26 The power source for the Lavatory Smoke Detector is the

NO.1 Transfer Bus (115V AC).

DC Bus No. 1 (28V DC).
Battery Bus (28V DC).

27 The power source for the APU Fire Extinguishing system is the
Hot Battery Bus (28V DC).
Battery Bus (28V DC).
NO.1 Transfer Bus (115V AC).

28 The power source for the Engine Fire Extinguishing system is the
NO.2 Transfer Bus (115V AC).
Battery Bus (28V DC).
Hot Battery Bus (28V DC).

29 When the Extinguisher Test switch is held in the 1 or 2 position, 3 lights illuminate
indicating
The quantities of all extinguisher bottles are being tested.
The associated bottle discharge circuits for all 3 extinguisher bottles are being
tested.
The associated bottle discharge circuits for all engine extinguisher bottles are
being tested only.

Answers:
1C, 2B, 3B, 4A, 5C, 6A, 7A, 8A, 9B, 10A, 11B, 12A, 13A, 15B, 16C, 17A, 19A, 20A, 21A, 22A,
23B, 24B, 25A, 26A, 27A, 28C, 29B,

FLIGHT CONTROLS

1 One of the conditions for the 737NG speed trim system to operate is
At least 10 seconds after take-off.
Autopilot engaged.
The flaps are not up.

2 Illumination of the Speed Trim Fail light (Master Caution Annunciator recall is not
activated)
Indicates failure of a single FCC channel.
Indicates failure of the elevator feel computer.
Indicates failure of both FCC channels.

3 Illumination of the Speed Trim Fail light when Master Caution recall is activated
Indicates failure of the elevator feel computer.
Indicates failure of both FCC channels and the elevator feel computer.
Indicates failure of a single FCC channel.
4 Illumination of the Auto Slat Fail light when Master Caution recall is activated
Indicates failure of a single autoslat computer.
Indicates failure of the elevator feel computer.
Indicates failure of a FCC channel or both autoslat computers.

5 Illumination of the Auto Slat Fail light (Master Caution Annunciator recall is not
activated)
Indicates failure of a single autoslat computer.
Indicates failure of a single FCC channel.
Indicates failure of both autoslat computers.

6 The Feel Differential Pressure amber light is

Armed when the trailing edge flaps are up.
Armed when the trailing edge flaps are up or down.
Armed when the trailing edge flaps are not up.

7 A single autoslat channel failure is indicated

By the immediate illumination of the Auto Slat Fail light.
By pressing to test the Auto Slat Fail light.
By the illumination of the Auto Slat Fail light on a Master Caution annunciator
recall.

8 A single mach trim FCC channel failure is indicated

By the immediate illumination of the Mach trim Fail light.
By the illumination of the Mach Trim Fail light on a Master Caution
annunciator recall.
By pressing to test the Mach Trim Fail light.

9 Positioning the FLT CONTROL A switch to STBY RUD

Arms the STANDBY HYD Low Quantity light.
Arms the STANDBY HYD Low Pressure light.
Arms the Alternate Flaps Master switch.

10 The Yaw Damper operation results in

Rudder pedal movement.
No rudder pedal movement provided the autopilot is engaged.
No rudder pedal movement.

11 Rudder Trim control requires

Both hydraulic and electrical power to trim the rudder.
Hydraulic power only to trim the rudder.
Electrical power only to trim the rudder.

12 The main Yaw Damper will provide yaw damper inputs to:
Both main and standby rudder Power Control Units as appropriate.
The standby rudder Power Control Unit.
The main rudder Power Control Unit.
13 Loss of hydraulic system B pressure
Does not cause yaw damper disengagement or illumination of the amber
YAW DAMPER light.
Causes yaw damper disengagement and illumination of the YAW DAMPER
light.
Does not cause yaw damper disengagement but will illuminate the amber
YAW DAMPER light.

14 The Yaw Damper uses

Hydraulic system B pressure only.
Hydraulic system A pressure only.
Both hydraulic systems A and B pressure.

15 Aileron trim is accomplished by

Simultaneous operation of the trim switches located on the control stand.
Operation of either trim switch located on the control stand.
Operation of the aileron trim knob located on the control stand.

16 The amount of aileron trim set by a pilot

Is indicated by the amount of control column deflection.
Is not indicated.
Is indicated on the graduated scale of the rudder/aileron trim indicator.

17 Operation of the Rudder Trim Control switch

Electrically repositions the rudder trim tab and centring mechanism which
results in a shift in both the rudder and tab positions.
Hydraulically repositions the rudder feel mechanism which results in a shift in
the rudder position.
Electrically repositions the rudder feel and centring mechanism which results
in a shift in the rudder neutral position.

18 The Rudder Trim Control is

Spring-loaded to neutral and must be pushed down before rotating left or
right.
Spring-loaded to neutral and may be rotated left or right provided the
autopilot is disengaged.
Spring-loaded to neutral and may be rotated left or right.

19 If the speed brake lever is not ARMED prior to landing. All the spoiler panels will
Remain retracted after landing even when thrust levers are positioned for
reverse thrust.
Automatically extend after landing when thrust levers are positioned for
reverse thrust.
Automatically extend after landing when thrust levers are positioned for
reverse thrust, provided the Autobrake system is in use.

20 If the speed brake lever is used in-flight (ie ARMED) and then returned to DOWN
 prior to landing (SPEED BRAKE ARMED light extinguished). All the spoiler panels will
Automatically extend after landing when thrust levers are positioned for
reverse thrust, provided the Autobrake system is in use.
Remain retracted after landing when thrust levers are positioned for reverse
thrust.
Automatically extend after landing when thrust levers are positioned for
reverse thrust.

21 The Speed Brake Test switches (if installed)

Are used as a cockpit pre-flight check of the auto spoiler system.
Are used for maintenance test purposes only.
Are used as a cockpit pre-flight check of the auto brake system.

22 The LE FLAPS TRANSIT amber light on the centre instrument panel

Is inhibited during autoslat operation in flight.
Is not inhibited during autoslat operation in flight.
Is inhibited during flap load relief operation.

23 Auto Slat operation can be monitored

By reference to the LEADING EDGE DEVICES ANNUNCIATOR panel.
By reference to the LE FLAPS TRANSIT amber light.
By reference to the Flap Position indicator.

24 The Ground Spoilers are powered by

The A hydraulic system.
Both A and B hydraulic systems.
The B hydraulic system.

25 The autoslat system is armed

A During take-off or approach to landing with the trailing edge flaps selected 1
through 5.
B At all times in flight irrespective of the flap position.
C During take-off or approach to landing with the trailing edge flaps selected 10
through 25.

26 The Auto Slat system will move

Leading edge slats from the RETRACT to the FULL EXTEND position and back
to the RETRACT position again.
Leading edge slats from the EXTEND to the FULL EXTEND position and back to
the EXTEND position again.
Leading edge slats from the RETRACT to the EXTEND position and back to the
RETRACT position again.

27 How many Ground Spoiler panels are there ?

Classics: 4 - NG: 4
Classics: 6 - NG: 4
Classics: 6 - NG: 6
28 The Auto Slat system is normally powered by
System B hydraulics.
The Standby Hydraulic system.
System A hydraulics.

29 An alternate source of power for Autoslat operation is

System B hydraulics through a power transfer unit if a loss of system A
pressure is sensed.
System A hydraulics through a power transfer unit if a loss of system B
pressure is sensed.
The Standby Hydraulic system.

30 The 737NG (Non SFP) Flap Load Relief will retract the trailing edge flaps from the 40
position to the 30 position if the airspeed exceeds
158 knots.
163 knots.
176 knots.

31 Using Main electric trim, the 737NG stabiliser trim authority is

3.95 - 14.5 units (flaps extended).
2.5 - 12.5 units (flaps retracted).
0.05 - 14.5 units (flaps extended).

32 Using Autopilot trim, the 737NG stabiliser trim authority is

0.25 - 14.0 units (flaps retracted or extended).
0.05 - 14.5 units (flaps extended).
0.05 - 14.5 units (flaps retracted or extended).

33 With the Stabilizer Trim Override Switch in the OVERRIDE position

The control column actuated stabiliser trim cutout switches are bypassed to
restore power to the autopilot trim motor.
The control column actuated stabiliser trim cutout switches are bypassed to
restore power to the electric trim switch.
Cuts power to all electric trim motors and engages the trim clutch allowing
manual trimming of the stabiliser.

34 A condition for speed trim operation is

N2 above 60% RPM
N1 above 45% RPM
N1 above 60% RPM

35 The maximum altitude for flap extension is

15,000 Feet.
20,000 Feet.
10,000 Feet.
36 The Speed Brake should not be deployed in flight at radio altitudes of less than
2500 Feet.
1500 Feet.
1000 Feet.

37 The maximum speed for lowering the flaps using the alternate system is
220 knots.
210 knots.
230 knots.

38 If the MACH TRIM FAIL light is illuminated, limit mach number to

Classics: 0.70 - NG's: 0.80
Classics: 0.74 - NG's: 0.82
Classics: 0.65 - NG's: 0.78

39 The primary flight controls are

Ailerons, Horizontal Stabiliser, Elevators and Rudder.
Ailerons, Elevators and Rudder.
Ailerons, Spoilers, Elevators and Rudder.

40 Power for the Flight Spoilers is supplied by

Hydraulic System B for the inboard spoilers. Hydraulic System A for the
outboard spoilers.
Hydraulic System A for the inboard spoilers. Hydraulic System B or the
Standby hydraulic pump for the outboard spoilers.
Hydraulic System A for the inboard spoilers. Hydraulic System B for the
outboard spoilers.

41 Selecting either FLT CONTROL switch to OFF will

Cause both hydraulic systems pressure to be isolated from the ailerons,
elevator and rudder.
Cause the corresponding hydraulic system pressure to be isolated from the
ailerons, elevator and rudder.
Activate the standby pump which will supply hydraulic pressure to the
ailerons, elevator and rudder.

42 FLT CONTROL LOW PRESSURE amber lights indicate

A Low hydraulic system pressure to corresponding ailerons, elevators and
rudder.
B Low hydraulic system pressure to ailerons, elevators and rudder, and the
lights are deactivated when the corresponding FLT CONTROL switch is
positioned to STBY RUD and standby rudder SOV opens.
C Low hydraulic system pressure to rudder only, and are deactivated when the
corresponding FLT CONTROL switch is positioned to STBY RUD and standby
rudder SOV opens.
43 The Alternate Flaps Position switch when selected to the UP position will
Electrically retract the leading and trailing edge flaps.
Hydraulically retract the trailing edge flaps.
Electrically retract the trailing edge flaps.

44 The elevator Feel Differential Pressure light illuminated indicates that there is
A failure of an FCC channel.
Excessive differential pressure in the elevator feel computer.
Normal pressure in the elevator feel computer.

45 The stabiliser Trim switches are located on

Each pilot's control wheel with alternate trim levers on the centre pedestal.
Each pilot's control wheel.
Each pilot's control wheel with alternate trim switches on the centre
pedestal.

46 In the event of a runaway stabilizer first

Grasp and hold the stabilizer trim wheel.
Select the Column Activated Stabilizer trim switch to NORMAL.
Hold the control column firmly and disengage the autopilot (if engaged).

47 The range of stabilizer movement using the main electric trim switches is
Greater than the auto-pilot range.
Greater than the manual trim range.
Smaller than the auto-pilot range.

48 The range of stabilizer movement using the main electric trim switches is
Unaffected by flap position.
Less with flaps extended.
Greater with flaps extended.

49 The STAB OUT OF TRIM amber light when illuminated

Indicates the autopilot or pilot is not trimming the stabilizer properly.
Indicates the autopilot is not trimming the stabilizer properly.
Indicates the Speed Trim system is operating.

50 In event of a jammed stabilizer

Plan for a flaps 30 landing.
Plan for a flaps 5 landing.
Plan for a flaps 15 landing.

51 The SPEED BRAKE DO NOT ARM light

When illuminated indicates that the landing gear is not down with the Speed
Brake in the ARMED position.
Is green and is de-activated when the Speed Brake Lever is in the DOWN
position. Selecting the gear lever to down will extinguish the light.
Is amber and is de-activated when the Speed Brake Lever is in the DOWN
 position.

52 The SPEED BRAKE ARMED light

A Is amber and should be illuminated when the Speed Brake is moved to the
ARMED position indicating valid automatic Speed Brake system inputs.
B Is de-activated when the Speed Brake Lever is in the UP position.
C Is green and should be illuminated when the Speed Brake is moved to the
ARMED position indicating valid automatic Speed Brake system inputs.

53 The LE FLAPS TRANSIT light will illuminate when

A Any leading edge device is in transit only.
B Any leading edge device is in transit or not in the programmed position with
respect to trailing edge flaps.
C The Leading Edge Annunciator Panel TEST switch has been pressed.

54 In the event of total hydraulic power failure, rotation of the pilots' control wheels
mechanically positions the
Flight Spoilers.
Aileron tabs.
Ailerons

55 In the event of jammed aileron system, rotation of the co-pilot's control wheel
operates the
Ailerons for roll control.
Flight Spoilers for roll control.
Aileron tabs for roll control.

56 Caution should be exercised when using flight spoilers during a turn as

They cause such a demand on the hydraulic system that the Autopilot may
trip off.
They greatly reduce roll rate.
They greatly increase roll rate.

57 If the SPEED BRAKE DO NOT ARM light illuminates when the speed brake lever is
selected to the ARMED position
Then manually deploy the speed brakes immediately on touchdown.
Then ensure the landing gear lever is selected DOWN before arming the
speed brake again.
Then the speed brake lever must be restricted to the DOWN position and not
used on touchdown.

58 If an asymmetric condition develops between the right and left wing trailing edge
flaps
The FSEU closes the TE flap bypass valve.
The FSEU shuts down the TE drive unit.
The FSEU shuts down the LE control.
59 The FSEU provides Flap Load Relief by:
Retracting the flaps to 25 (flap lever in the 30 position) when the airspeed is
in excess of 171 knots.
Retracting the flaps to 25 (flap lever in the 30 position) when the airspeed is
in excess of 176 knots
Retracting the flaps to 25 (flap lever in the 30 position) when the airspeed is
in excess of 163 knots.

60 The Alternate Flaps switch is selected momentarily to the DOWN position (Alternate
Flaps Master Switch in ARM) and the
Leading edge devices are driven to the EXTEND position.
Leading edge devices are driven to the FULL EXTEND position.
Leading edge devices are driven out to EXTEND or FULL EXTEND depending
on [Link] position.

61 The main and standby rudder power control units (PCUs) are powered by
System A and standby pump for the main rudder PCU and system B for the
standby rudder PCU.
System B and standby pump for the main rudder PCU and system A for the
standby rudder PCU.
System A and system B for the main rudder PCU and standby pump for the
standby rudder PCU.

62 Elevator balance tabs

Operate during manual reversion operations only.
Operate continuously during normal or manual reversion operations.
Are not fitted to the B737.

63 When the Trailing Edge Flaps are selected from UP to the Flap 1 position
The Leading Edge Flaps drive to an intermediate position and the Leading
Edge Slats drive to the EXTEND position.
The Leading Edge Flaps drive to their fully extended position and the Leading
Edge Slats drive to the EXTEND position.
The Leading Edge Flaps drive to their fully extended position and the Leading
Edge Slats drive to the FULL EXTEND position.

64 Tabs are fitted to the

Ailerons and Elevators.
Rudder and Elevator.
Rudder, Ailerons and Elevator.

65 The Leading Edge devices are normally powered by Hydraulic system

B
A
A and B
66 At what setting(s) should the leading edge FLAPS be partially extended
flap position 10.
The leading edge FLAPS should never be partially extended (always retracted
or at full extend).
flap positions 1 to 5.

67 The 737NG Takeoff Configuration Warning system monitors the L/E devices for
L/E devices are not configured for take-off.
L/E devices are not monitored by the Takeoff Configuration Warning system.
L/E devices are not configured for take-off or have uncommanded motion.

Answers:
1A, 2C, 3C, 4A, 5C, 6B, 7C 8B, 9B, 10C, 11A, 12C, 13A, 14A, 15A, 16A, 17C, 18C, 19B, 20C,
21B, 22A, 23A, 24A, 25A, 26B, 27B, 28A, 29B, 30B, 31C, 32C, 33B, 34C, 35B, 36C, 37C, 38B,
39B, 40C, 41B, 42B, 43B, 44B, 45B, 46C, 47C, 48C, 49B, 50C, 51C, 52C, 53B, 54C, 55B, 56C,
57A, 58A, 59B, 60B, 61C, 62B, 63B, 64A, 65A, 66B, 67C,

FLIGHT INSTRUMENTS

1 737CL: The Airspeed Cursor Control on the Captains Mach/Airspeed Indicator must
be pushed in to allow
A The airspeed cursor to be manually positioned.
B The airspeed cursor to be automatically positioned by the AFDS FCC.
C The Vmo pointer to be automatically positioned by the AFDS FCC.

2 The Vmo flag on the Mach/Airspeed indicators

A Indicates the Vmo pointer is inoperative.
B Indicates the Vmo speed is being exceeded.
C Indicates the Vmo pointer is operative.

3 The standby airspeed indicator utilises the

A The No.1 Aux pitot and the normal static systems.
B The No.2 Aux pitot and the alternate static systems.
C The No.1 ADC and the alternate static systems.

4 The Vertical Speed Indicators are fed from their respective

A Inertial Reference Units.
B Air Data Computers
C Static Vents.

5 The ILS signal to the Standby Horizon Indicator is fed from the
A FMC
B No. 2 ILS receiver.
C No. 1 ILS receiver.