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Flight controls
Boeing 767-200/300
Flight controls
Training manual
For training purposes only
LEVEL 1
ATA 27
page 1
11 - 04 - 2012
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B767/27/101
Flight controls
Training manual
This publication was created by Sabena technics training department, Brussels-Belgium, following ATA 104 specifications.
The information in this publication is furnished for informational
and training use only, and is subject to change without notice.
Sabena technics training assumes no responsibility for any
errors or inaccuracies that may appear in this publication.
No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means,
electronic, mechanical, photocopying, recording, or otherwise,
without the prior written permission of Sabena technics training.
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TABLE OF CONTENTS
1. INTRODUCTION. ...................................................................................................................8
1.1. General................................................................................................................................8
2. AUTOFLIGHT INTERFACE. ..................................................................................................10
2.1. Hydraulic Shutoff Valves.....................................................................................................12
3. HYDRAULIC PWR SUPPLY. ..................................................................................................14
3.1. Hydraulic Distribution.........................................................................................................14
4. CSEU. ...................................................................................................................................16
4.1. General..............................................................................................................................16
5. AILERON..............................................................................................................................18
5.1. General..............................................................................................................................18
5.2. Aileron System Overview. ...................................................................................................20
5.3. Aileron Controls & Indications. ...........................................................................................24
5.4. System description. ............................................................................................................26
5.5. Aileron Trim Control...........................................................................................................30
6. SPOILERS. ............................................................................................................................36
6.1. General..............................................................................................................................36
6.2. System Operation. .............................................................................................................38
6.2.1. General. ...................................................................................................................38
6.2.2. Roll Spoiler. ..............................................................................................................40
6.2.3. Speedbrakes. ............................................................................................................42
6.3. Auto Speed Brake System. .................................................................................................44
6.3.1. General. ...................................................................................................................44
7. RUDDER. .............................................................................................................................46
7.1. General..............................................................................................................................46
7.2. Control & Indication...........................................................................................................48
7.3. Rudder System Description.................................................................................................50
7.3.1. General. ...................................................................................................................50
7.3.2. Rudder Hydraulic Distribution. ..................................................................................52
7.4. Rudder Trim. ......................................................................................................................54
7.5. Yaw Damper System. .........................................................................................................56
7.5.1. General. ...................................................................................................................56
8. ELEVATOR. ..........................................................................................................................58
8.1. General..............................................................................................................................58
8.1.1. Inboard and Outboard Elevator. ................................................................................60
8.2. System Description.............................................................................................................62
8.2.1. Elevator Schematic. ..................................................................................................62
8.2.2. Elevator Feel Computer. ............................................................................................64
8.2.3. Stick Nudger. ............................................................................................................66
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LIST OF ILLUSTRATIONS
AILERON - SYSTEM SCHEMATIC ........................................................................................ 21
AILERON CONTROL - SIMPLIFIED ........................................................................................ 27
AILERON CONTROLS & INDICATION ................................................................................... 25
AILERON DEFLECTION LIMITS ............................................................................................. 29
AILERON - LOCKOUT MECHANISM .................................................................................... 34
AILERON TRIM CONTROL ................................................................................................... 31
AUTO FLIGHT INTERFACE ................................................................................................... 11
AUTOSPEED BRAKE - GENERAL.......................................................................................... 45
CONTROL & INDICATOR .................................................................................................... 55
CSEU BLOCK DIAGRAM..................................................................................................... 17
LATERAL CONTROL ............................................................................................................ 19
ELEVATOR CONTROL GENERAL ....................................................................................... 59
ELEVATOR CONTROL SCHEMATIC...................................................................................... 63
ELEVATOR FEEL COMPUTER ............................................................................................... 65
ELEVATOR POSITION .......................................................................................................... 69
FLIGHT COMPARTMENT CONTROLS & INDICATIONS.......................................................... 49
FLIGHT CONTROL ACTUATORS & SERVOS ........................................................................... 9
HIGH LIFT DEVICES ............................................................................................................ 83
HIGH LIFT SYSTEM ............................................................................................................. 87
HYDRAULIC DISTRIBUTION ................................................................................................ 15
HYD SHUTOFF VALVES ....................................................................................................... 13
HORIZONTAL STABILIZER .................................................................................................... 71
INBOARD AND OUTBOARD ELEVATORS ............................................................................. 61
LANDING CONFIGURATION WARNING............................................................................. 117
LANDING CONFIG. WARNING ......................................................................................... 119
LE SLAT ALTERNATE DRIVE CONTROL ............................................................................... 105
L.E. SLATS - GENERAL ........................................................................................................ 99
MANUAL & AUTO TRIM MODE .......................................................................................... 81
OUTBOARD SLAT DRIVE & TRACKS .................................................................................. 101
ROLL SPOILER DEFLECTION ................................................................................................ 41
RUDDER - GENERAL ........................................................................................................... 47
RUDDER HYDRAULIC DISTRIBUTION .................................................................................. 53
RUDDER - SYSTEM DESCRIPTION ....................................................................................... 51
SPEEDBRAKE DEFLECTION ................................................................................................. 43
SPOILERS - GENERAL.......................................................................................................... 37
SPOILER SYSTEM GENERAL ................................................................................................ 39
STABILIZER GENERAL ......................................................................................................... 75
STABILIZER TRAVEL LIMITS ................................................................................................. 77
STALL WARNING SYSTEM ................................................................................................ 109
STALL WARNING SYSTEM COMPONENTS ........................................................................ 111
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Auto Pilot
Alternate Current
Air Data Computer
Aircraft Integrated Data System
Alternate
Angle Of Attack
Aeronautical Radio Incorporated
Air Transport Association of America
Build In Test Equipment
Center of Gravity
Command
Column
Control System Electronic Unit
Control
Direct Current
Electonic Flight Instruments System
Electro-Hydraulic Servovalve
Engine Indicating and Crew Alerting System
Electric, Electrical, Electricity
Elevator
Flight Control Computer
Feel Centering & Trim
Flight
Flight Management Computer
Flap/Slat Electronic Unit
Flap Stabilizer Position Module
Flap/Slat Position Module
Ground
Ground Proximity Warning Computer
Hydraulic
Indicated Airspeed
Inboard
Inoperative
Inertial Reference System
Inertial Reference Units
Isolation
aircraft speed (knots)
Lateral Central Control Actuators
Leading edge
Line Replaceable Unit
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LVDT
LVDT
LVT
Mc
MCDP
NVM
OUTB
OUTB(D)
PCA
PDU
PPM
PSEU
psi
PSM
PTU
PWR
RRCM
RVDT
RVDT
SAM
SCM
SPDBRK
STCM
SWC
SYS
TAS
TE
TMC
UCM
UNSCHD
VAC
VAL
Vc
WEU
XDCR
XMTR
YDM
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1. INTRODUCTION.
1.1. General.
Flight control systems can be grouped as primary or secondary control systems.
Primary flight controls are those which are used to provide continuous control
of the airplane about the pitch, roll and yaw axes, and include the aileron,
rudder, elevator and spoiler systems.
Secondary flight controls are those used intermittently, to modify the basic
aerodynamic configuration of the airplane to improve its performance at a
particular flight condition, and include the leading edge slat, trailing edge flap,
spoiler (when used as air or ground speedbrakes) and stabilizer trim systems.
Flight Control Actuators & Servos.
All primary flight controls are driven by hydraulically operated Power Control
Actuators (PCA) with no manual reversion capability.
A total of twenty nine actuators are employed with eight in the aileron system,
twelve in the spoiler system, six in the elevator system and three in the rudder
system.
In addition the aileron system has three additional control actuators (LCCA) to
power the wing cable systems to the PCAs located at the aileron.
Nine autopilot servos, three on each axis, provide triple redundancy required
for category three autoland capability.
The aileron servos are part of the LCCAs with the three elevator and three
rudder servos as individual units.
Two yaw damper servos provide rudder inputs independent of pilot/autoflight
control inputs.
The trailing edge flaps and leading edge slats which are secondary flight
controls, are operated by power drive units (PDU).
The PDU will rotate torque tubes to power two rotary actuators (mechanical)
at each control surface.
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2. AUTOFLIGHT INTERFACE.
Flight control computers (3) use the autoflight (A/P) servos to control airplane
movement.
FCC interfaces the thrust management computer (TMC), flight management
computer (FMC), maintenance control and display panel (MCDP) with the
specific A/P servo needed for airplane axis movement.
FCC then commands the control valves in the appropriate servos to allow
hydraulic pressure to move the output cranks.
Output cranks connect to mechanical linkage for power control actuator (PCA)
input.
LVDTs in each servo compare surface position vs servo position for the
information needed to null commanded control valve inputs.
Manual/electric overrides are available for each system.
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Left and right wing shutoff valves are mounted on a bracket between the
rear wing spar and the spoiler beam adjacent to the inbd corner of the inbd
ailerons.
Each control switch is guarded by a cover which will not close in the switch off
position (switch protruding).
Center wing shutoff valve is located on the aft bulkhead in the left wheel well.
The shutoff valve position is monitored by switch lights and EICAS messages.
Tail shutoff valves are located in the stabilizer compartment. Access is through
a service door in the bottom of the compartment, just forward of the stabilizer
jackscrew.
An amber light in the lower half of the control switch illuminates as soon as
the valve moves from the fully open position.
The left and right tail shutoff valves are located approximately midway up on
the second bulkhead ring forward of the access door.
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Roll (LCCA), pitch (elevator) and yaw (rollout guidance) autopilot actuators are
powered by each of the three hydraulic systems.
Hydraulic shutoff valves control pressure to all flight control systems except the
flaps, slats and stabilizer systems.
The ram air turbine pump in the center hydraulic system can power all center
hydraulic system flight controls except the flap and slat systems.
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HYDRAULIC DISTRIBUTION
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4. CSEU.
4.1. General.
Two identical control system electronic units (CSEU) are located in the main
equipment center.
Each CSEU contains eight modules which include two power supply modules
(PSM) and six operating modules.
The CSEU modules perform control, failure protection and fault indication
functions for the :
- Aileron,
- Spoiler,
- Stabilizer and,
- Rudder systems.
Modules are interchangeable between the left and right CSEUs.
SCM.
Spoiler control modules (SCM)
- Each SCM receives command signals from rotary and linear variable
differential transformers (RVDT/LVDT) and spoiler panel position from
spoiler actuator LVDTs.
Flap position is provided by three flap/stabilizer position modules
(FSPM). Each SCM controls two actuators.
One SCM in each CSEU receives a control wheel inhibit signal from the
SAM.
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SAM.
Stabilizer trim aileron lockout module (SAM)
- The SAM receives stabilizer trim control inputs from flight control
computers (FCC) and alternate and manual electric trim switches.
Stabilizer and flap position inputs are from a FSPM.
The SAM provides control signals to a stabilizer trim control module
(STCM) . The SAM also uses speed signals from the air data system
(ADS) and actuator position switch inputs to control two aileron lockout
actuators.
RRCM.
Rudder ratio changer module (RRCM)
- The RRCM receives speed signals from the SAM and position signals
from a ratio changer mechanism LVDT to control the ratio changer
actuator.
YDM.
Yaw damper module (YDM)
- The YDM receives inputs from the air data and inertial reference
systems and position signals from an actuator LVDT to control a yaw
damper actuator.
Hydraulic/Air Ground Inputs.
All the CSEU operating modules receiver hydraulic pressure switch and
air/ground relay signals for various control, test and fault indication functions.
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5. AILERON
5.1. General.
The inboard and outboard ailerons provide roll control about the airplane
longitudinal axis.
The left and right ailerons move in opposite directions.
The ailerons move up on one wing and down on the other, causing the
airplane to roll.
The inboard ailerons operate during all phases of airplane operation.
The inboard ailerons are partially lowered with the trailing edge flaps to
improve lift performance during takeoff and landing.
The outboard ailerons are locked out during high speed flight to reduce roll
sensitivity.
The inboard ailerons are constructed of light weight composites.
The skin is Graphite/Epoxy bonded to a core of Nomex Honeycomb.
Ribs and spars are made of aluminum.
Lower nose panels are removable for access to PCAs and linkage.
Attach points for the PCAs are at the aileron midpoint.
Four hinges attach the aileron to wing structure.
The outboard hinges are fail-safe in design for improved safety margins.
The outboard ailerons are constructed of light weight composite materials.
The skin is made of Graphite/Epoxy bonded to a core of nomex honeycomb.
Two adjustable tungsten balance weights prevent flutter if hydraulic power is
lost.
The aileron is attached to the wing structure by five hinges.
Jumpers and static dischargers provide electrostatic protection to airplane
systems.
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LATERAL CONTROL
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RIGHT FWD
CONTROL QUAD
OVERRIDE 24 LBS
LOST MOTION 6
P61
TO R. WING
22LBS
STATIC
PITOT
PITOT
ADC FAIL
EXT SENSOR
FAIL
TEST
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18LBS
STATIC
ADC FAIL
EXT SENSOR
FAIL
TEST
4
L. ADC
R. ADC
275 kts
LOCK/UNLOCK
L. OUTPUT
QUADRANT
L. LCCAS
L. SAM
LOCK SIGN
TO 3L SPOILER MODULE
14
TO R. OUTB.
LOCKOUT
ACT.
LOCK SIGN
TO 2R SPOILER MODULE
65
T.E FLAPS
DRIVE MECHANISM
65
CONT
WHL
M
TRIM
ACTUATOR
14
55
65
55
65
CONTROL
WHEEL
CW
25
30 UNITS
5
10
INB. AILERON
DROOP POS
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S
H
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I
G
I
N
R
H
Y
C
P
E
O
T
C A U
N
R
E
B
B
A
S
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Control.
Dual control wheels provide manual control of the aileron system.
The wheels are mechanically connected by overrides and normally operate
together.
The ailerons are controlled during autoflight by switches on the mode control
panel.
Trim switches on the control stand, control an electric actuator which operates
the aileron system.
Indication.
Aileron position is shown by pointers on the EICAS Status page.
There is a trim indicator placard on top of each control column.
Aileron lockout system faults are shown by an EICAS advisory message,
an amber light and an EICAS maintenance message.
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General Operation.
Control wheel inputs operate the primary cables which input to the feel,
centering and trim mechanism.
Linkages and torque tubes connect the feel, centering and trim mechanism to
the LCCAs which operate the wing cables.
The wing cables input into the aileron droop assembly which operates the
PCAs for the inboard aileron.
The wing cables also operate the outboard aileron lockout mechanism,
which control the outboard aileron PCAs. A backup cable system is available
for full or partial system operation if a disconnect or jam should occur in the
primary cable system.
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Droop Mechanism.
A droop mechanism is mounted inboard of each inboard aileron.
This mechanism lowers or droops the inboard ailerons through trailing edge
flap system operation of the aileron droop angle gearbox., The inboard and
outboard droop quadrants have overrides for the inboard and outboard
ailerons respectively.
Both inboard ailerons are lowered (drooped) to improve lift when the trailing
edge flaps are extended.
The droop mechanism is mechanically operated by the aileron droop -angle
gearbox as the flaps extend between up and 5 units causing the inboard
ailerons to lower 10.
As the flaps are raised, the ailerons return to the neutral position.
Extending the flaps from 25 to 30 units causes the inboard ailerons to retract
approximately 5.
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Flight controls
The outboard ailerons are locked out at high speed to reduce roll control
sensitivity about the longitudinal axis of the airplane.
An aileron lockout mechanism is mounted on the wing rear spar, inboard of
each outboard aileron.
The mechanism is operated by an electric actuator which positions linkages to
prevent quadrant rotation from operating the control rod to the PCAs.
The lockout actuators are electronically controlled by stabilizer trim aileron
lockout modules using speed inputs from the air data computers.
Unlocked.
Quadrant operation moves the idler lever which operates the drag link and
the output crank to provide control rod output to the outboard aileron Power
Control Actuator (PCA) control valves.
Locked.
Extension of the lockout actuator pulls on the actuator link which moves pivot
point All on the idler link over pivot point B.
This moves the control rod and the outboard aileron to the neutral position.
Quadrant operation causes the idler link to pivot only on point A without
movement of the drag link or the control rod and the outboard aileron
remains at the neutral position.
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6. SPOILERS.
6.1. General
The twelve spoiler panels are operated as part of the lateral control system or
as speedbrakes.
When operated by aileron system input for lateral or roll control they are
raised on one wing and lowered on the other.
When operated by speedbrake mechanism inputs, to reduce lift and increase
drag for descent and landing operations, they are raised on both wings.
Indication.
Spoiler system faults cause and a maintenance message to be displayed. Faults
causing auto shutdown of a panel pair cause display of the amber SPOILERS
light and an advisory message.
Addition fault information is available from the built in test function of the
SCM.
There are two inboard and four outboard panels on each wing numbered
from left to right.
Spoiler operation is by electronic control of hydraulic actuators or a
fly-by-wire control system.
Control.
Electronic control of hydraulic power actuators (PCA) is by control wheel rotary
variable differential transformers (RVDT) and speedbrake lever linear variable
differential transformer (LVDT) inputs to spoiler control modules (SCM).
Each SCM outputs control signals to an electro-hydraulic servo valve (EHSV) on
two power control actuators (PCA).
Spoiler panel position signals from a piston operated internal PCA LVDT
provide a feedback signal to the SCM for panel control and fault detection.
RVDT lateral control inputs are from aileron system operation.
LVDT speedbrake control inputs are from speedbrake lever operation.
Linear variable differential transformers (LVDTs) within each PCA sends a
feedback voltage back to the SCM.
The command voltage and feedback are continually summed and the
command voltage is nulled out as the spoiler approaches its commanded
position.
The panel stops when the feedback signal equals the command signal.
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SPOILERS - GENERAL
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6.2.3. Speedbrakes.
Speedbrake lever operation raises or lowers spoiler panels on both wings
simultaneously.
Panel deployment is proportional to the speedbrake lever position.
The lever must be moved past the armed (8.5) position to start raising the
panels.
The speedbrakes are full up when the lever is at 78.
During ground speedbrake operation, all panels deploy to a maximum of 60
For inflight speedbrake operation, outboard panels deploy to a maximum Of
45.
Inboard panels are limited to a maximum of 17.
Outboard panels 4 & 9 do not operate in the air from speedbrake lever inputs.
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SPEEDBRAKE DEFLECTION
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Automatic Operation.
Speedbrakes may be deployed automatically after the airplane lands.
When all arming conditions are met, an auto speedbrake actuator extends and
drives the pivot shaft through a no-back clutch.
The clutch allows the pilot to override the actuator at any time.
Automatic deployment requires the speedbrake lever in the armed position,
thrust levers less than 8.5 from idle stop, and the airplane on the ground.
If the lever is not in the armed position, movement of either reverse thrust
lever into reverse will ARM the system provided the other arming conditions
are satisfied.
If a forward thrust lever is advanced beyond 8.5 from its idle stop, the auto
speedbrake actuator will retract and return the spoilers to the down position.
A switch cam monitors speedbrake lever position to activate the arming switch
and the lever-position switch (takeoff configuration) .
The cam also has a detent at the ARMED position for pilot feel.
Reverse thrust linkage will lift the speedbrake lever out of the down detent
and actuate the reverse thrust switch to arm the auto speedbrake actuator.
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7. RUDDER.
7.1. General
A single rudder on the aft spar of the vertical stabilizer provides yaw control
about the vertical axis of the airplane.
While the vertical stabilizer is the primary source of airplane directional
stability, the rudder must also provide adequate directional control to
coordinate turns, create sideslip, balance unsymmetrical engine thrust and
enable landing during runway crosswind conditions.
High engine thrust capabilities require a large rudder for directional control
during engine failure on takeoff.
Due to increased rudder effectiveness at high speed, rudder authority is
reduced as speed increases to prevent structural damage.
Movement of the rudder pedals is transferred by rods to forward quadrants
connected to a pair of cables.
The cables drive the aft quadrant.
Autopilot servos and a rudder trim actuator also provide control inputs to the
aft quadrant.
Rudder control authority is varied from approximately 26 to 2 by the ratio
changer mechanism.
Rudder Ratio Changer Modules control the ratio changer actuator.
A summing mechanism combines control inputs from the aft quadrant and
the yaw damper servos.
The servos are controlled by Yaw Damper Modules.
The rudder is moved by three actuators, each powered by a separate hydraulic
system.
A position transmitter signals rudder position.
EFFECTIVITY
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RUDDER - GENERAL
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Ratio Changer.
The ratio changer mechanism provides a means of controlling the inputs to
the PCAs by varying the input to the PCAs based on airspeed.
The ratio changer actuator is controlled by rudder ratio changer modules.
At the high speed position the ratio changer mechanism limits rudder
movement to a maximum of 2.15.
Power Control Actuators (PCA).
Three PCAs move the rudder each using a different hydraulic system.
The left hydraulic system pressure to the middle PCA passes through the ratio
changer actuator.
If the ratio changer function is failed, the middle PCA is depressurized.
Each PCA has an override in the input linkage to its control valve.
Primary Control Path.
A crush core load limiter prevents damage to the primary control path in the
event of a system jam.
Trim.
Trim inputs from the flight deck control switch drive the aft quadrant assembly
and provide a maximum rudder movement of 16.8.
Trim operation backdrives the cables and rudder pedals.
Yaw Damper.
Yaw damper inputs from two servos operate the yaw damper summing
mechanism.
These inputs are summed with other rudder control inputs.
Yaw damper inputs do not backdrive the cable system.
Each servo has a maximum authority of approximately 3 of rudder travel.
There are shear rivets in the yaw damper servo output to the rudder control
system.
EFFECTIVITY
ALL
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Trim Operation.
Operation of the trim actuator backdrives the aft quadrant assembly and the
rudder pedals.
Trim Control.
The rudder trim knob located on the aft control stand controls power to the
rudder trim actuator.
Rotating the knob 5 removes a ground from the 15 & 25 switches.
The knob must be rotated more than 25 to complete the circuit to the
actuator.
When the landing gear is extended, hydraulic pressure is available to the nose
wheel steering system.
Rudder trim operation can then turn the nose wheels.
EFFECTIVITY
ALL
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Movements of the yaw damper servos are summed by a summing lever before
transfer to the yaw summing mechanism which commands the rudder.
When both yaw damper servos are operative in flight, maximum yaw damper
input to the rudder is approximately 6 in each direction.
When one servo is operative, maximum rudder movement is approximately 3.
The maximum amount of rudder command available for yaw damping
depends on airspeed and the number of ADC and IRU supplying data.
EFFECTIVITY
ALL
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8. ELEVATOR.
8.1. General
Two inboard and two outboard elevators are connected by hinges to the
horizontal stabilizer rear spar. The inboard and outboard elevator on each side
are connected together by connecting links and operate as a single unit.
The outboard elevator is permanently rigged faired with the inboard elevator.
Movement of the elevator provides primary control on the airplane pitch about
the lateral axis. The purpose of the elevator is to make short term changes
in the airplane pitch attitude for climb, descent and altitude hold. Elevator
movement initiates long term trim by the horizontal stabilizer.
Fault Indication.
The only elevator system fault indicated in the flight compartment is a fault
of a feel computer output pressure. This fault is indicated by an ELEV FEEL
message on the status and maintenance pages of EICAS.
Elevator Position.
Elevator positions are shown on the lower left corner of the EICAS status
pages.
EFFECTIVITY
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ELEVATOR
LATERAL
AXIS
PITCH
CONTROL
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AFT VIEW
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CAPTAINS
CONTROL COLUMN
TENSION
REGULATOR
QUADRANT
(2 PLACES)
F/OS
CONTROL COLUMN
OVERRIDE
MECHANISM
FEEL AND
CENTERING UNIT
AUTOPILOT PITCH
CONTROL SERVO (3PL.)
CONTROL
COLUMN
OVERRIDE
MECHANISM
SLAVE
CABLE
INTERCON.
HORIZONTAL
STABILIZER
STICK SHAKER
(2 PLACES)
AFT QUADRANT
INTERCON.
ROD
ELEVATOR FEEL
COMPUTER
AFT QUADRANT
OVERRIDE
MECHANISM
SLAVE CABLE
QUADRANT
(2 PLACES)
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If a jam occurs in the right elevator controls, the captain feels one half of the
hydraulic feel force, none of the mechanical feel force, and the override forces
at the column and aft quadrant overrides.
If a jam occurs in the left elevator controls, the first officer feels the same force
as above plus the mechanical feel force.
The elevator feel computer is located on the left side of the stabilizer
compartment.
Operation.
The elevator feel computer is a dual hydro-pneumatic unit which receives
airspeed signal from two pitot pressure lines. The stabilizer position is
transmitted to the feel computer by a rod connected to the stabilizer.
As airspeed increases, the two output hydraulic pressures gradually increase.
The horizontal stabilizer movement to trim the airplane nose-up gradually
limits the output pressures to a lower value.
The output feel pressures can vary from 175 psi to 1150 psi above return line
pressure at airspeeds from 0 to about 350 knots with the horizontal stabilizer
in the neutral position.
A relief valve is provided in each half of the feel computer to limit feel
pressures to 160% of normal output pressures.
The output pressure from each computer half is monitored by two differential
pressure switches. When one output feel pressure differs from the other
by 25% or more for more than 30 seconds with all three hydraulic system
pressurized, the ELEV FEEL message appears on the status and maintenance
pages of EICAS. This message is latched in the air mode in the EICAS memory.
A bias spring biases the stabilizer input crank towards the airplane nose-down
position. If the stabilizer input rod fails, the feel pressures can then vary to the
full range of pitot pressure changes.
EFFECTIVITY
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STICK NUDGER
EFFECTIVITY
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ELEVATOR POSITION
EFFECTIVITY
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9. STABILIZER.
9.1. General
Purpose.
The horizontal stabilizer is a moveable assembly that includes the elevator.
Changes in the stabilizer angle of attack result in airplane movement about
the pitch axis.
The purpose of the stabilizer trim is to make long term changes in the airplane
pitch attitude (short term pitch changes are made by the elevator).
Airplane pitch requirements change during flight due to changes in center of
gravity (CG), engine thrust and airspeed changes.
Moving the stabilizer leading edge up results in airplane nose down trim.
Moving the stabilizer leading edge down results in airplane nose up trim.
EFFECTIVITY
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HORIZONTAL STABILIZER
EFFECTIVITY
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SAM.
These modules get signals from the pilot, flight control computer (FCC) and air
data computer (ADC).
Using these inputs they control all modes of stabilizer operation except for
alternate electric trim.
In this mode signals are sent directly to the STCMs.
Power is supplied from the left and center hydraulic systems to two stabilizer
trim control modules (STCM).
Flow from these modules to two hydraulic motors is controlled by electrical
inputs.
Airspeed changes sensed by a elevator feel computer modifies trim rate.
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FCC
C R
MAN. TRIM
AUTO TRIM
AUTO TRIM
ADC
L. HYD. SYST.
& PTU
PRESS. RET.
MACH TRIM
MACH TRIM
C. HYD. SYST.
PRESS. RET.
R. SAM
L. SAM
CUTOFF
ELEVATOR
FEEL PRESS.
S.O.V.
CONTROL
MODULES
EFFECTIVITY
ALL
STABILIZER GENERAL
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Travel Limits.
Travel limiting devices control the range of stabilizer movement in all operating
modes.
Upper and lower mechanical stops limit the stabilizer travel at each end of the
range.
In the electrical control mode, limit switches prevent stabilizer travel beyond
that required by the normal flight envelope.
The upper limit in the SAM electrical mode is provided at 0.25 units with the
flaps extended and 1.5 units with the flaps retracted.
The lower limit is provided at 12.8 units.
Stabilizer trim limits for takeoff are between 0.25 units and 7.0 units.
These limits are indicated by a green band on the pilots stabilizer position
indicators.
Three painted marks on the fuselage indicate stabilizer position.
EFFECTIVITY
ALL
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The leading edge slats have three positions of retracted (up), intermediate
(takeoff /sealed) , extended (landing/ gapped) and operate between lever,
or switch, positions of up to one and 20 to 25.
The alternate position selector switch has a NORM (normal) position which
does not provide an output command.
This is a safety position to prevent inadvertent alternate drive operation in
event either arm switch is actuated and flap or slat position disagrees with the
selector switch.
There are four trailing edge flaps which have six operating positions.
The inboard flaps have main and aft sections and are double slotted when
fully extended.
The outboard flaps have one section and are always single slotted when
extended.
There are five outboard and one inboard slat surfaces on each wing.
The slats are numbered from the left to the right wingtip.
The slats extend from the top of the wing and have three positions.
A Krueger seal flap extends from the bottom of each wing between the
inboard slat and the engine strut to reduce drag with the slats extended.
The flaps and slats are controlled by the flap control lever during primary
(hydraulic motor) operation and by the alternate flap selector and arm
switches during alternate (electric motor) operation.
Alternate operation is about six times slower than normal operation.
The flap lever and alternate position selector switch have positions showing
units of trailing edge flap extension.
The trailing edge flaps are retracted at both the up and one positions of the
lever or switch.
EFFECTIVITY
ALL
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A TRAILING EDGE amber light, master CAUTION lights and EICAS caution
alert, advisory alert, status and maintenance messages show flap system faults.
EFFECTIVITY
ALL
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11. WARNINGS.
11.1. Stall Warning System
11.1.1. General.
The stall warning system has two digital stall warning computers (SWC)
whose function is to calculate when the airplane is nearing a stall condition
and provide a warning through operation of the stick shakers and stick
nudger. Another function of the SWCs is to input to the windshear detection
and guidance systems for visual and aural warning annunciation and flight
instrument display.
EFFECTIVITY
ALL
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Test Panel
Left and right stall warning test switches are located on the P61 side panel.
Each switch is a momentary toggle switch for testing a stall warning system.
EFFECTIVITY
ALL
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EFFECTIVITY
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EFFECTIVITY
ALL
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EFFECTIVITY
ALL
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EFFECTIVITY
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Test Results.
During a speed brake test the microprocessor in the landing configuration
warning module performs an internal test to check itself and the left radio
altimeters input data bus for validity. If the test results are correct, gates 3
and 4 are enabled. This causes the SPEED BRAKE EXT EICAS message to be
displayed and the SPEED BRAKE caution light to illuminate.
The master CAUTION lights and level B caution aural are inhibited by the
EICAS during a ground test. However, these two annunciations would occur
during an in light test.
NOTE : Since other landing warning configuration module functions are also
checked during this test, the following warning annunciations will also
be generated, as previously described :
- GEAR-NOT-DOWN EICAS message (red),
- CONFIG light (red) illuminated on P1-3,
- Master WARNING lights (red) illuminated on P7,
- Siren sounds.
Test Initiation.
A speedbrake test function can be initiated in the air or on the ground by
advancing the speedbrake handle past the ARM position and then actuating
the LDG CONFIG test switch on the P61 test panel. The test annunciations
remain as long as these test conditions remain.
EFFECTIVITY
ALL
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