In the event of hydraulic system B failure, the trailing edge flaps .

Question

In the event of hydraulic system B failure, the trailing edge flaps                          .

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Question restatement: In the event of hydraulic system B failure, the trailing edge flaps                          .

Option 1: are inoperative. This would imply that the trailing edge flaps cannot be used at all when B fails. In many aircraft systems, redundancy or alternate power sources allow continued operation, so declaring them completely inoperative would be overly absolute without considering electrical or standby systems. Therefore this option is unlikely to be correct given typical hydraulics redundancy.

Option 2: can be operated normally with hydraulic A system. If hydraulic system B fails, relying on hydraulic A alone would assume A has both sufficient pressure and routing to power the trailing edge flaps. Depending on aircraft design, some systems permit continued operation with the remaining active hydraulic system, but the presence of a dedicated standby or electrical alternative is often specified. Without explicit confirmation that A alone supports normal trailing edge flap movement, this option may be overly optimistic.

Option 3: can be operated normally with the standby hydraulic system. This asserts that the standby hydraulic system can power the trailing edge flaps when B fails. While standby systems provide redundancy, they are typically limited in capacity or reserved for critical flight controls or braking, and may not support full normal operation of all flap surfaces. If the standby system is not designed to handle flaps under fault conditions, this statement would be incorrect.

Option 4: can be operated electrically. This option indicates an alternate electrical drive is used to move the trailing edge flaps when hydraulic B fails. Many aircraft designs employ electric motor-driven or electro-hydraulic backups for flap actuation in the event of hydraulic loss, allowing continued flap control without hydraulic power. This aligns with common redundancy practices and explains why flap operation could continue via electrical power.

Why the incorrect choices fail to match typical redundancy logic: The first option makes an absolute claim of inoperability, which is inconsistent with standard redundancy philosophies. The second and third options depend on system-specific architecture: if A or standby could handle operation, the design would state so explicitly; absence of that confirmation makes them questionable. The fourth option aligns with a common backup strategy where electrical actuation preserves control surfaces when hydraulics are compromised, offering continued controllability.

In summary, considering redundancy and typical aircraft doctrine, the trailing edge flaps can be moved via an electrical drive when hydraulic system B is failed, whereas the other pathways either assume questionable capabilities of remaining hydraulics or rely on backup systems that may not be intended for full operation in normal flight conditions.

AS 411 Exam 03

In the event of hydraulic system B failure, the trailing edge flaps .

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