On the glass cockpit 767 and 747-400 the preflight control check is conducted with reference to the EICAS 'STATUS' page. Of all my 767 flightdeck shots I only have one showing the control surface indicators: http://www.jetphotos.net/viewphoto.php?id=133383
The STATUS page is the screen directly above the thrust levers. At the top are some blurry (sorry!) figures that show hydraulic system pressure and quantity. Once pressurised the pressure reads approximately 3000psi. We pressurise the hydraulics about five minutes before departure and conduct the control check.
At bottom left of the STATUS page are the control surface position indicators.
The horizontal bar at top is the rudder indicator. To check the rudders first the nose wheel steering tiller is held neutral to prevent the nosewheel moving (nasty, especially if a towbar is attached). The rudder pedals are then cycled full left then full right and the white arrow above the horizontal bar is observed to move in the correct sense to full deflection. On the 747-400 there are two rudder position indicators as the aircraft has a split rudder.
The left and right vertical bars are the aileron position indicators. Notice that the bars have two white arrows each, as they indicate the outboard and inboard aileron positions. The control wheel is deflected full left and the indicators are observed to rise up on the left side and go down on the right side. This is then reversed with the wheel deflected to the right. On the 747-400 the spoiler indicators are also observed to rise up on the downgoing wing.
The middle vertical bar is the elevator indicator, with white arrows for the left and right indicator. The control column is moved full aft then full forward to check full movement in the correct sense.
After the check it is ensured that all trim controls are placed in neutral, except the elevator trim ('stab' trim), which is placed in the takeoff position.
There is a more in-depth check conducted if the aircraft flight control surfaces have been disturbed during maintenance. This involves check full movement of the control surfaces as described above, plus fully cycling all trim controls, flaps (if they were disturbed) and spoilers. For the spoilers an engineers must check these visually as we have no indicators on the 767.
I hope this has been of interest!
[Edited 2003-11-03 01:13:22]