Control Wheel Steering (CWS) mode lets the pilot make manual inputs while the autopilot holds the selected pitch and roll attitudes once the controls are released. This hybrid mode provides precision without full disengagement of autopilot. It does not lock the controls or isolate the yaw damper. Source
Which statement correctly describes the envelope protections in the Boeing 777 control laws?
Normal Law has no protections; Direct Law has full protections
Direct Law provides stall and overspeed protections only
Normal Law has full protections; Alternate Law has partial protections; Direct Law has none
Alternate Law has more protections than Normal Law
In the Boeing 777, Normal Law includes full envelope protections such as load and pitch limits. Alternate Law retains some but not all protections, typically losing load factor and bank angle limits. Direct Law removes all protections, providing direct control of actuators. Source
If both flight control computers fail on the Boeing 777, to which law does the system revert?
Normal Law
Alternate Law
Mechanical Law
Direct Law
A total failure of the flight control computers on the Boeing 777 forces a reversion to Direct Law. Direct Law removes all protections and provides raw actuator commands based solely on pilot inputs. Mechanical Law does not exist in this architecture. Source
How does the autopilot on the Boeing 777 integrate yaw damper twist compensation during turns?
It disables twist compensation in autopilot mode
It uses a mechanical linkage between aileron and rudder pedals
It cross-couples aileron and rudder commands via the flight control computers
The pilot must manually trim the rudder
The Boeing 777 autopilot integrates twist compensation by having the flight control computers coordinate aileron and rudder inputs. This cross-coupling ensures coordinated turns without pilot rudder input. There is no mechanical linkage connecting the surfaces. Source
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Study Outcomes

  1. Identify primary flight surfaces -

    Describe the functions and locations of ailerons, spoilers, elevators, and rudder within the Boeing 777 flight deck controls.

  2. Analyze autopilot control logic -

    Explain how the B777 autopilot controls interact with flight control systems to maintain pitch, roll, and yaw stability.

  3. Apply flight deck procedures -

    Demonstrate standard operational steps for engaging and disengaging Boeing 777 flight control systems during takeoff, cruise, and landing.

  4. Evaluate spoiler and aileron operations -

    Assess how spoiler deflections and aileron inputs affect lift, drag, and roll performance on the Boeing 777.

  5. Compare manual and automated controls -

    Contrast pilot manual inputs with automated responses in the Boeing 777 flight controls quiz to understand system redundancies and safety features.

  6. Interpret flight control feedback -

    Understand how cockpit indicators and yoke forces provide real-time feedback on B777 flight control characteristics quiz metrics.

Cheat Sheet

  1. Fly-by-Wire Architecture & Control Laws -

    Mastering the FBW architecture is crucial to ace the Boeing 777 flight controls quiz and understand flight envelope protections. The B777's flight control systems run on a triple-redundant fly-by-wire network with Normal, Alternate, and Direct control laws. Remember the mnemonic "NAD" (Normal, Alternate, Direct) to recall the decreasing levels of envelope protection and review the Basic Flight Computer channels.

  2. Autopilot Modes & Coupling (LNAV/VNAV) -

    In the B777 autopilot controls quiz, key modes include LNAV for lateral navigation and VNAV for vertical path following, plus Cat II/III approach couplings (Boeing Flight Crew Operations Manual). Understand how the Flight Management Computer (FMC) interfaces with the Autopilot Flight Director System (AFDS) to maintain the programmed flight plan. A quick tip: "Pitch then roll" when engaging autopilot at cruise altitude for smoother mode transitions.

  3. Ailerons, Spoilers & Roll Control Integration -

    The Boeing 777 flight deck controls test often highlights the differential ailerons and ten spoiler panels which share roll control duties. At low speeds, ailerons dominate roll input, while at high speeds, spoilers augment roll and act as speed brakes (Boeing Flight Control Surfaces Handbook). Use the phrase "Low Speed Aileron, High Speed Spoiler" to remember the transition.

  4. Pitch Control: Horizontal Stabilizer & Yoke Mechanics -

    The pilot yoke commands elevators via a variable trim system linked to the horizontal stabilizer; full nose-up trim range is +6.0°, while full nose-down is -2.0° (B777 Flight Crew Training Manual). Practice the "6 Up, 2 Down" rule to recall limits, and review how the Runaway Stabilizer checklist mitigates trim anomalies.

  5. Hydraulic Distribution & Redundancy -

    The B777's flight control actuators are powered by three hydraulic systems (Green, Yellow, and Standby), ensuring no single-point failure (Boeing Systems Descriptions). Accumulators store fluid under pressure to allow emergency control surface movement for up to three minutes if pump power is lost. Remember the mnemonic "GYS" (Green, Yellow, Standby) to quickly verify system availability during faults.

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