9 Flight Controls Flashcards
FLT CNTRL SWITCH OFF
closes flight control shutoff valve for isolation of hydraulic pressure to rudder, aileron, elevators
YAW DAMPER SWITCH
ON
- engages main yaw damper to main rudder power control unit when B FLT CTRL switch is ON
- engages STBY yaw damper to STBY rudder power control unit if BOTH A and B FLT CTRL switches are in STBY RUD
🟧 LOW QUANTITY
🟧 LOW PRESSURE
- ALWAYS armed
- armed only when STBY pump operation has been selected or automatic STBY function is actived
ALTERNATE FLAP SWITCH
ARMED
Closes TE flap bypass valve, activates STBY pump, and arms the ALTERNATE FLAPS position switch [allows stby system to power LE devices and thrust reversers]
🟧 FEEL DIFF PRESS
armed when:
illuminates:
A - TE flaps are up or down
I - excessive differential pressure in elevator fuel computer. [either HYD system or elevator Pitot system fails]
🟧 MACH/SPEED TRIM FAIL
illuminate when:
- system failed, or
- SINGLE FCC failure upon recall
🟧 AUTO SLAT FAIL
- auto slat fail, or
- SINGLE SMYD computer failed
🟧 SPEED BRAKE DO NOT ARM
upon landing speed below 60 KIAS En speed brake NOT down
🟧 SPEEDBRAKES EXTENDED
FLT
GND
not illuminate
F - SB beyond armed AND: TE flaps extended more than F10 OR radio altitude less than 800 feet.
G - speed brake DOWN detent and ground spoilers NOT stowed
N - with HYD A pressure below 750 PSI
FLAP LOAD RELIEF
- arms when:
- operation
A - Flaps 10 to 40
O - goes down 1 flap setting
🟧 LE FLAPS TRANSIT
uncommanded position OR 2 or more LE FLAPS or SLATS have moved away from commanded position
PRIMARY FLIGHT CONTROLS
Pitch
Roll
Yaw
P - 2 elevators + movable hor stab
R - 2 ailerons + 8 flight spoilers
Y - rudder effective from 40-60 knots
AILERONS
CPT
FO
interconnect
CPT control wheel connected by cables to aileron PCU
FO control wheel connected by cables to spoiler PCU
- interconnected by a cable drive system
when flight spoilers assist ailerons
excess of 10 degrees with respect of deflected control wheel
PITCH CONTROL/ELEVATOR
- horizontal stabilizer powered
- control column connection
H - Electrically powered stabilizer, controlled by trim
C - connected to elevator PCU which are powered by HYD A and B
Elevator feel system
- powered
- inputs
P - HYD A and B pressure
I - elevator pitot and stabilizer position
MACH TRIM SYSTEM
- automatically accomplished:
- Operation
A - above Mach .615
O - FCC use date from ADIRU co compute MACH trim actuator. Actuator repositions elev feel and centering unit
HORIZONTAL STABILIZER
- positioned by
- AP and main electric trim speeds
- Manual trim
- Trim authority
P - Single electric trim motor
A - High speed [flaps ext] and Low speed [flap retracted]
M - accomplished by cables, can trim beyond electrical limits
Trim authority:
- Main electric trim: Flaps extended: 0.05-14.5 Units, Flaps retracted: 3.95 - 14.5 Units
- Autopilot Trim: 0.05-14.5 Units
- Manual trim: -0.20 - 16.9 Units
SPEED TRIM SYSTEM
- which situations:
- when operated:
Situations: high thrust, low gross weight, aft CG
Operation conditions:
- STS mach gain is fully enabled between 100 KIAS- .60 MACH with fadeout to 0 at .68M
- 10 seconds after T/O
- 5 seconds following release of trim switches
- AP NOT engaged
- sensing of trim required
Stall Identification and control
- enhanced by:
- what happens with high AOA
- what will EFS increase
- when is this inhibited
E - by yaw damper, elevator feel shift and STS
W - SMYD reduces yaw damper commanded rudder movement
W - Increase HYD A pressure to elevator feel and centering unit during a stall (approximately doubles control column forces)
W - when a/c on the ground, radio altitude < 100’, AP engaged. with EFS active and descending below 100’ RA it remains active until AOA is reduced below approximately stick shaker threshold
what will STS do when airspeed decreases towards stall speed
STS trims stabilizer NOSE DOWN and enable speed trim above stick shaker AOA: this will make sure the pilot must pull more aft column to stall the aircraft
YAW CONTROL/RUDDER
- powered by
- speed > 135 KTS
- FFM operation
P - hydraulically powered rudder + digital yaw damper system: each set of rudder: mechanically connected by cables to input levers of the main and standby rudder PCU’s
S - both HYD A + B pressure are each reduced within the main PCU by approximately 25% each: this limits full rudder authority for T/O + LDG
F - Force Flight Monitor, detects opposing pressure between A + B actuators (when disconnected or jammed). Output is used to automatically turn on STBY HYD PUMP, open STBY rudder shutoff valve
YAW CONTROL/ RUDDER
- Rudder trim operation
- SMYD provides:
R - electrically repositions the rudder + feel centering unit which adjusts the rudder neutral position.
S - provides yaw damper inputs to main rudder PCU OR STBY rudder PCU
YAW CONTROL/RUDDER
- connection with PCU
- Standby PCU
C - 2 independent input rods, 2 individual control valves, 2 separate actuators [ 1 for HYD A, 1 for HYD B]
S - 1 separate input rods and control valve and powered by STBY hydraulic system
YAW CONTROL/RUDDER
- Yaw damper controlled via
- yaw damper capability
- rudder pedal movement with yaw damper
Y - [MAIN + STBY yaw damper] controlled via SMYD computers: this receives input from both ADIRU’s , control wheels, yaw damper switch
Y - EITHER yaw damper is capable of: Dutch Roll prevention, Gust Damping, Turn Coordination
R - rudder pedals do not move during yaw damper operation
SPEED BRAKE LEVER
- Lever stop feature
- electrical power lost
- AUTO function AFTER RTO or LDG
L - prevents speedbrake lever to extend beyond FLIGHT DETENT.
E - Lever stop removed and full SB lever movement
A - IF either thrust lever is advanced, the SPEED BRAKE lever automatically moves down defend and all spoilers retract
AUTO SB SYSTEM
- Ground operation: AUTO SB system operates when:
- During NO FLAP landing
Operate when:
- SPEED BRAKE lever in armed position
- SPEED BRAKE armed light illuminated
- Radio altitude < 10 feet
- Landing gear strut compresses on touchdown [L or R]
- BOTH thrust levers restarted to IDLE
- MAIN landing gear wheels spin up (>60 KTS)
D - speed brake lever will NOT move beyond FLIGHT DETENT and spoilers will NOT fully extend
SPEED BRAKE lever in DOWN position (LDG or RTO), the AUTO SPEED BRAKE SYSTEM will operate when:
- Main LG wheel spins up (> 60 KTS)
- BOTH thrust levers are retarted to IDLE
- Reverse thrust levers are positioned for reverse thrust [SB will automatically move towards UP]
TE DEVICES
- TE flap positions and purpose
- LE flaps/slats movement with LE flaps positions
TE FLAPS:
- F1-F15 provide increase lift
- F15-F40 provide increase lift + drag
Flap lever UP - F25
- LE flaps extend to full extend
- TE slats extend to extend position
F30-F40
- LE slats extend to FULL extended position
Flap load relief protection system
- flap relief active
- when retract/extend
- MAX speed flaps
- max altitude flaps extended
protects TE flaps from excessive air loads. Function of FSEU (Flap Slat Electronic Unit) receives data from Left ADIRU
F - flap lever does not move, but the flap indicator shows flap retraction + re-extension
Flaps will retract to 1 flapsetting lower at MAX SPEED + 1 KTS
FLAPS will extend to 1 flaps setting at MAX SPEED -4 KTS
F1,F2,F5 - 250 KIAS
F10 - 210 KIAS
F15 - 200 KIAS
F25 - 190 KIAS
F30 - 175 KIAS
F40 - 162 KIAS
M - 20.000 feet
TE Flaps operated ALTN
electrically by 2 alternate flap switches: NO asymmetry or Skew protection provided. The switch must be held down until flaps in desired position.
LE FLAPS ALTN operation
alternate flap switch energizes the STBY pump (hydraulic): held momentarily in DOWN position FULLY extends the LE devices
- PSEU action upon detecting TE asymmetry OR skew condition
- closes the TE flap bypass valve
- Displays a needle split on flap position indicator
- shows position of L + R wing TE flaps
- It protects against roll by maintaining flap symmetry
PSEU LEADING EDGE
- Uncommanded motion detected when NO TE flap position or autoslat is commanded and:
- Action of PSEU:
EITHER:
- 2 LE flaps move on one wing
- 2 or more Slats move on one wing
- Shuts down the LE control (and illuminates 🟧 LE FLAPS TRANSIT). In addition: the PSEU maintains pressure on the retract lines and depressurizes the extend and full extend lines (to prevent unwanted motion)
PSEU TRAILING EDGE
- Uncommanded motion detected when NO FLAP LEVER or Flap Load Relief command is present and the TE flaps:
- Action of PSEU:
EITHER
- move away from commanded position
- continue to move after reaching a commanded position
- move In a direction opposite to that commanded
- shuts down the TE drive unit by closing the TE flap bypass valve. Shutdown can’t be reset: FCM must use ALTN flaps
