B767 ATA 27 Student Book

TRAINING MANUALFOR TRAINING PURPOSES ONLY

B767-3S2F ATA 27-00 Page - 1 11/11/13 EFF - ALL

FLIGHT CONTROLSCH 27



ATA 27 FLIGHT CONTROLS TABLE OF CONTENTS

INTRODUCTION ................................................................................... 4ACTUATORS AND SERVOS................................................................ 6HYDRAULIC SHUTOFF VALVES - CONTROL AND INDICATION........8HYDRAULIC SHUTOFF VALVES ...................................................... 10CONTROL SYSTEM ELECTRONIC UNITS - (CSEU)........................ 12CSEU BLOCK DIAGRAM.................................................................... 14CONTROL SYSTEM ELECTRONIC UNITS POWER DISTRIBUTION 16AILERON CONTROLS AND INDICATIONS ....................................... 18AILERON COMPONENT LOCATIONS............................................... 20AILERON MANUAL CONTROL .......................................................... 22AILERON TRIM CONTROL................................................................. 24AILERON DROOP MECHANISM........................................................ 26AILERON OUTBOARD LOCKOUT ..................................................... 28AILERON POSITION INDICATING SYSTEM ..................................... 30SPOILER CONTROLS AND INDICATORS...........................................32SPEEDBRAKE MECHANISM AND LVDT UNITS............................... 34SPOILERS AND SPEEDBRAKES - OVERVIEW................................ 36AUTO SPEEDBRAKE ACTUATOR..................................................... 38AUTO SPEEDBRAKE SYSTEM.......................................................... 40AUTO SPEEDBRAKE ELECTRICAL SCHEMATIC ............................ 42RUDDER CONTROLS AND INDICATORS......................................... 44RUDDER YAW CONTROL.................................................................. 46RUDDER SYSTEM.............................................................................. 48RUDDER TRIM SYSTEM.................................................................... 50RATIO CHANGER OPERATION......................................................... 52RUDDER RATIO CHANGER MECHANISM..........................................54YAW DAMPER SYSTEM .................................................................... 56ELEVATOR GENERAL DESCRIPTION................................................58ELEVATOR CONTROL SCHEMATIC................................................. 60ELEVATOR FEEL FORCE SYSTEM .................................................. 62STALL WARNING SYSTEM COMPONENTS..................................... 64STALL WARNING COMPUTER............................................................66STALL WARNING BITE.........................................................................68STABILIZER CONTROLS AND INDICATORS ................................... 70STABILIZER TRIM BLOCK DIAGRAM ............................................... 72STABILIZER TRIM CONTROL MODULE (STCM).............................. 74STABILIZER HYDRAULIC CUTOUT SWITCHES .............................. 76STAB TRIM LIMIT SWITCH AND POS. TRANSMITTER MODULES. 78HIGH LIFT DEVICES........................................................................... 80

FLAP CONTROL AND INDICATION ................................................... 82FLAPS GENERAL DESCRIPTION........................................................84FLAP PRIMARY DRIVE CONTROL.................................................... 86FLAP POWER DRIVE UNIT (PDU) ..................................................... 88FLAP PDU COMPONENTS................................................................. 90FLAP/SLAT SHUTOFF VALVE MODULE ........................................... 92FLAP ROTARY ACTUATOR ............................................................... 94INBOARD FLAPS ................................................................................. 96OUTBOARD FLAPS ............................................................................. 98FLAP / SLAT ELECTRONIC UNIT (FSEU) ........................................ 100FLAP SYSTEM INTERFACE.............................................................. 102FLAP HYDRAULIC OPERATION ....................................................... 104FLAP LOAD RELIEF MECHANISM.................................................... 106FLAP LOAD RELIEF SYSTEM........................................................... 108FLAP ALTERNATE DRIVE CONTROL .............................................. 110FLAP POSITION TRANSMITTER ..................................................... 112FLAP POSITION TRANSMITTER ASSEMBLIES .............................. 114FLAP POSITION INDICATION........................................................... 116FLAP/STAB POSITION MODULES (FSPM) ...................................... 118FLAP ASYMMETRY PROTECTION SYSTEM....................................120LEADING EDGE SLATS.................................................................... 122SLAT POWER DRIVE UNITS (PDU)................................................. 124KRUEGER SEAL FLAP DRIVE SYSTEM (INBD SLATS)................. 126INBOARD SLAT DRIVE AND TRACKS ............................................ 128OUTBOARD SLAT DRIVE AND TRACKS ........................................ 130SLAT FSEU/PSEU INTERFACE ....................................................... 132SLAT SYSTEM INTERFACE............................................................. 134SLAT HYDRAULIC OPERATION ...................................................... 136SLAT ALTERNATE DRIVE CONTROL ............................................. 138SLAT SENSOR/TARGET POSITIONS.............................................. 140SLAT PDU TRANSMITTERS ............................................................ 142SLAT PSEU BITE .............................................................................. 144



STUDENT NOTES:



FLIGHT CONTROL INTRODUCTION

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 ofthe airplane about the pitch, roll and yaw axes, and include the aileron, rudder,elevator and spoiler systems. Secondary flight controls are those usedintermittently, to modify the basic aerodynamic configuration of the airplane toimprove its performance at a particular flight condition, and include the leadingedge slat, trailing edge flap, spoilers (when used as air or ground speedbrakes)and stabilizer trim systems.

Wing Systems

The aileron and spoiler systems provide control about the roll axis throughdifferential operation (up on one wing and down on the other). The leadingedge slat, trailing edge flap and spoiler (when raised symmetrically on bothwings) systems modify wing lift characteristics.

Tail Systems

The elevator system provides control about the pitch axis and stabilizer positionis varied to trim the airplane about the pitch axis. The rudder provides controlabout the yaw axis.



INBD AILERON

OUTBOARD FLAP

INBOARD FLAP

(6 EACH SIDE)LEADING EDGE SLATS

SPOILERS(6 EACH SIDE)

OUTBD

AILERON

STABILIZER

RUDDER

ELEVATOR

ROLL

AXIS

PITCHAXIS

YAWAXIS

FLIGHT CONTROL INTRODUCTION



FLIGHT CONTROL ACTUATORS AND SERVOS

General

All primary flight controls are driven by hydraulically operated Power ControlActuators (PCA) with no manual reversion capability. A total of twenty nineactuators are employed with eight in the aileron system, twelve in the spoilersystem, six in the elevator system and three in the rudder system. In additionthe aileron system has three additional Lateral Central Control Actuators (LCCA) to power the wing cable systems to the PCA located at the aileron.

Nine autopilot servos, three on each axis, provide triple redundancy required forcategory three autoland capability. The aileron servos are part of the LCCAwith the three elevator and three rudder servos as individual units.Two Yaw Damper Servos (YDS) provide rudder inputs independent of pilot orautoflight control inputs.

The trailing edge flaps and leading edge slats, which are secondary flightcontrols, are operated by power drive units (PDU). The PDU will rotate torquetubes to power two rotary actuators (mechanical) at each control surface.

Hydraulic Distribution

Three hydraulic systems operate power control actuators in the primary flightcontrol systems which include the aileron, elevator, rudder and spoiler systems.The secondary flight control systems are powered by a combination of one, two,or three hydraulic systems.

Roll (LCCA), pitch (elevator) and yaw (rollout guidance) autopilot actuators arepowered by each of the three hydraulic 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.

The stabilizer trim system is normally powered by the left and center hydraulic systems. A Power Transfer Unit (PTU) can provide right hydraulic system power to operate the left stabilizer trim system.

An elevator feel computer and yaw damper servo are powered by the left hydraulic system with identical components powered by the center hydraulic system.

The rudder ratio changer, the leading edge slats and trailing edge flap systems are each powered by one hydraulic system.



FLIGHT CONTROL ACTUATORS AND SERVOS



HYDRAULIC SHUTOFF VALVES - CONTROL AND INDICATION

General

Six control switches located on the HYD/GEN FIELD CONT panel (P61). Theswitches are intended for ground use only and are normally on.

These alternate action switches contain white ON lights that are illuminatedwhenever the switch is in the open position.

Each control switch is guarded by a cover, which will not close, in the switch offposition (switch protruding).

The shutoff valve position is monitored by switch lights and EICAS messages.An amber light in the lower half of the control switch illuminates as soon as thevalve moves from the fully open position.

An amber EICAS advisory message appears on the upper display when ashutoff valve is not open (i.e. L WING HYD VAL). If more than one valve is not open, EICAS will display a single FLT. CONT VALS message.



HYDRAULIC SHUTOFF VALVES - CONTROL AND INDICATION



FLIGHT CONTROL HYDRAULIC SHUTOFF VALVES

Description

Six identical shutoff valves are used to isolate flight control components fromtheir hydraulic source during ground maintenance. Hydraulic shutoff valvescontrol pressure to all flight control systems except the flaps, slats and stabilizersystems.

An electrical actuator and a rotary selector valve are joined together to form asingle LRU. The actuator has a single electrical connector, and position decalsto show the actual valve position. The rotary selector valve has three fluid portsand an override handle. The override permits power-off manual operation, andit also functions as a visual indicator.

The two-position shutoff valve (open - position 1; closed - position 2) is normallyopen.

Shutoff Valve Locations

Left and right wing shutoff valves are mounted on a bracket between the rearwing spar and the spoiler beam adjacent to the inboard corner of the inboard ailerons.

The center wing shutoff valve is located on the aft bulkhead in the left wheel well.

Tail shutoff valves are located in the stabilizer compartment. Access is througha service door in the bottom of the compartment, just forward of the stabilizerjackscrew.

Dispatch Deviation

• Flight Control Shutoff Valves INOP Lights: Verify that the related flight control shutoff valve is open.

• Pressurize the hydraulic system related to inop valve/light and operate the flight control surface, while observing the flight control deflections on EICAS.

Note: It is possible for valve to fail closed with override and position lever indicating open. Visual and flight control operational checks must be accomplished.



FLIGHT CONTROL HYDRAULIC SHUTOFF VALVES



CONTROL SYSTEM ELECTRONIC UNITS - (CSEU)

General

Two identical, left (E1-1) and right (E2-1), CSEU are located in the main equipment center. Each CSEU contains six modules:

• Power Supply Modules (PSM) (2) • Spoiler Control Modules (SCM) (3) • Yaw Damper/Stabilizer Module (YSM) (2)



CONTROL SYSTEM ELECTRONIC UNITS - (CSEU)



CSEU BLOCK DIAGRAM

Components

Each CSEU has four flight control modules and two power supply modules. The CSEU interfaces with other primary airplane systems to provide the calculation and control functions for these functions:

• Yaw damping • Stabilizer trim • Aileron lockout • Rudder ratio changer • Spoiler deployment

Inputs

Three air/ground systems discrete inputs allow the CSEU to perform control functions and ground test function.

Three ADIRU provide airspeed inputs for aileron lock-out and rudder ratio changer control.

Each CSEU module receives hydraulic pressure switch signals from the hydraulic systems. These inputs are used for control of fault annunciation and reset fault latches.

The CSEU receives flaps position inputs from three Flap Stabilizer Position Modules (FSPM), located in the P50 card file. Flaps positions are used for spoiler scheduling and stabilizer trim control.

Auto pilot system(s) controls the stabilizer trim function via the CSEU.

Speed brake lever and control wheel positions allow the CSEU to control spoiler panels.

Manual electric stabilizer trim switches send electrical signals through the CSEU for control and indication.

CSEU

Two PSMs supply power to these components:

• Three Spoiler Control Modules (SCM) • Yaw Damper/Stabilizer Trim Module (YSM) • Excitation for LVDT and RVDT for the above LRUs

Outputs

The following items are controlled by the CSEU:

• Twelve spoiler PCA • Two stabilizer trim control modules • Two aileron lock-out actuators • Two yaw damper servos • The rudder ratio changer actuator



SCM (3)

CSEU (2)

YSM

PSM (2)

SPOILER PCA

STAB TRIM

AILERONLOCKOUT ACTUATOR

RUDDER MECHANISM

RATIO

YAW DAMPERSERVOS

CHANGER

CONTROL MODULE

SPEED BRAKELEVER

ADIRU (3)

CONTROL WHEEL

FSPM (3)

GND

AIR

AIR GROUNDSYSTEMS (3)

HYD PRESSSWITCHES

+ 2 3 0 0 1 7 0 0 02 7 02 0 0

AUTO PILOT SYSTEMS (3)

ACTUATOR

AIR SPEED

FLAP POSITIONS

(P50)

CSEU BLOCK DIAGRAM



CONTROL SYSTEM ELECTRONIC UNITS POWER DISTRIBUTION

Description

The left CSEU power supply modules (PSM) get power from the standby ac/dc buses. The right CSEU PSM get power from the left and right buses. The dual PSM in each CSEU send out 26v ac, +5 vdc and +/-15 vdc to the four operating modules.

26v ac goes to the yaw damper/stabilizer trim module (YSM), and spoiler control modules (SCM) for reference power and for excitation power for the control wheel and speedbrake lever RVDT and LVDT.

The spoiler actuator LVDT receive excitation power from the PSM through the SCM. PSM 1 in each CSEU supplies 26v ac power with automatic failure changeover to PSM 2. +/- 15v dc goes to all the modules for card and electrohydraulic servo valve operation. 28v dc goes to all the modules for solenoid valve, actuator, relay, fault monitor and fault ball control.



CHANGER LVDTRUDDER RATIO

MODULE 1L

POWERSUPPLY

MODULE 2L

POWERSUPPLY

SCM 2L

SCM 3L

MODULE 1R

28V DCSTBY BUS

INTERNAL WIRING SAME AS E1-1 SHELF

+5V DC|15V DC26V AC

SPOIL

1LMODULECONT

|15V DC

STAB

+5V DC

MODULETRIM

DAMP/L YAW

28V DCSTBY BUS

P11

RIGHT BUS

LEFT BUS28V DC

28V DCRIGHT BUS

28V DCLEFT BUS115V AC

28V DC

MODULE 2RPOWER SUPPLY

CSEU (E2-1 SHELF)

POWER SUPPLY

SPOILER PWRCONT UNIT LVDTS

26V AC

28V DCSTBY BUS

STBY BUS115V AC

26V AC

CSEU (E1-1 SHELF)

LVDTS (3)SPD BRK

CAPT WHLRVDTS (3)

SERVO LVDTYAW DMPR

(2)

SPOILER PWRCONT ACT LVDTS

26V AC

CONTROL SYSTEM ELECTRONIC UNITS POWER DISTRIBUTION



AILERON CONTROLS AND INDICATIONS

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.



AILERON CONTROLS AND INDICATION



AILERON COMPONENT LOCATIONS

Forward Quadrants

Located under the flight compartment floor just aft of the base of the control columns. They incorporate bus rod, drum position transducers (spoiler lateral control RVDT’s), override and lost motion assemblies, and a control wheel force transducer (autopilot).

Primary And Backup Cable System

Located under passenger cabin floor along side of the fuselage. Primary along left side to wheel well and backup along right side to right wheel well.

Left Wheel Well Components

Consist of feel-centering and trim mechanism, left LCCA torque tube, two LCCA’s (one above the other), and the left LCCA output quadrant.

Right Wheel Well Components

Consists of right wheel well quadrant, right LCCA torque tube/aileron control override mechanism, right LCCA, the right LCCA output quadrant and right aileron control output quadrant.

Wing Cable System

Routed along left and right wing rear spars from LCCA output quadrants to outboard aileron lockout mechanism.

Power Control Actuators (PCA)

Consists of two PCA located in the mid-section, leading edge of each aileron (eight total). Each PCA is powered by one hydraulic system and has NO electronic input.

Ailerons

Inboard aileron located on trailing edge of both wings behind engine struts. Outboard aileron located on both wings outboard section, trailing edge.

Droop Mechanism

Located on left and right wing spar, inboard corner inboard ailerons (2 total). Provides inboard aileron droop with first 15 degrees of flap extension for increased lift during take-off and approach.

Outboard Aileron Lockout Mechanism

Located on left and right wing rear spar, inboard corner outboard aileron (2 total). Locks-out outboard ailerons at cruise speeds. Locks-out as a function of airspeed and altitude (Mach Number).

Position Transmitters

Located on the outboard corner of the Inboard ailerons and on outboard section of each outboard aileron (four total). Input is to EICAS status page only.

Aileron and Spoiler Hydraulic Shutoff Valves

Located adjacent to inboard edge of left and right inboard ailerons, (L & R HYD), and on aft bulkhead left wheel well (C HYD). Three shutoff valves total for lateral control. These are designed for ground/maintenance use only.



AILERON COMPONENT LOCATIONS



AILERON MANUAL CONTROL

Control Wheels

The captain and first officer's yokes each drive respective control column cables. Rotation of either control wheel drives the primary (left) cable system.

Forward/Aft Quadrants

The forward quadrants control operation of the primary (left) and backup (right) cable systems. They contain input and drive drums, bus cranks, position transducers (lateral control spoiler RVDT’s), force transducer (control wheel steering), and lost motion and load limiter assemblies.

The aft quadrants provide an interface between the primary and backup cable system and the wing cable system. The left aft quadrant incorporates a "feel and centering" mechanism for cable system feel force and an electric trim actuator. Both quadrants have control input rods to Lateral Central Control Actuators (LCCA).

Lateral Central Control Actuators (LCCA)

The LCCA’s hydraulically power the wing cable system which controls the Power Control Actuators (PCA). LCCA can also be controlled electrically by signals from the Flight Control Computers (FCC) in autopilot operation.

Power Control Actuators (PCA)

The PCA's position the ailerons hydraulically and are controlled mechanically. There are two PCA's on each aileron (8 total). Each PCA has a single hydraulic system source.

Droop Mechanism

The droop mechanism positions the inboard ailerons 10 degrees down with the trailing edge flaps equal to or greater than 15 degrees. The flap drive-angle gearbox mechanically positions input rods to the inboard PCA's.

Outboard Aileron Lockout Mechanism

The outboard aileron lockout mechanism disables (fairs) the outboard ailerons at cruise speeds; controlled by YSM. The electric actuator re-positions linkage which mechanically nulls the outboard aileron PCA inputs.

Override

There are seven override mechanisms in the aileron control system. Three overrides function to separate the primary and backup control systems in event of a jam in either system. Four overrides, two in each wing, function to separate inboard and outboard aileron control inputs.

Inputs are provided through each override by a cam and roller (cam follower) which are held together by spring force. Inputs are from the cam to the roller or the roller to the cam, depending on the installation, and normal or non-normal operation. Normally the cam and roller operate as a unit and move together.

If a jam occurs on either side of the override, and sufficient force is applied on the side that is not jammed, the roller is forced up on the cam face. This separates the aileron control system allowing partial system operation.

Lost Motion

Two lost motion devices are installed between the primary and backup control systems. These devices permit operation of the primary control system during normal operation by preventing contact with the backup control system.

The lost motion devices engage during jams or disconnects in the primary control system. This enables full or partial backup cable system operation of the ailerons and spoilers.

The devices consist of an arm in a slot with gaps between the arm and slot. Primary control inputs move the arm or slot with the other side of the device moved by aileron system response. Normally there is no contact between the arm and slot. When a jam or disconnect occurs in the primary control system, the lost motion devices are engaged by operation of the backup cable system.



AILERON MANUAL CONTROL



AILERON TRIM CONTROL

The aileron trim arm and control switches are located on the aft end of the control stand. Both switches must be operated to power the trim actuator on the feel, centering and trim mechanism.

Maximum aileron trim is 30 degrees of control wheel rotation. Aileron trim indicator placards are located on top of each control column. Each unit of trim represents five degrees of control wheel rotation.



AILERON TRIM CONTROL



AILERON DROOP MECHANISM

Description

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 degrees. 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 degrees.

A droop mechanism for each inboard aileron is located on the left and right wing rear spars inboard of the inboard ailerons.

The droop mechanism inboard and outboard quadrants have override mechanisms to separate a jammed inboard or outboard aileron control input from the aileron system.

Because the droop mechanism does not operate the body cable systems the only flight deck indication of aileron droop is the position pointers on the EICAS Status page.

The aileron droop angle gearbox output crank rotates the droop summing lever as flaps extend from up to 5 units, operating the control rod to the inboard aileron Power Control Actuator (PCA) causing the inboard ailerons to lower (droop) 10 . The output crank cam follower is moved by a cam, operated by a drive shaft, which has a shear out to permit flap operation with a jam in the inboard aileron PCA input mechanism. The droop summing lever pivots on the control rod from the inboard quadrant during droop operation, thus the only input is to the inboard aileron PCAs.

When the flaps move from 25 to 30 units, the inboard ailerons move up to approximately five degrees drooped due to the shape of the cam.



AILERON DROOP MECHANISM



OUTBOARD AILERON LOCKOUT

An airspeeds schedule has been established (YSM software) to permit the outboard ailerons to be locked out (faired) at cruise airspeeds. Aileron lockout prevents over-control and control reversal at high airspeeds. Airspeed is continuously monitored, compared to a lockout schedule in the YSM, and appropriate signals are sent to the lockout actuator. The schedule is a function of calibrated airspeeds and pressure altitude (Mach Number).

S.L. to 10,000 ft = 275 + 5 kts

10,000 ft to 18,000 ft = m 0.50 + 0.02

18,000 ft to 27,000 ft = 235 + 5 kts

27,000 ft to ceiling = m 0.58 + 0.02

The schedule includes a transition band to insure gradual, controllable changes. Lockout commences when the airspeed exceeds the high side of the bank for increasing speeds (i.e. m 0.60 at cruise altitude). Unlock begins when the airspeeds slows to the low side of the bank for decreasing airspeeds (i.e. m0.56 at cruise altitude).

Lockout extension/retraction time is 15 seconds in either direction. The aileron is faired/unfaired gradually to avoid abrupt control responses.

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 PCA's. The lockout actuators are electronically controlled by stabilizer trim aileron lockout modules (YSM) using speed inputs from the Air Data Inertial Reference Units (ADIRU).



OUTBOARD AILERON LOCKOUT



AILERON POSITION INDICATING SYSTEM

Aileron Position Transmitters

Each of the four ailerons has a transmitter located near its outboard ends. The transmitter case is mounted on the rear wing spar. A crank with an adjustable rod is attached to the aileron. Aileron motion rotates the crank and generates an output signal to the EICAS computers. The adjustable control rod is used to rig the transmitter to electrical zero (minimum voltage) with the aileron faired to structure. Access is by panels on the lower wing surface just forward of the aileron leading edge.

Aileron Position Indicator

Aileron position is displayed on the lower EICAS display on the status page only. Triangular pointers arranged on vertical scales indicate each aileron position on a vertical scale.

Dispatch Deviation

If the Flight Control Surface Indication is INOP it is necessary to provide a visual flight control check prior to each departure.



STATUS PAGE

AILELEV

RUD

AIL1

POINTERSPOSITION

RIGHT OUTBD

CX

INTERNALSSAME AS

RIGHT INBD

28V ACR BUS

LC FILTER

P11 CB PANEL

L/R EICAS CMPTR

RIGHT OUTBDPOS XMTR

AILERON POSITIONXMTR

R AILERONPOSITION


LOWER EICASDISPLAY

AILERONPOSITIONINDICATION

OUTBD AILINBD AILINBD AILOUTBD AIL

EICAS 28V AC REFERENCE POWER:LEFT AIL POSN - LEFT ENG OIL PRESS (L9)RIGHT AIL POSN - RIGHT ENG OIL PRESS (L36)

1

28V ACL BUS

P11 CB PANEL

L AILERONPOSITION

INTERNALSSAME AS

LEFT INBD

RIGHT OUTBDPOS XMTR


INTERNALSSAME AS

LEFT OUTBD

RIGHT OUTBDPOS XMTR


LC FILTER

LC FILTER

LC FILTER

AILERON POSITION INDICATING SYSTEM



SPOILER CONTROL AND INDICATION

Control

Electronic control of hydraulic Power Control 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 PCA’s. 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.

Indication

Spoiler system faults cause 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. Additional fault information is available from the built in test function of the SCM.

Speedbrake Lever Positions

DOWN - Is a detent position that signals all spoiler panels to retract.

ARMED - Allows automatic deployment of speedbrake upon landing.

UP - Speedbrake lever moves to the UP position after both trucks in a no-tilt position.

AUTO SPDBRK Light

This light illuminates to indicate a fault in the auto speedbrake system. For aircraft equipped with winglets, the AUTO SPDBRK light will indicate a fault in the autostow system.

SPOILERS Light

This light iIlluminates when one or more spoiler panels are not in the commanded positioned. A failed spoiler PCA could cause this light.

SPEEDBRAKES Light

This light illuminates to indicate the speedbrake lever is beyond the ARMED detent with radio altitude between 15’ to 800' or radio altitude above 15' with flaps extended beyond 20 degrees.



SPOILER CONTROL AND INDICATION



SPEEDBRAKE MECHANISM AND LVDT UNITS

Location

The Speedbrake Lever is connected to the Speedbrake Mechanism in the control stand by a rod. The Linear Variable Differential Transformers (LVDT) are connected to the speedbrake mechanism. The LVDTs are accessed by opening the left side panel of the control stand.

Description

Three LVDT units are attached to the speedbrake mechanism inner shaft. Rotation of the speedbrake lever moves the connecting rod attached to the inner shaft of the speedbrake mechanism. An auto speedbrake actuator can also operate the inner shaft and LVDT's through an outer shaft and no-back clutch. The inner shaft then operates both the LVDT moveable core rods. The LVDT’s output a variable voltage to the Spoiler Control Modules (SCM’s). LVDT 1 of each LVDT pair outputs to the SCM’s in the left Control System Electronic Unit (CSEU). LVDT 2 outputs to the SCM’s in the right CSEU.

Maintenance Practices

The LVDT’s are removed and installed in pairs as they have a common rod end. To adjust the LVDT unit, the speedbrake lever is placed in the arm detent, the jam nut is loosened, and the wrench flat is rotated until a voltage of not more than 50 mv is attained on both LVDT's (Null Position).



DOWN (DETENT)

SPEEDBRAKE LEVER(LIFT TO MOVE AFT)

PIVOT SHAFT

FLIGHT

FLOOR

REVERSE THRUST AUTO

AUTO-SPEEDBRAKE

UP (78 DEGREES)

NO-BACK CLUTCH

FROM REVERSE

SPEEDBRAKE DEPLOY MECHANISM

(3 PAIRS)SPEEDBRAKE LVDT

ARM (8.5 DEGREES)

ACTUATOR

THRUST CAM

COMPARTMENT

SPEEDBRAKE MECHANISM AND LVDT UNITS



SPOILERS AND SPEEDBRAKES - OVERVIEW

Spoiler/Speedbrake Operation

Spoilers deploy as a function of control wheel deflection, speedbrake lever position, flap position, and air/ground logic. All twelve spoilers are programmed to provide roll control, in-flight speedbrakes, and ground spoiler speedbrakes.

Each symmetrical pair of spoilers is controlled by a Spoiler Control Module (SCM). Each spoiler is driven by a Power Control Actuator (PCA).

The output of each SCM and the feedback from the pair of PCA's being controlled by that SCM form a closed loop electro-hydraulic servo control system.

Lateral control inputs to each SCM is by control wheel Rotary Variable Displacement Transducers (RVDT). Speedbrake inputs are by speedbrake lever Linear Variable Displacement Transducers (LVDT).

RVDT and LVDT control inputs are demodulated, amplified, and modified by SCM programs. The lateral control and speedbrake commands are mixed to provide approximately the same roll-rates with or without speedbrakes.

Each SCM has two output signals - one to the left wing and one to the right wing. The two outputs will cause the spoiler pair to deploy asymmetrically during roll-control and symmetrically during speedbrake operation. These modes are modified within the SCM if a roll is initiated while speedbrakes are deployed.

Spoiler panel limits are determined for each Spoiler Control Module by pin programming.

Spoilers 4 and 9 are INHIBITED as in-flight speedbrakes.

Spoilers 4, 5, 8, and 9 are INHIBITED as lateral control spoilers at cruise speeds (flaps 20 degrees or less).



PANELS 4, 5, 8 & 9 DO NOT OPERATE FORLATERAL CONTROL WITH OUBOARD AILERONSLOCKED OUT

1

1

PRESSURE

ANNUNCIATOR PANEL

2 L1 R

XX

0INBD

6

LVDT

LVDT

LVDT

LVDT

LVDT

LVDT

LVDT

LVDT

LVDT

LVDT

LVDT

LVDT

45

INBD5

17

45OUTBD

4

0

45OUTBD

2OUTBD

1

45

OUTBD3

17

INTLK

MOD

EL C

HAN

(C)

FAUL

T MON

45

17

45

STBY

CHA

N (B

)

17

ACTIV

E CHA

N (A

)

HIGH SPEEDLATERAL CONTROLMAX LIMIT (DEG)

GROUNDSPEED BRAKE

MAX LIMIT (DEG)

POWER

2L (E1-1)

INBD7

SPOILERPANEL NO.

INFLIGHTSPEED BRAKEMAX LIMIT (DEG) OUTBD

12

OUTBD11

OUTBD10

OUTBD9

INBD8

XX

X

XX

XX

FAULTSPOWER

DEPLOY

FAULTSPOWER

DISCRETESINTLK

FAULTSPOWER

DISCRETES

FAULTSPOWER

DISCRETES

2R (E2-1)INTLK

FAULTSPOWER

DISCRETESINTLK

FAULTS

L & R EICAS COMPUTER (E8)

FWD

(P5)

SPDBKHANDLE POS

SPEEDBRAKELEVER

4545

4545

4545

450

170

1717 17

1717

045

045

4545

4545

45

60

60

60

60

60

60

60

60

60

60

60

PANELS 4 AND 9LOCKED OUT DURINGIN-FLIGHT SPEED BRAKES

FLAP FLAPFLAP

RIGHT FWD QUADRANTLEFT FWD QUADRANT

FLAPFLAP

3L (E1-1)

LATERAL CONTROLMAX LIMIT (DEG)

LOW SPEED

LEFT CONTROL WHEEL

213

1 L 2 R 3 L 3 R

SPEED BRAKE

(3 PLCS)LEVER LVDT UNITS

RIGHT CONTROL WHEEL

213

YSM

FSPM

EHSV

PCA

EHSV

EHSV

EHSV

EHSV

EHSV

PCA

60

EHSV

PCA

EHSV

PCA

EHSV

PCA EHSV

EHSV

EHSV

PCA

PCA

PCA

DISCRETES

L CSEU R CSEU1R (E2-1)1L (E1-1)

CSEU DC PWR

CSEU AC PWR

FLAP POSITION

& HYD DISCRETESAIR/GND

LOCK/UNLOCK

SPOILERRVDT UNIT

R HYD PWR

C HYD PWR

L HYD PWR

INTERNALSSAME AS

1L

SPOILERRVDT UNIT

SPOILERS (Y)

SPOILERS (W)

C HYD PWR

L HYD PWR

R HYD PWR

3R (E2-1)

PCA

PCA

PCAPCA

1

SPOILERS

45OUTBD

114545

60

45OUTBD

1245

45

60

SPOILER SPEEDBRAKES - OVERVIEW



AUTO SPEEDBRAKE ACTUATOR

Auto Speedbrake Actuator

The Auto Speedbrake Actuator drives the speedbrake lever and the speedbrake LVDT's through a no-back clutch. The clutch allows the flight crew to move the speedbrake lever without moving the actuator output shaft. Access to the actuator is through a side panel in the captain's side of the control stand.



UP

ARMED

DOWN

SPEEDBRAKE LEVER

REVERSETHRUST

REVERSE THRUST LEVER POSITION

(LIFT TO MOVE)

P10 CONTROL STAND

ACCESSPANEL

LEVER

NO BACK

ASSEMBLY

AUTO SPEEDBRAKE

LVDT (3)

SWITCH CAM

SPEEDBRAKESWITCHES(S371 & S493)

INNER SHAFT

CLUTCH

THRUSTLEVER

ACTUATOR

SWITCH (S374)

AUTO SPEEDBRAKE ACTUATOR



AUTO SPEEDBRAKE SYSTEM

Purpose

The auto speedbrake system operates the speedbrakelever mechanism to extend the spoilers at touchdown orduring a refused takeoff and to retract the spoilerswhen a go-around starts after touchdown.

System Description

Auto speedbrake relays control operation of the autospeedbrakeelectric motor-operated actuator that movesthe speedbrake lever mechanism.

These inputs control the relays:- Thrust lever position switches (two thrust levers)- Arm switch (speedbrake lever)- Thrust reverse switch (a reverse thrust lever)- Air-ground (YSM).

Indication

Operation of the auto speedbrake system shows by theposition of the speedbrake lever on the P10 controlstand.Fault indication shows by the advisory AUTO SPEEDBRAKEon EICAS and the amber AUTO SPDBRK light on P5.



AUTO SPEEDBRAKE SYSTEM



AUTO SPEEDBRAKE ELECTRICAL SCHEMATIC

Operation

A 28v dc motor-driven actuator extends and retracts thespeedbrakes.

ExtendThe auto-speedbrake actuator moves to the full extendposition when the auto-speedbrake extend relayenergizes.The extend relay energizes when the auto-speedbrakeair/gnd system 1 and 2 relays energize.The auto-speedbrake air/gnd system 1 and 2 relaysenergize when all of these conditions are correct:- YSM shows the airplane is on the ground- Thrust levers are < 8.5 degrees- Speedbrake lever is armed or a reverse thrustlever is at idle.The YSM shows the airplane is on the ground when atleast two air/ground inputs show on ground and at leastone radio altimeter shows less than ten feet.

RetractThe auto-speedbrake actuator moves to the full retractposition when the retract relay energizes.The retract relay energizes for one or more of theseconditions:- A thrust lever moves forward- An auto-speedbrake air/gnd sys relay deenergizes- Speedbrake lever is less than the arm position,and the reverse thrust levers are in the stowedposition.

Speedbrake Faults

These conditions cause the amber AUTO SPDBRK light onP5 and AUTO SPEEDBRAKE EICAS (level C alert) messagewhen the speedbrake lever is in the arm position:- Disagreement between system 1 and system 2 autospeedbrake air/ground relays- Left and right YSM auto-speedbrake invalid signalsare correct- Auto-speedbrake extend and retract relays energizeor deenergize at the same time.The auto-speedbrake light and message also show whenthe actuator is not fully retracted, and the speedbrakehandle is in the down detent.



AUTO SPEEDBRAKE ELECTRICAL SCHEMATIC



RUDDER CONTROLS AND INDICATORS

Trim Control and Indication

A trim control knob on the control stand operates the electric trim actuator on the aft quadrant assembly. A trim indicator shows the trim actuator position in units of trim.

Rudder Position Indication

The rudder position is displayed on the EICAS status page.

Yaw Damper Controls

The Yaw Damper system is controlled by two switches on the P5 overhead panel. An ON light shows the switch position. An amber INOP light indicates the yaw damper function is inoperative.

A three position yaw damper test switch on the P61 panel tests both Yaw Damper systems.

EICAS Indications

A RUDDER RATIO amber light on the P5 overhead panel indicates the loss of rudder ratio changer function.

EICAS advisory and maintenance messages indicate various levels of ratio changer and yaw damper faults. Advisory messages indicate loss of function. Maintenance messages indicate faults in the associated system.



OVERHEAD PANEL (P5)TEST PANEL MODULE (P61)

OVERHEAD PANEL (P5)

AIL/RUD TRIM CONTROL (P8)

EICAS DISPLAY UNIT (P2)

AILERON

LEFTWINGDOWN

RIGHTWINGDOWN

NOSELEFT

NOSERIGHT

RUDDER

NOSE LEFT NOSE RIGHTUNITS

AILERON

LEFTWINGDOWN

RIGHTWINGDOWN

051015 5 10 15

YAW DAMPERRUDDER RATIO

RUDDER RATIOR YAW DAMPERL YAW DAMPER

ECS/MSG PAGE

RUD

AIL AILELEV

STATUS PAGE

PRIMARY DISPLAY

TEST

GND PROX

YAW DAMPERL R

ON

INOP

ON

INOP

RUDDERRATIO

INERTIAL REFERENCE

C

INOP INOP

DUCTLEAK

RL

C RL

RUDDER CONTROLS AND INDICATORS



RUDDER YAW CONTROL

Yaw Control

The function of the rudder system is to provide directional control and stability around the vertical axis.

Pilot inputs via the rudder pedals drive a single cable run from the forward quadrants located beneath the flight compartment floor to the aft quadrant at the base of the vertical stabilizer.

Electrical control inputs at the aft quadrant are:

• Rudder trim actuation by the flight compartment trim switch • Auto Pilot inputs from the flight control computers

Rudder control authority is varied in response to airspeed by the ratio changer mechanism and actuator.

Two yaw damper servos each driven by a control module provide turn coordination and protection against uncommanded yaw inputs.

The rudder is powered by three actuators, each served by a separate hydraulic system. A surface position signal is developed by a transmitter which provides position indication through the EICAS system to the flight compartment for display on the status page only.



RUDDER YAW CONTROL



RUDDER SYSTEM

Description

Two sets of adjustable rudder pedals mechanically drive a pair of forward half quadrants. The quadrants are tied together by a bus rod to enable rudder control by either set of pedals. The quadrants and linkages are located beneath the flight compartment floor and accessed through the forward access door, forward of the nose wheel well. A single pair of rudder control cables from the forward quadrants run under the flight compartment floor, up the aft bulkhead of the flight compartment, along the ceiling of the passenger compartment and terminates at the aft quadrant in the base of the vertical stabilizer. The aft quadrant assembly receives control inputs from the pilots' rudder pedals through the cables, from the directional autopilot servos and from the electric trim system. Output is through two control rods to the ratio changer assembly.

Directional Autopilot Servos

Three directional autopilot servos receive control inputs from the flight control computers and provide directional control in autoland mode only on final approach and during runway rollout.

Trim Actuator/Feel And Centering Unit

One Trim Actuator mounted directly above the aft quadrant drives the rudder to selected trim position by positioning the trim, feel and centering unit. The trim actuator is driven by electrical trim signals from the flight compartment. A cam and roller and springs provide feel force to rudder pedal input and the centering force to return pedals to neutral when input is removed.

Rudder Ratio Changer

The rudder ratio changer is located directly above the aft quadrant and driven by the aft quadrant output rods. The purpose is to vary the rudder control authority as a function of airplane speed.

An electro hydraulic actuator, controlled by signals from control modules, drives the ratio changer mechanism. Ratio changer output is through the primary and secondary control paths.

Yaw Damper Summing Lever Assembly

Sums ratio changer and yaw damper inputs to provide control input to rudder actuators. Incorporates a pogo assembly, and a secondary control path override. The assembly is mounted above the ratio changer and receives inputs from the primary and secondary control path linkages, and from the yaw damper servos. Two yaw damper servos receive inputs from control modules and provide turn coordination and protection against uncommanded yaw inputs.

Position Transmitter

The rudder position transmitter is mounted just below the lower PCA. Rudder surface movement drives a synchro-transmitter which provides a position signal through the EICAS computers and is displayed on the status page.

Dispatch Deviation

Flight Control Surface Indication INOP:

• Flight control surface indication may be INOP provided a visual flight control check is accomplished prior to each departure.

Power Control Actuators

Three PCAs receive control valve inputs from the primary and secondary control paths. Each actuator is powered by a separate single hydraulic system.



QUADRANTFORWARD

RUDDER PEDALSFIRST OFFICER'S

CRANKSADJUSTMENT

PEDAL

PEDALSRUDDER

CAPTAIN'S

LOWER EICAS DISPLAY (P2)

AIL/RUD CONTROL (P8)

C HYD SYSUPPER RUDDER PCA

L HYD SYSMIDDLE RUDDER PCA

R HYD SYSLOWER RUDDER PCA

MECHANISMYAW DAMPER SUMMING

LINKAGECOMPENSATIONTEMPERATURE

TRIM ACTUATOR

RUDDER

TRANSMITTERPOSITION

CONTROL RODPRIMARY

SECONDARYCONTROL ROD

MECHANISMRUDDER RATIO CHANGER

RATIO CHANGERACTUATOR

SERVOSYAW DAMPER

FEEL CENTERING AND TRIM MECHANISMAFT QUADRANTASSEMBLY

FWD

A

A

FWD

TO NOSEWHEELSTEERING

MAIN EQUIPMENT CENTER

AUTOPILOT SERVOS (3)DIRECTIONAL ROLLOUT

AUTO LANDONLY

SINGLE FCC

RUD

AIL AILELEV

AILERON

LEFTWINGDOWN

RIGHTWINGDOWN

NOSELEFT

NOSERIGHT

RUDDER


AILERON

LEFTWINGDOWN

RIGHTWINGDOWN

051015 5 10 15

RTYSMLT

YSM

LTYSM

RTYSM

FCC(3)

RUDDER SYSTEM



RUDDER TRIM SYSTEM

Trim Switch

Trim control is by a pilot operated trim switch located on the aft edge of the center console (P8). The rotary switch is spring loaded to the neutral position. The switch is part of the aileron/rudder trim control module and is powered by 28 volt dc from the left dc bus through a circuit breaker located on the p-11 panel. Rotation of the trim switch through the 5 degree position removes the system ground. Rotation through the 15 degree position arms the trim motor circuit. Rotation through the 25 degree position closes the control switch and selects the extend (left rudder trim) or retract (right rudder trim) mode of operation. There is a mechanical stop at the 30 degree position. Only one trim rate exists and is not a function of the trim switch operation.

Trim Actuator

The rudder trim actuator is a linear actuator powered by a self contained dc motor. The unit contains an electromagnetic brake to limit overrun. Internal limit switches control actuator stroke. Positive mechanical stops prevent over travel in the event of limit switch malfunction.

Power is applied by the trim switch and energizes the motor until the switch is released or the limit switch is activated. The brake releases during motor operation and resets by spring force when power is interrupted.

Trim Position Indicator

The rudder trim position indicator is powered by 28 volt ac from left AC bus and controlled by a circuit breaker on the P-11 panel.

The signal to drive the trim indicator is generated by a gear driven RVDT integral to the trim actuator. The transmitter signal drives a DC motor in the receiver unit in the aileron/rudder trim control module to position the trim indicator. The indicator registers 17 units of left or right rudder trim.

Nulling of the indicator is done with hydraulic power off and rudder trim to neutral (rudder trailing edge within index groove and cam centered in detent). If the indicator is not at zero, remove the aileron/rudder trim control module and adjust it by rotating the adjusting screw on the aft face of the until the indicator reads zero.

Note: An inoperative rudder trim indicator does not affect the ability of the rudder trim actuator to provide trim inputs to the rudder system.



28V ACBUS L

BUS L

ZEROADJUST

28V DC

FWD

TRIMACTUATOR

FWD

PANEL 324 BL

RUDDERTRIM

RUDDERTRIM

A

POWER SUPPLY

TAPEDRIVE

POSITION(K17)

CONTROL(K18)

P11 OVHD CB PANEL

M515 RUDDER TRIM ACTR

N83 RUDDER TRIM INDICATOR

A

25L°

15L°

NOSE LEFT

NOSE RIGHT

5L°

5R°

15R°

25R°

RUDDER TRIM SW (S3)

M74 AIL/RUD TRIM CONTROL MODULE (P8)

INDICATOR ADJUSTMENT

RIGHT (RET)

LEFT (EXT)

AILERON

LEFTWINGDOWN

RIGHTWINGDOWN

NOSELEFT

NOSERIGHT

RUDDER


AILERON

LEFTWINGDOWN

RIGHTWINGDOWN

051015 5 10 15

RUDDER TRIM SYSTEMS



RUDDER CHANGER OPERATION

General

The Ratio Changer System varies the amount of maximum rudder travel as a function of airspeed. The system provides for constant rudder pedal response over the entire airplane operating speed range. The Rudder Ratio Changer Actuator (RRCA) is electro-hydraulic and is driven by two separate analog channels.

Description

The ratio changer actuator, on the ratio changer mechanism, consists of an unbalanced actuator with a solenoid valve, a bypass valve and an Electro-Hydraulic Servo Valve (EHSV). The bypass valve, operated by the solenoid valve, and the EHSV control left hydraulic system pressure to the ratio changer actuator.

Ratio Changer Actuator Operation

When the ratio changer is inoperative, the solenoid valve is de-energized and the bypass valve is spring loaded closed. In the closed position, the bypass valve shuts off hydraulic pressure to the EHSV and the middle PCA. Left hydraulic system pressure, if available, fully retracts the actuator to the low speed position.

When the ratio changer system is in operation, the solenoid valve is energized and opens the bypass valve providing pressure to the EHSV and the middle PCA. As airspeed increases, signals are sent to the EHSV to increase pressure to the extend side of the unbalanced actuator. As the actuator extends, it positions the ratio changer mechanism to a high speed position.

Failure Conditions

Actuator faults, or ratio changer system failures causing loss of control, de-energize the solenoid valve which closes the bypass valve. Left hydraulic pressure moves the mechanism to the low speed position.



ELECTRICALMECHANICALHYDRAULIC

EHSV

L HYDSYSTEM

RATIOCHANGERMECHANISM

LVDT

AFT QUADRANTMECHANISM

VALVESOLENOID

RATIO

BYPASSVALVE

CONTROL ACTUATORTO MIDDLE POWER

PRIMARY & SECONDARYCONTROL PATHS

LEGEND

CHANGERACTUATOR

REMOVE THE FRONT PANELSLOWLY TO PREVENT DAMAGE

TO INTERNAL CABLE

-CAUTION-

LEVELMOD

P/N 285T1122-SERIAL NUMBER

MFR

SER

ON/OFFMENU

NOYES

HGFEDCBA

YAW DAMPER/STABILIZER TRIMMODULE (YSM)

RIGHT YSM


TO INTERNAL CABLE

-CAUTION-

LEVELMOD


MFR

SER

ON/OFFMENU

NOYES

HGFEDCBA


LEFT YSM

LOG

ICC

RO

SSFE

ED

LEFT HYDSYS PRESSSW

A/G SYS1 & 2

L ADIRU

A/S

R ADIRU

A/S

RATIO CHANGER OPERATION



RUDDER RATIO CHANGER MECHANISM

General Description

The purpose of the rudder ratio changer mechanism is to vary the rudder authority (amount of control surface displaced into the airstream) from commands by the rudder pedals, autopilot servos or rudder trim as a function of airspeed. At low airspeed, the mechanism provides high authority to the rudder, at high airspeed, the mechanism provides low authority to the rudder.

The ratio changer mechanism is located on the aft spar of the vertical stabilizer. It is connected to the aft quadrant mechanism and the yaw damper summing mechanism.

The ratio changer mechanism consists of an offset torque tube containing two bearing mounted bellcranks. The end of the bellcranks are attached to the primary and secondary control rods. The bellcranks are rotated on the torque tube by the ratio changer actuator. The actuator is connected to the left bellcrank and a bus rod interconnects the two bellcranks. A cartridge containing two Linear Variable Differential Transformers (LVDT) is mounted on the ratio changer mechanism structure at one end and connected to the right bellcrank at the other end. A rig pin hole in each bell crank aligns with a rig pin hole in the torque tube to allow adjustments.

Ratio Changer Operation

When the actuator is retracted, the bellcranks are rotated away from the torque tube. Movement of the torque tube by the aft quadrant provides a maximum input to the primary and secondary control rods. As the actuator extends, the bellcranks are rotated towards the torque tube which decreases the movement of the control rods.

If the ratio changer control system fails three springs drive the bellcranks away from the torque tube ensuring full authority of the rudder control system.

Low Speed Position Operation

When the actuator is retracted the bellcranks are moved away from the torque tube. This is the low speed position. In this position the ratio changer mechanism can transmit a full input from the aft quadrant mechanism to the

primary and secondary control rods. Maximum rudder authority is approximately 26 degrees.

High Speed Position Operation

As the actuator extends, the bellcranks are rotated towards the torque tube decreasing the radius of the primary and secondary control rods from the rotational axis of the torque tube. This reduces the output from the aft quadrant mechanism to the primary and secondary control rods. Maximum rudder authority in the high speed position is approximately 2 degrees. Authority is reduced incrementally as speed increases.

Ground Test

A ground test positions the actuator to a 360 knots position for system adjustment. In the test position, rig pin 6 can be inserted when the ratio changer mechanism is properly rigged. The LVDT is adjusted to position the mechanism for rig pin fit.



RATIO CHANGERACTUATOR

LUGACTUATOR

RATIO CHANGER ACTUATOR

RETURN SPRINGS(3) BUS ROD

ADJUSTING NUT

RIGHTBELLCRANK

LVDT

BELLCRANKLEFT

TORQUE TUBEOFFSET

SUPPORT BEARING CRANK

ACTUATOR EXTENDED

CONTROL RODSECONDARY

TORQUE TUBE

MECHANISMAFT QUADRANT

ACTUATOR RETRACTED

ROTATIONAL AXIS

SECONDARYCONTROL PATH

LOAD LIMITERWITH CRUSH CORE

RUDDER RATIOCHANGER LVDT

PRIMARY CONTROLPATH

TEMPERATURE COMPENSATION LINKAGE

YAW DAMPER SERVOS (2)

RUDDER RATIO CHANGER MECHANISM

YAW DAMPER SUMMING MECHANISM

(ADJUSTABLE)

PRIMARYCONTROLROD

FWD

CENTERING AND BIAS SPRING

PCA'S

AFT QUADRANTMECHANISM

RIG PINS

RATIO CHANGER MECHANISM



RUDDER YAW DAMPER SYSTEM

System Description

The yaw damper system provides automatic rudder control to improve airplane ride quality, dampen gust loads on the vertical stabilizer, dampen undesirable sideslip and roll (Dutch roll), and with any one autopilot engaged provide coordinate turns.

The yaw damper system includes two Yaw Damper Stab Trim Modules (YSM) each controlling a yaw damper servo actuator. The system uses inputs from the Air Data Inertial Reference Computers (ADIRU), servo actuator LVDT’s, modal suppression accelerometers, and air/ground relays to command rudder movement. Pressure switches in the left and center hydraulic systems input for fault detection and indication.

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 degrees in each direction. When one servo is operative, maximum rudder movement is approximately 3 degrees. The maximum amount of rudder command available for yaw damping depends on airspeed and the number of ADIRU supplying data.

Controls and Indications

Two yaw damper control switches are located on the yaw damper control panel. The switches control engage power to the YSMs and to the yaw damper servo actuators. When a system is inoperative or during test, an INOP amber light illuminates in the switch and an advisory L (R) YAW DAMPER message appears on EICAS.

CAUTION: WITH ANY HYDRAULIC SYSTEM POWERED THE RUDDER WILL MOVE DURING THE TEST

YSM

The YSM’s command rudder movement and monitor yaw damper for faults. Failures are detected by automatic BITE and are stored in the module memory for ground recall. Faults are recalled with YSM 6 button front face BITE.



(C HYD)PRESS SWITCHS29 ADU CONTROL

(L HYD)

S27 ACMP CONTROLPRESS SWITCH

(P61)TEST SWITCHYAW DAMPER

R DC BUS

STBY BUS28V DC

28V DC

L YSM

YAW DAMPER CONT PANEL (P5)

R YSM

RATIOTO RUDDER

ADIRU L, C, R

TO PCA(S)

CHANGER

1R AND 2R

1L AND 2LCSEU PWR SUPPLIES

AIR/GND SYS

CSEU PWR SUPPLIESL HYD

C HYD

FWD EHSV

INTERNALLVDT

MODAL SUPPRESSION

(AFT OF CARGO COMP)

YAW DAMPER SERVOSSUMMING LEVER

RUDDER SUMMINGLINKAGE ASSY

ACCELEROMETERS

YAW DAMPERL R

INOP INOP

ONONw

a

w

a

YAW DMPR

R

L

A

B


TO INTERNAL CABLE

-CAUTION-

LEVELMOD


MFR

SER

ON/OFFMENU

NOYES

HGFEDCBA



TO INTERNAL CABLE

-CAUTION-

LEVELMOD


MFR

SER

ON/OFFMENU

NOYES

HGFEDCBA


RUDDER YAW DAMPER SYSTEM



ELEVATOR GENERAL DESCRIPTION

General Description

The elevator control system gives primary control of the airplane around its pitch axis. The elevators change pitch attitude for climb, descend, and altitude hold.

Control

The elevator control system has two equivalent systems in parallel. The captains control column supplies inputs to the left elevator PCA through the left aft quadrant. The first officers control column supplies inputs to the right elevator PCA through the right aft quadrant. The two control systems connect through override mechanisms at the control columns and aft quadrants.

The autopilot system gives automatic elevator control. The autopilot servos move the aft quadrant assemblies through rods and cranks. The left and center autopilot servos move the left aft quadrant. The right autopilot servo moves the right aft quadrant.

The feel and centering unit gives control column feel. The elevator feel computer changes the feel at the column as a function of airspeed. The airspeed is from the pitot system.

A stick nudger command from the stall warning computers moves the elevators and the control columns to cause a nose down attitude of the airplane.

The slave cable system lets the movement of one elevator make a control input into the opposite elevator PCA. This gives elevator asymmetry protection if the PCA on one side disconnect from the aft quadrant.

Forward Controls

The two control column torque tubes connect together by a control column override mechanism. A stick shaker is on each torque tube. The torque tubes connect to the tension regulator quadrants. Two pairs of cables connect the tension regulator quadrants to the aft quadrants. The left cables (captain control column) go between the cabin floor beams and connect to the left aft quadrant. The right cables (first officer control column) go up in the flight compartment bulkhead and then in the cabin ceiling and connect to the right aft

quadrant. The aft quadrant torque tubes are aft of the horizontal stabilizer. An interconnect rod connects the two aft torque tubes at the override mechanisms.Three elevator autopilot servos are on the aft fuselage structure and connect to the two aft quadrants by rods. Two servos connect to the left aft quadrant and one servo connects to the right aft quadrant.

A feel computer, in the stabilizer compartment, makes dual hydraulic pressures that change as a function of airspeed and stabilizer position. This variable hydraulic pressure goes to the feel actuator on the feel and centering unit and also to the stabilizer trim control modules (STCM).

A feel and centering unit connects by rods to the two aft quadrant torque tubes. The feel and centering unit has a dual hydraulic actuator supplied with variable pressure from the elevator feel computer. A cam roller spring mechanism and hydraulic feel pressure move the elevator system to center.

A stick nudger is on the feel and centering unit.

An override mechanism is on the upper aft fuselage structure. The override mechanism gives a neutral position for the feel and centering unit. The aft quadrants output connect by rods to all three PCAs on each outboard elevator. The movement of the elevators moves a slave cable through lost motions and overrides. Position transmitters connect by cranks and linkages to each inboard elevator to give elevator position to the EICAS computers.

Operation

The elevator control system has two equal systems that operate in parallel. Usually, the two systems operate together. A break-out of the override mechanisms lets the captain column operate the left elevator and the first officer column operate the right elevator independently. In the command mode of the autopilot, the FCC give commands for elevator movement and cause a backdrive of the control columns. Feel force at the control columns changes by the feel computer as a function of airspeed and stabilizer position. The override mechanism lets the elevator system operate if there is a jam in the feel and centering mechanism. The slave cable system gives an alternate means to control one elevator if the linkage disconnects between the aft quadrant torque tube and the PCA. Dual stick shakers give stall warning. A stick nudger on the feel and centering unit gives a forward force to the control columns for stall recovery. Two stall warning computers control the shakers and nudger.



ELEVATOR GENERAL DESCRIPTION

AUTOPILOTSERVO

PCA (3)

AUTOPILOTSERVO

FEEL AND

UNIT

FLIGHT

STALLWARNING

CONTROL COLUMN (2)

CENTERING

DUAL FEELACTUATOR

POSITIONXMTR (2)

MECHANICALHYDRAULICPNEUMATIC

PITOTTUBE (2)

ELEVATORFEEL

ELECTRICALHYDRAULICSYSTEM C

HYDRAULICSYSTEM L

COMPUTER

AUTOPILOTSERVO

CONTROLCOMPUTERS

STICKNUDGER

SLAVE CABLEINTERCONNECT

SLAVECABLES

LEFT AFTQUADRANT

RIGHT AFTQUADRANT

INDICATIONFLIGHT DECK

LEFT ELEVATOR

RIGHT ELEVATOR

PCA (3)

SLAVE CABLEINTERCONNECT

STABILIZER NEUTRALSHIFT

A

B

A

B



ELEVATOR CONTROL SCHEMATIC

Dual Path Controls

The elevator control system consists of two equal systems in parallel.

The captain control column is hard connected to power control actuator (PCA) input levers to the left outboard elevator.

The first officers control column is hard connected to PCA input levers to the right outboard elevator.

The left and right elevator control systems are interconnected through override mechanisms at the control columns and the elevator aft quadrants in the tail compartment just forward of the APU.

The outboard elevators are connected to each other by slave cable interconnects.

The captain's and first officers' elevator systems have equal authority.

The two systems will normally act together as one system because of interconnection through override mechanisms.

One system will control independent of the other (after override) if one system is immobilized.

One system is sufficient to control the airplane.

The inboard and outboard elevators are even (faired) and a mach trim system is provided and used.



STICK

MECHANISMOVERRIDECENTERING

FEEL AND

(2)OVERRIDE DEVICELOST MOTION AND

ELEVATORFEEL

TORQUE TUBE

RIGHT AFT

TORQUE TUBE

LEFT AFT

ROD

AFT QUADRANTINTERCONNECT

AFT QUADRANTSOVERRIDEMECHANISM

RIGHT AFT

OUTPUT ARM

TRANSMITTER(2)

POSITION

SLAVE

INTER-

OUTPUT ARM CONTROL ROD

LEFT AFT QUADRANT

PCA (3 ON EACH

LEFT OUTBOARD

(RIGHT SIDE

HORIZONTALSTABILIZERCOMPUTER

CENTER LINE OFSTABILIZER REARSPAR HINGES

SLAVE CABLEQUADRANT

(2)

(2)

MECHANISMOVERRIDE

CONTROLCOLUMNS

CONTROL COLUMNCONTROLCAPTAIN

TENSIONREGULATORQUADRANT(2)

COLUMN

SHAKER

CONTROL ROD

OUTBOARD ELEVATOR)

CONNECT

CABLE

NUDGERSTICK

ELEVATOR A/PSERVO (3)

FIRST OFFICER

UNIT

QUADRANT

QUADRANT

QUADRANT

ELEVATOR

SIMILAR)

(RIGHT SIDE

LEFT INBOARDELEVATOR

SIMILAR)FWD

OUTBD

ELEVATOR CONTROL SCHEMATIC



ELEVATOR FEEL FORCE SYSTEM

General Description

The two control columns have their torque tubes connected together by a control column override mechanism. A stick shaker is installed on each torque tube. The torque tubes output to the tension regulator quadrants.

Two pairs of cables are connected to the tension regulator quadrants. The left cables (captain's control column) are routed between the cabin floor beams to the aft fuselage; the right cables (first officer's control column) are routed up in the flight deck bulkhead and then in the cabin ceiling. The left cables are connected to the left aft quadrant (captain's) and the right cables to the right aft quadrant (first officer's). The aft quadrant torque tubes pivot on the airplane structure. They are located directly aft of the horizontal stabilizer. The two aft quadrants are interconnected by a rod and an override mechanism.

Three autopilot servos are mounted on the aft fuselage structure and input to the two aft quadrants by connecting rods. Two servos input to the left aft quadrant and one to the right aft quadrant.

Feel and Centering Unit

A feel and centering unit, pivoted on the aft fuselage structure, is connected by rods to both aft quadrant torque tubes. The feel and centering unit contains a dual hydraulic actuator supplied with variable pressure from the elevator feel computer. A cam roller spring mechanism and hydraulic pressure provide for centering of the elevator system. A stick nudger is installed on the feel and centering unit.

Elevator Feel Computer

A feel computer, installed in the stabilizer compartment, generates dual hydraulic pressures which vary as a function of airspeed and stabilizer position. This variable hydraulic pressure is supplied to the feel cylinder of the feel and centering unit and to the stabilizer trim control modules

Override Mechanism

An override mechanism is installed on the upper aft fuselage structure.

Elevator Controls

The aft quadrants output by connecting rods to all three power control actuators (PCAs) on each outboard elevator.

Slave Cable Interconnect

The movement of the elevators drives a slave cable interconnect through lost motions and overrides.

Position Transmitters

Position transmitters are connected by cranks and linkages to each inboard elevator to provide elevator position signals to the EICAS computers.



A

1 2

2

A

1

2

B

1

STATIC

SOURCE

CENTERING UNITELEV FEEL AND LINKS

ANDTIES

COMPTR (E8)L/R EICAS

ELEVATOR FEEL COMPUTER

NOSE UPAPL

BELLOWSVALVERELIEF

S2

SYSTEMPITOTFLT CONTROLS

HYD DISTR LFT

STABILIZER

INPUTCAPT

BELLOWSRELIEFVALVE

S1

BIASSPRING

ELEVATORFEEL COMPUTER

FLT CONTROLSHYD DISTR CTR

ACTUATORFEEL

SPRINGCENTERING

PITOT PRESSURE

INPUTF/O

AND MAINTENANCE

RETURN

LEGENDPRESSURE

CONNECTIONS TO STABILIZER TRIMCONTROL MODULE (STCM)

CONNECTIONS ON THIS SCHEMATIC

PAGES)

(P2) STATUSEICAS DISPLAY

AILELEVAIL

RUD

ELEV FEEL (S,M)

1

- 30 SEC TD

- PRESSURE DIFF (>25%)1

B

- L, C, R HYD SYS PRESSURIZED

NOSE UPAPL

SYSTEMPITOT

SOURCESTATIC

FWD

METERED PRESSURE

ELEVATOR FEEL FORCE SYSTEM



STALL WARNING SYSTEM COMPONENTS

Stick Shakers

Captain's and first officer's stick shakers are located on the elevator torque tube sections under the flight compartment floor. Shakers are accessible from the access door forward of the nose wheel well.

Stick Nudger

A single stick nudger actuator, located on the elevator feel and centering unit provides a column forward force by repositioning the feel and centering unit input levers.

Stall Warning Computers

The left and right stall warning computers are located in the warning electronics unit (P51 panel) accessible from the main equipment area.

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.

Interfacing System Components:

• Center and right Flap/Stabilizer Position Modules (P50) • Proximity Switch Electronic Unit (E1-2) • Flap/Slat Electronic Unit (E2-4) • Air Data Inertial Reference Units (E2-6) • Spoiler Control Modules 2L and 1R (E1-1), (E2-1) • Air ground relays (controlled by the PSEU) (P36/P37 panels)



AFT ELEVATOR CONTROL CENTER

STICK NUDGER ACTUATOR

MISC TEST

P50

PANEL

P61 RIGHT SIDE PANEL

ELEVATORTORQUETUBES

COLUMN SHAKER (2)

FLAP/STABPOSITIONMODULES

ELECTRICAL SYSTEMCARD FILE (P50)

STALLWARNINGCOMPUTERS

WEU BITEMODULE

WARNING ELECTRONICUNIT (WEU) (P51)

(FSPM)

STALLL R

STALL WARNING SYSTEM COMPONENTS



STALL WARNING COMPUTER

Purpose

Each of the dual digital stall warning computers (SWC) is powered by dual power supplies in the warning electronic unit (WEU). The SWC's calculate data required for stick shaker and stick nudger operation and provide inputs to the electronic flight instrument system (EFIS) and enhanced ground proximity warning computer (EGPWC) for operation of the windshear detection and guidance system.

Input/Output

Stick shaker: Each SWC computes two angle of attacks (AOA) to compare for activation of the stick shaker discrete. The indicated AOA from the air data computer (ADC) is modified by pitch rate from the inertial reference system (IRS) and true airspeed (TAS) from the ADC to compute a corrected AOA. A shaker AOA, calculated from static flap and slat position (slat motion uses the most retracted position), is modified by mach and computed air speed (CAS) inputs to determine an upper limit for the shaker AOA. If shaker AOA is exceeded by the corrected AOA the SWC will activate the stick shaker output discrete. Each stick shaker is operated by a 28 volt dc motor. The left shaker is operated by the left SWC and the right shaker is operated by the right SWC to provide redundant stall warning indications. The shakers are automatically activated only in the air mode. Test switches (P61) provide for individual testing of each shaker motor on the ground.

Stick nudger: A 28 volt dc motor operated actuator, mounted on the elevator feel unit, is controlled by two relays each operated by one of the SWC's. Actuator extension will result in forward pressure on the control columns to reduce the AOA. Each SWC compares the corrected AOA (also used for shaker operation) with a trip value based on current mach (M) input.

Nudger operation also requires air mode with both the flaps and slats retracted. The control column will remain in a pushed forward position for the duration of the nudger output discrete.

The stick nudger system can be tested by simultaneously activating both the left and right stall warning test switches with the airplane in the ground mode and flaps and slats retracted. The control columns should move forward and remain until either switch is released.

Windshear Guidance and Detection System

The SWC's provide inputs to the electronic flight indication system (EFIS) and ground proximity warning computer (GPWC) for windshear detection and guidance indications. The use of dynamic inputs such as pitch rate, mach and airspeed as well as static flap/slat configuration enables the SWC to compute an upper limit for the shaker AOA which permits an increased maneuver margin for the airplane to recover from windshear conditions without encountering premature stick shaker warnings. Data words are provided to the EFIS for display of the shaker AOA as a pitch limit indication and for a speed tape display indicating stall speed for the wing configuration. (Additional operating and limit speeds not associated with windshear detection are also provided EFIS by the SWC's.) Shaker AOA, corrected AOA and flap position are input by the SWC's to the GPWC for use in computation of windshear detection and annunciation. (GPWC also uses self generated pitch rate/angle, roll attitude and vertical speed and ADC input true airspeed and computed airspeed in the windshear computation.) Windshear warning is red lights, red message on EFIS, siren and voice annunciation.

BITE

A warning electronics unit (WEU) built-in-test (BITE) module provides continuous monitoring of the SWC's, WEU power supplies and interfacing component inputs. Faults are annunciated by a WARN ELEX status/maintenance message.



GND PROXIMITYWARN COMPUTER

AIR DATA

WEU BITE

MODULE (FSPM)

(GPWC)

STICK SHAKER

(SWC)COMPUTERWARNINGSTALL

STALL TEST SW

RELAYSAIR/GND

MODULES (PSM)POWER SUPPLY

(ADIRU)DATAINERTIAL

MODULE (SCM)SPOILER CONT

UNIT (PSEU)ELECTRONICSPROXIMITY SW

UNIT (FSEU)ELECTRONICFLAPS/SLATS

POSITIONFLAP/STAB

MODULE

(ADIRU)

DISPLAY

28V DCSTBY BUS

STICK SHAKER

Large DisplaySystem

STALL WARNING COMPUTERS



STALL WARNING COMPUTER BITE

Purpose

The warning electronic unit (WEU) built-in-test (BITE) module is located in the P51 panel below the stall warning computers (SWC). It is a printed circuit board equipped with faultballs for WEU power supplies A and B, a power reset switch and two pairs of indicators to display fault codes. Alphanumeric codes are displayed for SWC circuit board faults (on board fault), stall warning system interface anomalies, airplane configuration/options, and software version.

Power-Up

On power up the SWC's initiate a self test of output drivers, input discrete components, decoders and BITE memories. If a fault or anomaly is detected WARN ELEX status/maintenance messages will be displayed on EICAS, and the appropriate alphanumeric fault code will be displayed on the BITE module. The fault code will be cleared only by a good power up test. If no faults are detected ON power-up, no messages will appear, and the BITE will contain the airplane configuration and option code.

Continuous Monitoring

Continuous monitoring tests determine circuit board operational capability on a non-operational interference basis. Any on board faults preventing stick shaker, stick nudger and angle of attack (AOA) outputs or interface anomalies such as loss of voltage at the stick shaker and air data inertial reference unit (ADIRU) AOA input will cause the status/maintenance messages WARN ELEX to annunciate. Faults detected during continuous monitoring are not latched and will clear with the fault. An opposite channel (other SWC) failure can also cause a failure code to appear on the good SWC.

BITE Test

Activation of the appropriate STALL test switch on the miscellaneous test panel (P61), in the ground mode only, will cause the associated SWC to verify the air/ground discrete and the ADIRU AOA input and then conduct the stall warning BITE test. During this test (approximately 10 seconds), the WARN ELEX messages will be displayed and all segments of the BITE indicators will illuminate. All computer functions, except RAM/ROM memories and all interface components are tested. In addition the associated column shaker will

operate and the pitch limit indicator (PLI) will position at ten degrees on the EADI. If installed the stall speed portion of the speed tape will display. If no faults or anomalies are detected a software code will display for one second then the configuration and option code will be displayed and the associated stick shaker will operate until the test switch is released. The other SWC will display code D9 during the test.

If faults exist the BITE will display the software code, then each fault code for 1 to 3 seconds in order of priority, with the highest priority fault remaining. Interface anomaly faults will not be displayed if an on board (SWC) fault exists. When a fault is detected the WARN ELEX messages remains after test switch release. The stick shaker will not be activated.

CAUTION: IF BOTH TEST SWITCHES ARE ACTIVATED, WITH NO FAULTS, ANY HYDRAULIC SYSTEM PRESSURIZED AND THE FLAPS/SLATS RETRACTED, THE STICK NUDGER WILL CAUSE THE ELEVATORS TO MOVE.



POWER SUPPLY STATUS

A

LEFT STALL

B

RIGHT STALL

DH100150

A/T FLARE ROLLOUTG/S LOC

180

160

120

GS170

140

.730

CMDSPD

F

TEST

RL STALL

RIGHT STALLWARNINGCOMPUTER

WARNINGCOMPUTER

LEFT STALL

(WEU) (P51)WARNING ELECTRONICS UNIT

MISC TEST PANEL (P61)

EADI DISPLAY (TYPICAL)

INDICATORLIMITPITCH

DISPLAYTAPESPEED

SPEEDSHAKER

RESET SWITCHFAULTBALLSUPPLY BPOWER

INDICATORSLEFT SWC FAULT

INDICATORS

POWERSUPPLY AFAULTBALL

RIGHT SWC FAULT

STALL WARNING COMPUTER BITE



STABILIZER CONTROLS AND INDICATORS

Stabilizer Trim Switches

Electrically signals the stabilizer to trim in the desired direction when simultaneously pushed.

Alternate Stabilizer Trim Switches

Electrically signals the stabilizer to trim in the desired direction when simultaneously pushed.

Stabilizer Trim Indicator

Indicates stabilizer position in UNITS of trim. Green band indicates allowable TAKEOFF setting. OFF FLAG appears if trim indicator is INOP.

Stabilizer Trim Cutout Switches

NORM position allows hydraulic power to the stabilizer trim.CUTOUT position shuts off respective hydraulic system power to the stabilizer trim.

STAB TRIM Light

Illuminates when stabilizer is trimming at half the signaled rate.

UNSCHED STAB TRIM Light

Illuminates if the stabilizer moves opposite to elevator during autopilot operations or during uncommanded stabilizer movement when autopilot is disconnected.



SWITCHESCUTOUTHYDRAULIC

UPPER EICAS DISPLAY

LOWER EICAS DISPLAY

UNSCHED STAB TRIM (B)

STAB TRIM (M)

STAB TRIM (C)

STABTRIM

STAB TRIMUNSCHED

CONTROL STAND

TRIM

ALTERNATE

POSITIONINDICATOR INDICATOR

POSITION

ELECTRIC

SWITCHES

- ANNUNCIATORP5 OVERHEAD PANEL

MANUAL ELECTRICTRIM SWITCHES

CONTROL COLUMNCUTOUT SWITCHES

PANEL

FCC SWITCHES

ST

MIRTBA

NOSEAPLDN

UPNOSE

APL

10

2

14

12

8

6

4

0

STABILIZER POSITIONINDICATOR (2) (P10)


TO INTERNAL CABLE

-CAUTION-

LEVELMOD


MFR

SER

ON/OFFMENU

NOYES

HGFEDCBA


YSM (2)P10

STABILIZER CONTROLS AND INDICATORS



STABILIZER TRIM BLOCK DIAGRAM

Manual Electric Trim System

The control wheel stabilizer trim control switches provide up or down ARM and CONTROL signals to the two yaw damp / stabilizer trim modules (YSM). The YSMs provide up or down ARM and CONTROL signals to solenoids on the stabilizer trim control modules (STCM). ARM AND CONTROL hydraulic valves function in series and allow hydraulic flow to the two hydraulic motors and two hydraulically released brakes on the stabilizer trim ball screw actuator assembly. Two hydraulic cutout switches provide electrical power to the STCM shutoff valve motors, isolating hydraulic power from the control modules. Hydraulic inputs from the elevator feel computers control the rate of stabilizer trim. The left and right limit switch and position transmitter modules provide position feedback through Flap/Stabilizer Position Modules (FSPM) in the P50, to the Flight Control Computers (FCC). The Position and Limit Switch Modules also drive the flight compartment position indicators, and limit stabilizer travel by cam actuated micro-switches which break the ARM electrical paths from the YSM to the STCM. Column operated cutout switches also break the electrical ARM paths from the YSM to the STCM when the control columns are moved in a direction opposing stabilizer trim.

Autopilot Trim System (Autotrim)

One of three Flight Control Computers ( FCC ) provide autopilot input signals to the YSM to trim the stabilizer based on elevator out of neutral position, using only 1 motor (half speed). The function of the YSM, the STCM, the stabilizer trim ballscrew actuator assembly and the limit switch and position transmitter modules is identical to the manual electric system described above.

Alternate Electric Trim System

Two alternate trim switches provide ARM and CONTROL commands directly to solenoids inside the STCM. The SCTM'S provide hydraulic pressure to release the hydraulic brakes and drive the hydraulic motors to trim the stabilizer.

Mach Trim System

One of two YSM will automatically trim the stabilizer according to airspeed signals from the Air Data Inertial Reference Units (ADIRU), located on shelves E1-3 and E2-3 in the main electronic compartment. The

flap/stabilizer position modules, located in the P-50 card file, signal the YSM for mach (flaps retracted) trim selection. Air/ground logic from the air/ground relays inhibits mach trim on the ground. Any autopilot engagement also inhibits mach trim.

Stabilizer Trim Fault Indication System

The YSM control the logic associated with flight compartment amber annunciation the P5 pilot's overhead panel and the readout on EICAS. The YSM can record Existing Faults on the status of various system LRUS.



MOTOR (2)HYDRAULIC

STAB TRIMUNSCHED

TRIMSTAB

ACTUATORASSY

BALL SCREWBRAKE (2)

MODULE (3)

EICAS COMPUTERS

P5 PANEL

TRIM COMMANDSMANUAL ELECTRIC

YSM (2)

STABILIZER

RELEASEDHYDRAULIC

POSITION TRANSMITTERLIMIT SWITCH AND

SWITCHESCUTOUTCOLUMN

FSPM (3)

HYDRAULICS

STCM (2)

(L/C)

A

COMPUTERELEV FEEL

FCC (3)

ADIRU (2)

POSITIONINDICATORS

A

STABILIZER TRIM BLOCK DIAGRAM



STABILIZER TRIM CONTROL MODULE (STCM)

Operation

The STCM receive electric command inputs to control the porting of hydraulic fluid to the stabilizer trim ballscrew actuator assembly hydraulic motors and hydraulically released brakes.

Location And Access

There are two interchangeable STCM (right and left) mounted on the bulkhead above the stabilizer ballscrew actuator assembly. Access to the STCM is through the stabilizer service access door.

Components

There are seven hydraulic ports and four electrical connectors on each STCM. There is a cleanable 100 micron in-line filter screen in the system pressure port. There are four dual coil solenoid valve assemblies for nose up and nose down ARM and CONTROL electrical inputs on each STCM. A pressure switch set at 750 to 1000 psi signals pressure to the hydraulically released brakes for use by the digital stabilizer trim and aileron lockout modules (YSM). A 28 volt DC motor operated shutoff valve, with manual override, controlled by the flight compartment hydraulic cutout switches, is located on each STCM. Each STCM has a manually operated bypass valve to test the brake reaction torque. The test is performed by pressing a button protruding from the outside of the module.


Several of the components mounted on the two STCM are line replaceable units. These include the four dual coil solenoid valves; the motor operated hydraulic shutoff valve; the brake bypass test switch assembly, and the hydraulic pressure switch assembly.



FWD

NOT SHOWN)(MANUAL OVERRIDESHUTOFF VALVEMOTOR-OPERATED

DOWN PORT

PORTRETURN

RELEASEPORT

BRAKEUP PORTAPL NOSE

DOWN SOLENOIDCONTROL NOSE

APL NOSE

SOLENOIDARM NOSE DOWN

SOLENOIDARM NOSE UP

UP SOLENOIDCONTROL NOSE

PRESSURESWITCH

BYPASSBRAKE

BUTTON

STABILIZER AFT COMPONENTS

STABILIZER TRIM CONTROL MODULE (STCM)



STABILIZER HYDRAULIC CUTOUT SWITCHES

General Description

The hydraulic cutout switches control power to the hydraulic shutoff valves on the STCMs. The valves stop hydraulic flow through the STCMs for maintenance or in a runaway trim condition.

Cutout Switches and Shutoff Valves

Two guarded cutout switches are on the top left side of the control stand. The shutoff valves on the lower side of each STCM operate by 28v dc electric motors.

Operation

The left switch controls the shutoff valve on the left STCM. The right switch controls the valve on the right STCM.

When the guard is down, the switches are in the NORM position, and the shutoff valves are open. You put the cutout switches in the CUTOUT position to close the shutoff valves.


Access to the switch wiring is by removal of the fuel control panel.

The hydraulic cutout switches also do functional tests of the stabilizer trim system. When the two cutout switches are in the CUTOUT position, hydraulic power to the STCMs stops, and the stabilizer operation disables. When only one cutout switch is in the CUTOUT position, the stabilizer operates at half speed because only one hydraulic motor can move.



R STAB TRIM CONTROL MODULE

L STAB TRIM CONTROL MODULE

C STAB TRIM

CUTOUT

NORM

L STAB TRIM

CUTOUT

NORM

28V DCSTBY

CUTOUT SWITCHESSTABILIZER HYDRAULIC

SOV

CLOSE

OPEN

HYD SHUTOFFVALVE (SOV)

28V DCSTBY

SOV

CLOSE

OPENOUT

NORM

STAB TRIM

L C

CUT

STABILIZER HYDRAULIC CUTOUT SWITCHES



STAB TRIM LIMIT SWITCH AND POSITION TRANSMITTER MODULES

General

Each module contains four cam actuated micro-switches, one synchro, and one Rotary Variable Displacement Transducer (RVDT). Although all three modules are identical and interchangeable, each services different functions as determined by the wiring of the electrical connectors.

Limit Switches

These switches will interrupt the electrical trim signal to the hydraulic Stabilizer Trim Control Modules (STCM) solenoids, providing the limits for electrical stabilizer trim.

• The up limit switch will open at 1.5 units (flaps down) or 0.5 units (flaps up) of trim.

• The down limit switch will open at 13 units (300) of trim.

Greenband Switch

The switch provides a signal (switch closed) to the configuration warning card when the stabilizer is within the takeoff trim limits. Outside of these limits, the switch will open and the appropriate configuration warning will be annunciated if the plane is in a Takeoff configuration.

0.25 to 7.0 units of trim is available.

RVDT

The RVDT sends an AC voltage signal, corresponding to stabilizer position, to the flap/stabilizer position module (FSPM) in the P-50 card file for conversion to a usable DC signal for various digital user systems.

Synchro

The synchro signals stabilizer position to the flight compartment position indicators and the Flight Data Recorder.

Operation

A drum connected by a cable to the stabilizer drives each stabilizer trim limit switch and position transmitter module. As the stabilizer moves, the cables drive the drum which rotate the module input shaft.


Access to the stabilizer trim and position transmitter modules is by opening the access door to the stabilizer compartment.

The three modules are line replaceable units and are interchangeable. No field adjustment is required on the modules. Each module is replaced without disturbing the cable drive system. The module spline shaft has a missing tooth which is aligned with the missing tooth of the splined drum.

The cables are rigged with the stabilizer set to a specific position and the drums positioned by rig pins.



RCL

COMPONENT FUNCTION

SWITCH 1

RVDT

ORHCNYSORHCNYS

RVDT

SWITCH 1UP LIMIT

CAPT IND &

ELECTRICALCONNECTOR

ELECTRICALCONNECTOR

GREENBAND

LIMIT SWITCH ANDPOSITION TRANSMITTERMODULE (3)

NOT USED

COMPONENT FUNCTION

(VIEW LOOKING FORWARD)

)C( MPSF)L( MPSF

SWITCH 2

SWITCH 3

SWITCH 4

SYNCHRO

RVDT

SWITCH 1

ELECTRICALCONNECTOR

COMPONENT FUNCTION

SWITCH 2

SWITCH 3

SWITCH 4

UP LIMIT

SWITCH 2

SWITCH 3

SWITCH 4

FSPM (R)

F/OINDICATOR

NOT USED

NOT USED

NOT USED

NOT USED

NOT USED

UP LIMIT

DOWN LIMITDOWN LIMIT

UP LIMIT

FLT DATA REC

STABILIZER TRIMCONTROL MODULES

PIVOT POINTSTABILIZER

CENTERSTABILIZER

LIMIT SWITCH ANDPOSITION TRANSMITTERMODULES (3)

HYDRAULIC

STABILIZER TRIMBALLSCREW ACTUATOR

HYDRAULICBRAKES (2)

SECTION

LIMIT SWITCH

TRANSMITTER

STABILIZERTORQUE BOX

AND POSITION

MODULES (3)

STABILIZER TRIMCONTROL MODULES

BALLSCREW ACTUATORASSEMBLY

ASSEMBLY

STABILIZER TRIM

FWD

MOTORS (2)

STAB TRIM LIMIT SWITCH AND POSITION TRANSMITTER MODULES



HIGH LIFT DEVICES

Introduction

The high lift devices include the trailing edge flaps and leading edge slats systems. The high lift devices are extended to improve wing lift and drag characteristics for takeoff and landing operations and to provide increased stall operating margins.

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 twelve leading edge slats which have three operating positions. A krueger flap, extending from the bottom of the wing, operates with the inboard leading edge slats.

Operation

The leading edge slat and trailing edge flap systems are usually operated together by the flap control lever. The trailing edge flaps are operated by one drive system and power drive unit (PDU) with two rotary actuators at each flap. The leading edge slat system has separate drives for the inboard and outboard devices with the two inboard slats operated by one drive and PDU, and the ten outboard slats operated by another drive and PDU. There are two rotary actuators at each slat.

A flap/slat electronic unit (FSEU) provides position indication, failure protection and control functions. A flap/slat shutoff valve module is controlled by the FSEU to sequence flap and slat operation. The FSEU also provides separate flap and slat alternate operation for non-normal high lift systems operation.

High Lift Configurations

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. 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 inboard and outboard flaps and inboard and outboard slats have different degrees of extension at each position. The inboard and outboard slats have different operating times due to large differences in the amount of extension at the intermediate and full extension positions.

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.

The Flap/Slat Electronics Unit controls the Interlock/Sequencing between the Flaps and Slats as follows:

• Initial Hydraulic Extension: slats extend to take-off position then flaps extend

• Last Hydraulic Retraction: flaps must fully retract then slats will Retract from take-off to up position

• Initial Electric Extension: no interlock • Last Electric Retraction: flaps must fully retract then Slats will retract

from take-off to up position



SLOTTED FLAPOUTBOARD SINGLE

SLOTTED FLAPINBOARD DOUBLE

EDGE SLATEDGE SLAT OUTBOARD LEADINGINBOARD LEADING

FLAP KRUEGER SEAL

HIGH LIFT DEVICES



FLAPS CONTROL AND INDICATION

TE Flap Control And Indication

The flap control lever provides control during primary (hydraulic motor) operation of the flap system. Alternate (electric motor) operation is controlled by the ALTN FLAPS position selector and arm switches. Two needles on the flap position indicator show left and right wing flap drive positions. Flap drive position is shown in units with indicated airspeed (IAS) limits shown for each extended position.

A TRAILING EDGE amber light, master CAUTION lights and EICAS caution alert, advisory alert, status and maintenance messages show flap system faults.

LE Slat Control And Indication

The flap lever provides control during primary (hydraulic motor) operation of the slat system. Alternate (electric motor) operation is controlled by the ALTN FLAPS position selector and LE arm switches. Two needles on the flap position indicator show slat position at the up and one unit positions.

A LEADING EDGE amber light, master CAUTION lights and EICAS caution, and status and maintenance messages show slat system faults.



0 (FLAPS UP)

FLAP LEVER

1 UNIT (GATE)5 UNIT

15 UNIT20 UNIT (GATE)

25 UNIT

30 UNIT(FLAPS AND SLATSFULLY EXTENDED)

FWD

EICAS DISPLAY UNITS (P2)

FLAP LOAD RELIEF (C)

TE FLAP SHUTDOWN (S,M)FLAP/SLAT ELEC (S,M)

TE FLAP DISAGREE (B)TE FLAP ASYM (B)

SELECTORPOSITION

ARM SWTE FLAP

TE

ALTN ALTN

LE

20

NORM

1

UP

3025

155

ALTN FLAPS

EDGETRAILING

EDGELEADING

FLAP LIMIT (IAS)

FLAPS

515

3025

20

1

UP

240K

220K

210K

195K

162K

190K

FLAPS CONTROL AND INDICATION



FLAPS GENERAL DESCRIPTION

Introduction

Two trailing edge flaps are mounted on each wing. The inboard flaps are double slotted and the outboard are single slotted. A single power drive unit (PDU) powers eight rotary drive actuators (two on each flap assembly) through gearboxes and drive shafts.

Control of primary (hydraulic) flap operation is by a flap control lever connected by cables to the flap aft quadrant. A load relief (alleviation) actuator is connected to the PDU input linkage to limit extension if airspeed limits are exceeded at landing flap settings.

A flap slat electronic unit (FSEU) controls position indicating, failure protection and alternate (electric) operations. Position transmitters on the flap drive actuators and flap control lever are used by the FSEU for its control functions.

The FSEU controls the flap/slat shutoff valve module to sequence flap and slat drive operation and to remove hydraulic pressure to the PDU during cruise flight operations.



FLAP AFTQUADRANT

DRIVE UNITFLAP POWER

FLAP LOADRELIEF ACTUATOR

FSEU

INBOARD AFTFLAP SECTION

FLAP/SLAT

VALVE MODULE INBOARD MAINFLAP SECTION

OUTBOARDMAIN FLAP

ROTARY

SLAT AFTQUADRANT (REF)

FLAP POSITIONTRANSMITTERS

INBDFLAP

GEARBOX

DRIVE SHAFT

OUTBD

TRANSMITTERSPOSITIONFLAP LEVER

FSPM (3)

MEC

FLIGHTDECK

EICAS

INDICATIONFLAP

SELECT SWALT POS

ALT ARM

(2)

FLAP LEVER

FLAP

(8)

ACTUATOR (8)

SW

SHUTOFF

FLAPS GENERAL DESCRIPTION



FLAP PRIMARY DRIVE CONTROL

Operation

The hydraulic motor on the flap power drive unit (PDU) is the primary power source for the flap drive. Inputs to the PDU control unit for hydraulic motor operation are from cables and control rods operated by the flap control lever or by operation of the control rods by the flap load relief actuator. Drive shaft operation of the control unit provides hydraulic motor shutdown at the commanded position (closed loop). Cables from the flap control lever are routed through the forward cargo compartment to a flap aft quadrant in the aft cargo compartment. A control rod from the quadrant extends through the right wheel well aft wall. Controls shafts connect the control rod to the PDU. Turnbuckles are provided at two locations for cable rigging.

Flap Control Lever

The spring loaded flap lever has seven detent positions.

The detents show units of primary drive command input. Gates at the 1 and 20 unit positions prevent lever movement directly through these positions. These gates show lever positions for critical flap and slat configuration changes during flight operations.

Two rotary variable differential transformers (RVDT) are operated by a flap lever gearbox in the control stand. RVDT number 1 inputs flap lever position to flap slat electronic unit (FSEU) section 2 and RVDT number 2 to inputs FSEU section 1.

Flap Detent Degrees

1 0

5 13.8

15 20.0

20 25.4

25 35.0

30 41.4



(RIGHT WHEEL WELL - AFT BULKHEAD)POWER DRIVE UNIT

ACTUATORRELIEF

FLAP LOAD FWD WALL OF AFT

SLAT AFT

CARGO COMPT

QUADRANTFLAP LEVER

FLAPLEVER

FLAP

PDU

LOAD RELIEF

(RIGHT SIDEUNDER FLOOR)

TURNBUCKLES

(AFT CARGO COMPT)

CONTROLRODS

QUADRANTFLAP AFT

QUADRANT(REF)

EXTEND

ACTUATOR

CABLES

CABLES

LEVER

CABLES

FWD

(2 LOCATIONS)

FLAP PRIMARY DRIVE CONTROL



FLAP POWER DRIVE UNIT (PDU)

General

The trailing edge flap power drive unit (PDU) is on the aft bulkhead of the right main gear wheel well. Hydraulic and electric motors are installed on a gearbox which operates the left and right wing drive shafts. Primary operation is by the hydraulic motor, alternate operation is by the electric motor. A control unit and control valve module with bypass valve, control pressure to the hydraulic motor.


A tool can be installed on the PDU to lock the gearbox so the flap drive cannot be operated with either the hydraulic or the electric motor.



FWDOUTBD

TE FLAP PDU(RIGHT WHEEL WELL, AFT BULKHEAD)

PDU LOCK

BALLLOCKPIN

PDU GEARBOXASSEMBLY

(LOOKING AFT)TE FLAP PDU

CONTROLUNIT

CONTROL RODS

UP

UP POSITION

INPUT ARMPILOT

UP POSITION

INPUT ARMCONTROL VALVE

SHAFTDRIVE

INBD

HYDRAULICMOTOR

HYDRAULICMOTOR

CONTROLUNIT

CONTROLVALVE

MODULE

POSITION

CONTROLUNITOUTPUTARM

CONTROLVALVEMODULE

ELECTRICMOTOR

GEARBOXASSEMBLY

GEARBOXASSEMBLY

LOADRELIEFMECHANISM(REF)

FLAP POWER DRIVE UNIT (PDU)



FLAP PDU COMPONENTS

PDU General

The major components of the flap power drive unit (PDU) are hydraulic and electric motors; gearbox; control unit; and control valve module with control and bypass valves.

Control Unit

The control unit input cam is operated by an internal input crank connected to the pilot input arm. The follow up cam is operated by a quill shaft driven by the PDU gearbox. A summing lever, operated by both cams through cam followers, operates a control unit output arm and input rod to the control valve module. Operation of the primary control system moves the input cam, with the follow-up cam held by the gearbox, causing the summing lever to input to the control valve. Operation of the gearbox drives the follow-up cam with the input cam held by the flap control lever in detent, with the summing lever nulling the control valve when the drive reaches the commanded position. There is a rig pin hole for each cam defining their neutral positions.

Control Valve Module

The control valve module has control and bypass valves. The control valve provides center hydraulic system pressure to a reversible hydraulic motor through the bypass valve. The bypass valve has a manual override lever which also shows the valve position. The bypass valve shuts off pressure to the hydraulic motor and opens both ports of the motor to center hydraulic system return. The valve is moved from the normal position "two" to bypass position "one" during electric motor operation, to remove the hydraulic motor lock on the gearbox, and during flap system faults to shut down primary control operation.



GEARBOX

HYDRAULICELECTRIC

INBD

RODMODULE INPUT

CONTROL UNITOUTPUT ARM

DRIVE SHAFTCONNECTION

CONTROL

TE FLAP PDU(LOOKING AFT)

CONTROLVALVE MODULE

MANUAL

LEVEROVERRIDE

VALVEBYPASS RETURN PORT

HYDRAULICC SYS

PRESSURE PORT

C SYSHYDRAULIC

MOTOR RETURNHYDRAULICCASE DRAINHYDRAULIC MOTOR

MOTOR PRESSUREHYDRAULIC

CONTROL VALVE MODULE

BYPASSVALVE

CONTROL VALVE

MOTORMOTOR

CDDN

DN

RETURNINPUT CAM

CONT VALVE

NUL

PRESS

NORM

UP

BYPASS VLV UP

BYPASS

SUMMINGLEVER

C1CDC2

OPEN

CLOSED

BYPASS

NORM

INPUT ARMPILOT

FOLLOW-UPCAM

GEARBOX

HYDRAULIC MOTOR

ELECTRIC MOTORALTERNATE DRIVE

CONTROLVALVE MODULE

DRIVE (ARROWS = EXTEND)

ALT ARMSW

FSEU/

CONTROL UNIT

UNIT

SHAFT

FLAP PDU COMPONENTS



FLAP/SLAT SHUTOFF VALVE MODULE

Description

The flap/slat shutoff valve module provides center hydraulic system pressure to the flap and slat power drive units (PDU). The module has a priority valve, a flow regulator, and flap and slat solenoid-operated shutoff valves. The module is installed on the aft bulkhead in the right main gear wheel well, outboard of the PDU.

The priority valve permits flow only when center hydraulic pressure exceeds 1200 psi. The flow regulator, installed downstream of the priority valve, limits hydraulic flow to the flap and slat hydraulic motors to regulate maximum motor speed to control the rate of flap and slat extension or retraction. The flow regulator provides a maximum flow of 24 gpm.

The flap solenoid-operated shutoff valve depressurizes the hydraulic motor when the flaps are retracted and for flap/slat interlock (sequencing). The valve is spring-loaded open and electrically closed by flap/slat electronic unit (FSEU) control signals.

The slat solenoid-operated shutoff valve depressurizes both PDU hydraulic motors when the slats are in the commanded position and on retraction until the trailing edge flaps are retracted (interlock). The valve is spring-loaded open and electrically closed by flap/slat electronic unit (FSEU) control signals.



VALVE MODULEFLAP/SLAT SHUTOFF

FLOW REGULATOR

RIGHT WHEEL WELL

VALVEFLAP SOLENOID

VALVE (REF)SLAT SOLENOID

VALVE PRIORITY

TE FLAPPDU (REF)

ACTUATOR (REF)RELIEFFLAP LOAD

SLATPRESSURE

FLAPPRESSURE

VALVEFLAP SHUTOFF

RETURN PORTC HYD SYS

TOP VIEW

PRESSURE PORTC HYD SYSTEM

VALVE (REF)SLAT SHUTOFF

AFT BULKHEAD

POWER DRIVE UNITFROM FLAP

TO SLAT

DRIVE UNITS

FSEU

DRIVE UNIT

TO FLAP

VALVEFLAP SHUTOFF

VALVE

SLAT

VALVESOLENOIDFLAP

RTNPRESS

VALVEPRIORITY

REGULATORFLOW

C1C2VALVE

SLAT SHUTOFF

FSEU

RETURNPRESSURE

SYSTEMC HYDRAULIC

POWER

SOLENOID

POWER

FLAP / SLAT SHUTOFF VALVE MODULE



FLAP ROTARY ACTUATOR

General Description

The wing rotary actuators are installed in two support ribs mounted in the spoiler beam or wing rear spar. Three mounting brackets hold the actuator which is installed using a missing tooth reference on a reaction ring on a support rib.

The actuator output shaft is splined into a drive shaft installed in the support ribs. The drive shaft is connected to a flap drive arm. A flap position transmitter is mounted on the opposite side of the support ribs. The flap transmitter drive frame tangs fit in channels in the splined drive shaft, causing the drive frame to rotate with the drive shaft/drive arm and operate the transmitter.

A torque limit indicator pivots out of spring clips if the actuator torque limit is exceeded.



OUTBDACTUATOR 3 INSTALLATION

INDICATORTORQUE LIMIT

ACTUATORBRACKETMOUNTINGACTUATOR

POINTSATTACH

FLAPLINKAGE

BEAMSPOILER

SUPPORT

MOUNTED REACTIONRING (MISSING

STRUCTURALLY

ARM

FLAP

ARMFLAP DRIVE

FLAPTRANSMITTER

TRANSMITTER

TRANSMITTERSUPPORTBRACKETS

FRAMEHOUSING MOUNTING

BRACKET (3)ACTUATOR MOUNTING

RING (SPLINED)REACTION

DRIVESPLINED

SHAFT

DRIVE SHAFT)IN SPLINED(FIT IN CHANNELSTANGS (2)DRIVER FRAME

DRIVER FRAMETRANSMITTER

SUPPORT

SHAFTOUTPUTACTUATOR

(ACTUATOR 6 SIMILAR)

TOOTH REFERENCE)

RIBS

(3)

FWD

RIBS

DRIVE

TORQUE LIMIT INDICATOR

INDICATOR

SHAFTINPUT

LIMITER INDICATOR)(HOLDS TORQUE(BOTTOM HALF)RETAINING CLIP

REDUCTION

GEAROUTPUT RING

SHAFTOUTPUT

TORQUENO-BACK BRAKE

FIRST GEAR

INPUT SHAFT

LIMITER

GEAR

TRIP GEAR

TORQUE

(DISK)

LIMITER

TRIP GEAR

TORQUE

(DISK)

LIMITER

FLAP ROTARY ACTUATOR



INBOARD FLAPS

Flap Inboard Drive

The inboard flap inboard drive mechanisms are in the aft body fairings with the other six drive mechanisms in fairings on each wing. The flap support tube, extending outboard through the fairing, is attached to a track roller carriage mounted on a support track. Forward, mid and aft fairing doors are operated by drive rods to close the opening in the fairing when the flaps are retracted or fully extended. The door driver rods are connected to bell cranks operated by a door actuation cam track. The forward and aft doors, operated by the upper drive rod, are spring loaded closed. When the flaps are retracted the forward door is held open by the flap support tube with the mid and aft doors closed. All doors are open when the flaps are not fully retracted or extended. When the flaps are fully extended the aft door is held open by the flap support tube with the mid and forward doors closed.

The rotary actuator drive arm operates drive arms and linkage to move the flap section. Only the inboard flap drive mechanisms have roller carriages and support tracks, the other drive mechanisms use only the linkage for support.

Flap Outboard Drive

The inboard flap outboard drive mechanism is in a three section fairing on the wing structure. The rotary actuator in the support structure, operates drive arms and linkage connected to the main flap. A support beam holds the flap sections and drive mechanism.

The aft flap is operated by two pushrods, two bell cranks and a cam in the fairing. As the main flap extends, the forward bell crank, attached to support structure, pivots to push on the forward pushrod. This pivots the aft bell crank, mounted on the main flap, which pulls on the aft pushrod to rotate the cam counterclockwise. The cam roller, on the aft flap, then moves on the lower cam lobe which is concentric with the cam pivot point and the aft flap remains faired to the main flap. As the main flap approaches full extension, the forward bell crank pulls on the control rod causing the aft bell crank to push on the aft pushrod and rotate the cam clockwise. The roller then moves up on the non-concentric upper cam lobe pushing the aft flap away from the main flap.

This occurs as the flap fully extend from 25 to 30 units. The aft flap drive operates a slave rod assembly in the main flap connected to the other end of the aft flap. This drives both ends of the aft flap evenly to the gapped position. The aft flap is supported by two deflection control tracks, attached to the main flap aft spar, that ride on rollers in recesses in the aft flap.



6

125

43

RETRACTED

DOOR DRIVE

MAIN FLAP

AFTFLAP

SUPPORTTRACKFWD-DOOR OUTLINE

(DOOR CLOSED)

(DOOR CLOSED)MID-DOOR OUTLINE

FWD/AFT DOORDRIVE ROD FLAP SUPPORT

TUBEAFT-DOOR OUTLINE(DOOR OPEN)

TRACK ROLLERCARRIAGE

DRIVE

LINK

MID-DOORDRIVE ROD

BELL CRANKS

DOORACTUATIONCAM TRACK

DRIVEARM 4

3

5

1

2

LOAD ROLLER6

FULLY EXTENDED

ACTUATOR

INBOARD FLAP



OUTBOARD FLAP

The outboard flap is driven by two rotary actuators. Each actuator rotates a drive arm which operates drive arms and links to move the flap. A flap deflection control track and rollers are installed at the outboard end of the flap to prevent flap deflection from the wing. A roller on the inboard end of the flap engages in a fishmouth slot in the wing structure to prevent flap deflection when the flap is retracted.

An aerodynamic fairing covers both outboard flap mechanisms. The fairing consists of three sections.



SECTIONAFT FAIRING

FLAP

FLAP

CARRIAGE(ON FLAP)

(ON STRUCTURE)TRACK

MAIN FLAPASSEMBLY

(ON WING)DEFLECTION CONTROL TRACK

FLAP RETRACTED

DRIVE ARM

ACTUATORSUPPORT RIB

CARRIAGE AND TRACKDEFLECTION CONTROL

SPARREAR

OUTBOARD FLAP(EXTENDED)

FISHMOUTH SLOT(IN STRUCTURE)

(ON FLAP)ROLLER

REAR SPAR

FLAP EXTENDED

SPOILER

INBOARD END

ACTUATOR

CENTER FAIRINGSECTION

SECTIONFWD FAIRING

(ON CARRIAGE)ROLLERS

(EXTENDED)

(RETRACTED)

OUTBOARD FLAP



FLAPS / SLAT ELECTRONIC UNIT (FSEU)

General

The Flap / Slat Electronics Unit (FSEU) is the primary electronic control unit in the high lift system. It provides sequencing control, failure/asymmetry protection, system annunciation outputs, and flap load relief. During the alternate mode of operation, it does closed loop flap/slat positioning function.

The FSEU can help you find and isolate a failure in the TE flap system and the LE flap and slat system. Front panel BITE on the FSEU gives you an interface with the BITE functions in the FSEU.

The FSEU has a BITE panel with six switches. These are the functions of each switch:

• ON/OFF - starts or stops BITE display • MENU - shows the menu • YES or NO - response to question • Down arrow or up arrow - scrolls through menu or results

If you do not push a switch on the FSEU BITE panel in 5 minutes, the FSEU stops the BITE function and puts the display off.

These are the items in the main menu of the FSEU BITE:

• EXISTING FAULTS? • FAULT HISTORY? • GROUND TESTS? • OTHER FUNCTIONS?

EXISTING FAULTS?

The EXISTING FAULTS selection shows existing faults in the system and does a check of the interfaces to the FSEU.

FAULT HISTORY?

The FAULT HISTORY? selection shows past faults by flight leg. This fault data is in the non-volatile memory (NVM) in the FSEU.

GROUND TESTS?

The GROUND TESTS? selection lets you do these tests:

• TE flap load relief actuator test • TE flap load relief system test • Sensor checks • Display test

OTHER FUNCTIONS?

The OTHER FUNCTIONS? selection lets you do these functions:

• LRU configuration • Input/output monitor • Change FSEU output discretes • Erase faults



BITE INSTRUCTIONS:

CAGE CODE 81205MOD LEVEL

FMG DATE

SER NO.P/N 285T0049-

FLAP/SLAT ELECTRONIC UNIT

MODPMRSERMFR

OTHER FUNCTIONS-Shows other functions.GROUND TESTS-Shows list of ground tests. flight leg.FAULT HISTORY-Shows past faults byEXISTING FAULTS-Shows existing faults.

Push MENU to return to previous menu.

Push to move up in list.

Push to move down in list.

Push ON/OFF to start or end BITE display.Push YES or NO to reply to questions(?).

BITE MAIN MENU: ONOFF

NO

MENU

YES

FSEU

- ALTERNATE MODE CONTROL

SECTION 3 SECTION 2 - FLAP DISAGREE DETECTION - FLAP LOAD RELIEF FAILURE

DETECTION - MONITOR/ANNUNCIATION

CONTROL

SECTION 1 - FLAP SHUTOFF VALVE CONTROL - BYPASS VALVE CONTROL - FLAP LOAD RELIEF CONTROL - UNCOMMANDED MOTION DETECTION

SHUTDOWN - ASYMMETRY/SKEW DETECTION AND AND SHUTDOWN

- OUTPUT HYDRAULIC DEMAND DISCRETE

FLAP / SLAT ELECTRONIC UNIT (FSEU)



FLAP SYSTEM INTERFACE

Hydraulic Motor Operation

Failure protection shutdown, flap/slat sequencing, long-term pressure shutoff, and load relief during hydraulic motor operation are provided by flap slat electronic unit (FSEU) section 1 through control of the flap shutoff valve, load relief actuator and bypass valve. These control functions require inputs from a flap lever rotary variable differential transformer (RVDT), a flap position transmitter RVDT (from a Flap stabilizer position module (FSPM)), flap position transmitter resolvers and slat power drive unit (PDU) RVDTs. Alternate arm switch input inhibits failure protection shutdown and load relief functions in FSEU 1.

Electric Motor Operation

FSEU section 3 controls the electric motor using inputs from the alternate flap selector switch and a flap position transmitter RVDT (from a FSPM). The flap alternate arm switch operates the PDU bypass valve and engages the electric motor clutch.

Position Indication

Flap position transmitter syncros operate the flap indicator syncros. FSEU section 3 controls a flap reference transfer relay using inputs from a flap position transmitter RVDT (from a FSPM) and slat PDU RVDT.

Fault Annunciation

A fault light and messages are control by FSEU section 2 using inputs from a flap lever RVDT, alternate arm and position selector switches, flap position transmitter RVDT (from a FSPM) and slat position (from FSEU sections 1 and 3). FSEU section 1 controls a single fault message and inputs to section 2 for existing faults.



MECHANICALELECTRICALHYDRAULIC

ARINC 429

TE

ALTN ALTN

LE

20

NORM

1

UP

3025

155

ALTN FLAPS

EDGETRAILING

EDGELEADING

FLAP LIMIT (IAS)

FLAPS

515

3025

20

1

UP

B

FLAPLEVER

240K

220K

210K

195K

162K

190K

C

VALVEBYPASS

FLAP REFXFR RLY

VALVECONTROL

MOTOR

MOTOR

CLUTCH

GEARBOX

ACTUATORS

L/C/RFSPM

ROTARY

FLAP PDU

ELECTRIC

HYDRAULIC

RVDT (2)

VALVE

RVDT (4)

INBD/OUTBD

FLAP

FLAP XMTRASSEMBLY

FLAP/SLATSOV MODULE

SHUTOFF

E

D

A

A E

SLAT PDU

ACTUATOR

LOADRELIEF

C

D

DRIVE

FSEU

TE FLAPS

B

EICAS

ADIRU

FDR

- ADP LOGIC- ECS

PSEU

- CNFIG WARN

CENTERHYD SYS

FLAP SYSTEM INTERFACE



FLAP HYDRAULIC OPERATION

Flap control lever, or load relief actuator, operation of the power drive unit (PDU) control unit input cam, moves the control valve module control valve from the null position. Center hydraulic system pressure is then provided to the hydraulic motor through the control valve module bypass valve. Flap drive shaft rotation operates the control unit follow-up cam to return the control valve to null. When the control valve is at null and the bypass valve is at normal, there is a hydraulic lock on the motor to hold the gearbox and flap drive.

Hydraulic pressure to the motor can be shutoff by the Flap/Slat Shutoff Valve module flap shutoff valve or by the bypass valve in the PDU control valve module. .

Pressure is shutoff to the motor as follows using the Flap/Slat Shutoff Module:

• The flap solenoid valve is powered by the flap/slat electronic unit (FSEU) to close the flap shutoff valve when the flaps and flap lever are up or, on extension, until the leading edge slats have moved to their intermediate position.

• If pressure is shutoff at the Flap/Slat Shutoff Valve Module the hydraulic lock remains on the motor

Pressure is shutoff to the motor as follows using the Bypass valve:

• The bypass valve is positioned to bypass when the alternate flap system arm switch is actuated or by the FSEU during flap system failure.

• If pressure is shutoff by the bypass valve the motor can be rotated by the gearbox.



REGFLOW

TO SLAT POWERDRIVE UNITS

C HYDRAULICSYSTEM

PRESS RETURN

SLAT

SOLENOIDFLAP

VALVE

FSEU

SHUTOFFVALVE

SLAT

SOLENOIDVALVE

FSEUPRIORITYVALVE

C2SHUTOFFVALVE

FLAP

C1

ASSYCONT UNIT

CONTROL

MODULEVALVE

CDDN

DN

RETURN

(ARROWS = EXTEND)

ELECTRIC MOTORALTERNATE DRIVE

DRIVE SHAFTHYDRAULIC MOTOR

INPUT CAM

GEARBOX

ARMPILOT INPUT

(WORM GEAR)QUILL SHAFT

CONT VALVE

NUL

PRESS

NORM

UP

BYPASS VLV UP

BYPASSSUMMING LEVER

C1CDC2

OPEN

CLOSED

BYPASS

NORM

ALT ARMSW

FSEU/

PRESSURERETURN

LEGEND

FOLLOW-UPCAM

FLAP HYDRAULIC OPERATION



FLAP LOAD RELIEF MECHANISM

The flap load relief (alleviation) mechanism is on the aft wall of the right wheel well above the Power Drive Unit (PDU). The mechanism is comprised of a bell crank and electric actuator connected to two control rods which operate the pilot input arm of the PDU control unit.

When the actuator is retracted the control rods are aligned between the aft quadrant crank and pilot input arm. When the actuator is extended, the bell crank moves the control rods out of alignment, pulling up on the pilot input arm. This inputs to the control unit and control valve to position the flap drive to 20 units with the lever at 25 or 30 units.

The actuator in controlled by the Flap Slat Electronic Unit (FSEU).



AFT QUADRANTFROM TE FLAPINPUT SHAFT

PILOTINPUT ARM

(FLAPS 30)

AFT QUAD CRANK(LEVER 30)

LOAD RELIEFACTUATOR

CONTROL

CRANK (LEVER UP)AFT QUADRANT

AFT QUADRANTCRANK UP STOP

LOAD RELIEF

LOAD RELIEFACTUATOR

BELLCRANK

LOAD RELIEF MECHANISM

(FLAP 20)

RODS

IN LOAD RELIEF

INPUT RODS

FLAP LOAD RELIEF MECHANISM



FLAP LOAD RELIEF SYSTEM

General Description

The load relief (alleviation) system prevents excessive air loads on the flaps by automatically limiting flap extension when airspeed is too high for flaps 25 or 30.The system will limit flap position to a maximum of 20 units when the airspeed equals or exceeds 172.5 knots with the flap lever at 30 units or 182.5 knots with the flap lever at 25 units. Operation requires a valid airspeed input from either Air Data Inertial Reference Unit (ADIRU).

Load relief system operation is inhibited when:

• Alternate Flap System is ARMED • Center Flap Stabilizer Position Module (FSPM) failure • Flap lever transmitter (RVDT) failure • Loss of 26 volt ac power supply

Load relief operation is latched after actuation and is reset by reduction in airspeed to 168.5 knots for flap extension to 30 units and to 178.5 knots for extension to 25 units. Airspeed must be valid from either ADIRU to reset. If both ADIRUs are invalid the latches can be reset by moving the flap lever to 25 or 20 units.

The only indication during flap load relief is the position indicator needles indicating flap movement.

The trailing edge amber light and the FLAP LOAD RELIEF advisory message will illuminate if the system fails when load relief is required. Disagreement annunciation between flap lever and flap position and the flap failure protection shutdown system are inhibited during load relief operation.

Load relief operation is controlled by Section 1 of the FSEU, fault annunciation is controlled by section 2.

A FLAP LOAD RELIEF (C) message is displayed, when there is a failure of the flaps to relieve from 30 to 25 units. FSEU section 2 provides the fail input for the EICAS computers, and illuminates the TRAILING EDGE light. If the flaps fail to return to 30 from 25 units when the airspeed decreases below 168.5 knots, FSEU section 2 provides a TE FLAP DISAGREE message and illuminates the TRAILING EDGE light.

Load Relief System operation is Inhibited when:

• Alternate Flap System is ARMED • Center Flap Stabilizer Position Module (FSPM) failure • Flap lever transmitter (RVDT) failure • Loss of 26 volt ac power supply.



<20VALID<178.5

>182.5

<168.5VALID

C FSPM (P50)

P10

LATCH

<25

>172.5

RESET

RESET

LATCH

EXTEND

RETRACT

ELEC (S,M)

FSEU (E2-4)(SECT 1)

SUPPLYPOWER

FLAP LEVER RVDT FAIL

FLAP LEVER POSNRVDT 2

DISAGREE& FLAP FAIL PROT

RELIEFLOAD

ALT FLAP

(P3-1)ARM SW

XMTR 4

28V DC

115V AC

DATA BUS 4

3025

>20

28V AC FAIL

FSPM FAIL

ARMED INHIBIT

LOAD

INHIBITRELIEF

AIRSPEED

AIRSPEED

ARINC429

POSNARM SWALTN FLAP

R ADC INPUT VALID

ARINC429 L ADC INPUT VALID

EXTENDED

RETRACTEDBRAKE

RETRACTED

FLAP LOAD

(P33)RELIEF

CONT

NOT

EXTENDEDNOT

EICAS CMPTR(S)

FLAP/SLAT

POSITIONFLAP LEVER

FLAP POSN

L ADIRU (E1-3)

R ADIRU (E2-3)

TRANSFORMERSENSOR PWR

RELIEF ACTUATORFLAP LOAD

DATA BUS 4

FLAP LOAD RELIEF SYSTEM



FLAP ALTERNATE DRIVE CONTROL

The flap Power Drive Unit (PDU) alternate drive electric motor is controlled by the Flap Slat Electronic Unit (FSEU). The FSEU receives command inputs from the alternate flaps position selector switch. Alternate flap arm switch inputs are also used by the FSEU for relay control as well as for direct control of the PDU bypass valve.

The FSEU controls alternate flap relays to provide power to the reversible PDU electric motor.

A right wing drive position transmitter inputs to a flap stabilizer position module (FSPM) which provides flap drive position to the FSEU. This provides an FSEU closed loop control system, similar to primary drive, to turn off the electric motor when flap drive and selector switch inputs agree.



P50 ELECTRICAL

ELECTRICALCONNECTOR

FSPM

SYSTEMS CARD FILE

FLAP POSITIONTRANSMITTER, POSITION 5

(OUTBOARD VIEW)

OUTBD

DRIVE SHAFTRIGHT WING

GEARBOX

VALVEBYPASS

ELECTRIC

ALTERNATE

TE FLAPS POWER DRIVE UNIT(RIGHT WHEEL WELL)

MOTOR

DRIVE

1FWD

ALT FLAP

P33

RELAYS

BITE INSTRUCTIONS:


FMG DATE



MODPMRSERMFR







NO

MENU

YES

EDGETRAILING

EDGELEADING

FLAP LIMIT (IAS)

FLAPS

515

3025

20

1

UP

240K

220K

210K

195K

162K

190K

20

NORM

1

UP

3025

155

ALTN FLAPS

TE

ALTN ALTN

LE

LOCK OVRD

OFF

270KRETRACTUP

270K-.82MEXTENDED

DN320K-.82MEXTENDED

DN

OFF

EXTENSIONALTN GEAR

GEAR OVRDGND PROX/CONFIG

FLAP OVRDGND PROX

OVRD OVRD

SWITCHSELECTORPOSITIONALT FLAPS

ALTERNATE

SWITCHFLAP ARM

(P3-1)ALTERNATE FLAP CONTROL

INPUT TOFLAP PDUBYPASS VLV

CONTROLLED BY ALT FLAP ARM SW1

FSEU

FLAP ALTERNATE DRIVE CONTROL



FLAPS POSITION TRANSMITTER

Flap position transmitters are installed on the support ribs for all eight flap drive mechanisms and connected to the splined drive shaft operated by the rotary actuator. Two types of flap transmitters are used which have different faces to insure correct installation. The two types of transmitters contain different components.

The transmitters are rotated internally by a driver frame engaged, by tangs, in the splined drive shaft. The two tangs are different size with one having a rig pin hole to insure correct installation. A cutout in the transmitter assembly face fits around an adjustment fitting on the mounting structure. The adjustment fitting and mounting bolts hold the transmitter in position. There are three rig pin holes in the transmitter with a placard identifying the flaps 30 position.

The transmitter is installed with a rig pin through the flaps 30 rig pin hole and the tang with the flaps hydraulically extended to 30 units. With the mounting bolts finger tight in the elongated mounting holes, the adjustment fitting is used to center the tang in the splined drive shaft.



FLAP POSITION TRANSMITTER(TYPICAL)

APSLF 3 0 PSN

O

PDU

TRANSMITTER 1

TRANSMITTER 3

TRANSMITTER 4

TRANSMITTER 5

TRANSMITTER 8TRANSMITTER 2

TRANSMITTER 7

TRANSMITTER 6

TRANSMITTERASSY 1 AND 8

TRANSMITTER ASSEMBLY2, 3, 4, 5, 6 AND 7

FLAP POSITION TRANSMITTER



FLAP POSITION TRANSMITTER ASSEMBLIES

Transmitter Assemblies 1 and 8

Transmitter assemblies at the 1 and 8 flap drive positions contain a resolver and a Syncro. The syncros are powered directly from the 28 VAC buses and drive syncros in the flap indicator. Syncro failures are shown by flap needle operation. The resolvers are powered by 28 VAC from Flap Slat Electronic Unit (FSEU) section 1. Failures are shown by FLAP/SLAT ELEC status/maintenance messages and by the associated FSEU XMTR fault light during Built-in-test (BITE) operation. Resolver failure causes loss of flap asymmetry shutdown protection by FSEU section 1.

Transmitter Assemblies 3, 4 and 5 for Flap Stabilizer Position Modules

Transmitter assemblies at the 3, 4 and 5 flap drive positions contain resolvers and rotary variable differential transformers (RVDT). The resolver in the transmitter assembly at drive position number 3 is unpowered. Resolvers 4 and 5 operate the same as 1 and 8. The RVDT's are powered and monitored by Flap Stabilizer Position Modules (FSPM) which input flap drive position to the FSEU. RVDT or FSPM faults are shown by FLAP/SLAT ELEC status/maintenance messages and by FSPM fault lights on the FSEU during BIT operation. The FSPM's have BITE to identify RVDT or module faults.

Flap Lever Transmitters

Two rotary variable differential transformers (RVDT) are operated by a flap lever gearbox in the control stand. Access is through the right side of the control stand. RVDT number 1 inputs flap lever position to flap slat electronic unit (FSEU) section 2 and RVDT number 2 to inputs FSEU section 1.

The RVDT's are installed in electrical null alignment with the lever at fifteen units plus 4.5 degrees. The RVDT signal voltage is then checked at each lever position and adjusted as required by rotating the RVDT in its clamp.

A failure of either transmitter is indicated by FLAP SLAT ELEC status/maintenance messages. FSEU testing indicates the failed RVDT by a fault light.

RVDT number 2 is also monitored for correct rig voltage with the flaps and slats up and the altitude is above 20,000 feet or airspeed is greater than 270 knots.

A BIT/verify test will display the faulted flap lever RVDT voltage by displaying the MISRIG light. The flap lever and flaps must be in the UP position when testing for this fault.

The RVDT misrig condition will be indicated by the FLAP SLAT ELEC message.



EICAS

RVDT NO.3 RVDT NO.4 RVDT NO.5

FLAP/SLAT ELEC S/M

FLAP LIMIT230K

210K

210K

180K

250K

15

20

2530

UPFLAPS

170K

1

RL

10

TRANSMITTER NO. 4

TRANSMITTER NO. 3

TRANSMITTER NO. 1

XMTR 5-RIGHT (SECT 1)M492 FLAP POSITION

XMTR 1-LEFT (SECT 1)M473 FLAP POSITION

POSITION XMTR 2 (SECT 1)

M100 AIR DATAXMTR 8-RIGHT (SECT 1)M489 FLAP POSITION

(SECT 2)TEST COMPLETE

POSITION XMTR 2 (SECT 3)M548 OUTBD SLAT PDUPOSITION XMTR 2 (SECT 3)M549 INBD SLAT PDUCOMPUTER-RIGHT (SECT 1)M101 AIR DATA

M603 FLAP LEVER

XMTR 4-LEFT (SECT 1)M476 FLAP POSITION

ELECTRONIC UNIT (SECT 2)M545 FLAP/SLATPOSITION XMTR 1 (SECT 1)M544 OUTBD SLAT PDUPOSITION XMTR 1 (SECT 1)M483 INBD SLAT PDUCOMPUTER-LEFT (SECT 1)

POSITION XMTR 1 (SECT 2)M604 FLAP LEVER

RIGHT (SECT 3)

ELECTRONIC UNITFLAP/SLAT

(SECT 2)TESTINGVERIFY

BIT/

TESTPRESS/

M603 FLAP LEVERSWITCH (SECT 1)S846 HYD PRESSURE

M548 OUTBD SLAT PDURVDT MISRIG (SECT 3)

RVDT MISRIG (SECT 1)

TRANSMITTER NO. 5

TRANSMITTER NO. 8

LEFTFSPM

CENTERFSPM

RIGHTFSPM

RVDT(FSPM)

SYNCRO(INDICATION)

SYNCRO(INDICATION)

RESOLVER(TE ASSYM)

RESOLVER(TE ASSYM)

RESOLVER(TE ASSYM)

RESOLVER(TE ASSYM)

RESOLVER(TE FLAP

DISAGREE)

B

BA C

C

A

LEVERFLAP

XMTRNO.1XMTRNO.2

FLAP DISAGREE

FLAP SHUTDOWN

XMITRNO.3

XMITERNO.4

(XMTER FAIL)

(TE SHUTDOWN)

BITE INSTRUCTIONS:


FMG DATE



MODPMRSERMFR







NO

MENU

YES

FSEU

M603 FLAP LEVER

FLAP POSITION TRANSMITTER ASSEMBLIES



FLAPS POSITION INDICATION

General

The flap position indicator syncro receivers (needles) are driven by the syncro transmitters in the flap position transmitter assemblies at flap drives one and eight. Flap drive transmitter one operates the left needle, flap drive transmitter eight operates the right needle.

The syncro transmitters drive the syncro receivers to show flap position whenever the flap/ref. transfer relay is de-energized. This relay is controlled by the FSEU using flap and slat drive position transmitter inputs and is de-energized when the slats or flaps are extended. The flaps are retracted when needles are at up or 1. The Flap position transmitters position the needles at 1 through 30 to show flap positions of up, 5, 15, 20, 25 or 30 units.

The flap position indicator up position shows that all the leading edge slats are retracted.

Slat Position Indication

Left and right needles are operated by synchro receivers in the flap position indicator that are driven by synchro transmitters in flap position transmitters one and eight. Both synchro receivers can also be driven by two fixed reference signal transmitters that position the needles at up and one-half unit. An intermediate/retract relay, controlled by the Proximity Switch Electronic Unit (PSEU), and a flaps/reference transfer relay, controlled by the Flap/Slat Electronic Unit (FSEU), switch the indicator synchro receivers between the flap position synchro transmitters and the reference signal transmitters.

Operation

With the flaps and slats retracted both relays are energized and both needles are driven by the retracted reference signal transmitter. When any of the 24 slat proximity sensors show a target far the PSEU de-energizes the flap intermediate/retract relay and switches the needles to the intermediate reference signal transmitter.

When both slat power drive unit (PDU) position transmitters show the PDU’s at their intermediate, or takeoff position, the FSEU de-energizes the flaps reference transfer relay and the needles are switched to the one and eight flap

position transmitters which position the needles to one unit with the flaps retracted. From one to 30 units the needles are driven by their respective flap position transmitter.

On retraction the FSEU energizes the transfer relay when the flaps are retracted and either slat PDU is less than takeoff to move the needles to one-half unit. The PSEU energizes the intermediate/retract relay when all slat sensors (24) have near targets to move the needles to up.



FLAP POSITION INDICATION

XMTR 5

XMTR 1

XMTR 8

FLAPS

515

3025

20

1

UP

FIXED 1/2

SLATS INTMD

XMTR (P33)REF SIGNAL

FIXED UP

REF SIGNALSLATS RET

P50

FLAPS REFTRANSFERRETRAC (P33)

FLAPS INTMD/

28V DC28V AC

P11

115V ACR BUS

R BUS28V AC

INBD SLAT PDU 2TRANSMITTER

TRANSMITTEROUTBD SLAT PDU 2

FSEU (E2-4)

28V AC EXC GOOD

= RETRACTEDFSPM GOOD

< T/ORVDT GOOD

SUPPLYPOWER

FLAP POSNLOGIC

INBD SLATPOSN LOGIC

POSN LOGICOUTBD SLAT

REF XMTRSELEC

PSEU (E1-2)

POSN INDLE SLATS

ALL SLATRETRACTED

R FSPM

(SECT 3)

P11

< T/ORVDT GOOD

XMTR (P33)

(P33)



FLAP/STAB POSITION MODULES (FSPM)

Three identical Flap Stabilizer Position Modules (FSPM) power the flap position transmitter assembly rotary variable differential transformers (RVDT) at flap drive positions 3, 4, and 5. The FSPM receive an analog AC voltage signal from the RVDT and output flap position analog DC voltage signals and flap position discrete signals to various airplane systems. Each Flap Slat Electronic Unit (FSEU) section receives flap position from a different FSPM. The alignment of FSPM to FSEU section is shown on the FSEU with the left FSPM to section 2, center FSPM to section 1 and right FSPM to section 3.

The RVDT input is monitored by the FSPM to detect a failed transformer. FSPM primary and monitor channels both generate signals which are compared by an outputs monitor to detect a module failure. Only the primary signal is output from the FSPM. RVDT or module faults shut down the FSPM analog and discrete outputs. A low voltage signal caused by a failed RVDT or FSPM causes the associated FSEU section to initiate a FLAP/SLAT ELEC message. The faulted FSPM input is then identified by the FSEU built-in-test.

Testing of the FSPM is done by selecting Existing Faults on the six button front face bite as per the aircraft maintenance manual.



XFMR

MODULE

BIT/VERIFY

FLAP XMTR

STAB XMTR

TEST GOOD

115V AC

FLAP POS

28V AC

FLAP POS

L FSPM (P50)

FLAP POS

28V AC

L FSPML FSPM

GND PROXSPLR CNTL

ENG IGN CNTLFSEU (SECT 2)

EEC

TMSAFDS

SAME AS

STALL WARNING

STAB TRIM

SPLR CNTL

FSEU (SECT 3)

ENG IGN CNTL

PACK FLOW CNTL

AFDS

EEC

R FSPM (P50)C FSPM (P50)

LAND CONF WARN

AFDS

SAME ASPACK FLOW CNTL

T/O CONF WARN

STALL WARNING

FSEU (SECT 1)

SPLR CNTL

XMTR 3

XMTR 4 XMTR 5

STAB TRIM

STAB TRIM

FLAP / STAB POSITION MODULES (FSPM)



FLAPS ASYMMETRY PROTECTION SYSTEM

The flap asymmetry protection system shuts down (bypasses) the flap primary drive and illuminates the TE FLAP ASYM message and produces the appropriate Existing Fault when a flap drive asymmetry condition is detected.

Resolvers in flap position transmitter assemblies one and eight and four and five are compared by the flap slat electronic unit (FSEU) section 1 to detect a disconnect in the flap drive system. A difference in resolver degree input between resolvers one and eight or between four and five equivalent to 43 1/4 drive shaft revolutions causes immediate system shutdown and fault annunciation (approximately 12% of flap drive full travel). If the resolver difference remains for five seconds the fault and annunciation are latched.

If the asymmetry no longer exists, the latch can be reset by pushing the flap alternate arm switch on and off, by opening and closing the FSEU 1 control circuit breaker, or by moving the flaps and flap lever to the retracted position.



TE

ALTN ALTN

LE

FLAPS

515

3025

20

1

UP

1EDGETRAILING

EDGELEADING

FLAP INDICATORFSEU (E2-4)

XMTR 8

LATCHASYMCOMPARE:1&8, 2&7,

115V ACSTBY BUS

28V AC EXC FAIL

(SECTION 1)

RESET

FLAP LEVER = UPFLAP = UP

CYCLED

XMTR 1

XMTR 4 XMTR 5

XMTR 7

XMTR 6

XMTR 2

XMTR 3

EXCV

3&6, 4&5

COMPARE:1&2, 3&4,5&6, 7&8

SKEW

EICAS COMPUTERS (E8)

SHUTDOWNFLAP

TE FLAP ASYM (B)

FLAP/SLAT ELEC (S,M)

RSRS

RS

RS

RS

RS

RS

RS

5 SEC

28V ACSUPPLYPOWER

1

DIFFERENCE 43.25 DRIVE SHAFT REVOLUTIONFLAP DISAGREE/FLAP LIGHT (SECT 2)

2

2

FLAP ASYMMETRY PROTECTION SYSTEM



LEADING EDGE SLATS

General Description

Extension of the leading edge slats improves wing stall characteristics enabling higher angles of attack for takeoff and climb and increased maneuvering margins during approach and landing.

There are five outboard and one inboard slat surfaces on each wing. The slats are numbered from the left to the right wing tip. 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.

Primary Control

The leading edge slats are controlled by inputs from the flap lever. The flap lever operates a cable system to the slat aft quadrant which is connected to the inboard and outboard slat Power Drive Units (PDU).

A hydraulic motor powers each PDU gearbox, which operates drive shafts, gearboxes and rotary actuators connected to the slats. There is a separate PDU and drive system for the inboard and outboard slats.

Krueger seal flaps, operated by the inboard slat drive system, are fully extended when the inboard slats are in takeoff (sealed) position.

Slat Alternate Control

The PDU gearbox can also be operated by an electric motor for alternate system operation. The electric motor is controlled by the flap slat electronic unit (FSEU).

CAUTION: BEFORE OPERATING FLAPS OR SLATS, ENSURE THAT ENGINE STRUT ACCESS DOORS, INBOARD FAN COWLING, AND THRUST REVERSER COWLING ARE NOT IN THE PATH OF SLATS, TO PREVENT DAMAGE.



ACTUATORFLAP DRIVEKRUEGER

FLAP DRIVEKRUEGER

CONTROL SHAFT

SUPPORTBEARING

SHAFTDRIVE

GEARBOXANGLE

OUTBD PDU

ANGLE GEARBOX

INBD PDU

OUTBOARDINBD

GEARBOX

FLAP LEVER

(2)

OUTBD SLATROTARY

(20)

QUADRANTSLAT AFT

FSEU

FLAP PDU(REF)

(4)

ACTUATOR

PSEU

FSPM (3)

FLIGHTDECK

EICAS

ALT POS SEL SWALT ARM SW

FLAP INDICATION

TRANSMITTERSPOSITIONFLAP LEVER

(2)

SLAT (2)SLAT (10)

MEC

ACTUATOR (4) INBD SLAT ROTARY

SUPPORTBEARING

LEADING EDGE SLATS



SLAT POWER DRIVE UNITS (PDU)

General

The inboard and outboard slat power drive units (PDU) are located in the forward wing/body fairings. The PDU are mounted on the wing front spar by a support attachment with two fasteners and a support rod. The PDU are similar. The outboard PDU is larger than the inboard with larger hydraulic and electric motors required to drive ten slat surfaces.


Access to each PDU is through panels on the bottom of the wing below each PDU. A tool (ground lock) can be installed on the gearbox so the PDU cannot be operated with either the electric or hydraulic motor.



INBOARD SLAT PDU

OUTBOARD SLAT PDU

HYDRAULICMOTOR

GEARBOX

PDUGROUNDLOCK

GEARBOX

ELECTRIC

DRIVESHAFT

DRIVESHAFT

(BOTTOM VIEW)

ELECTRICMOTOR

SUPPORTATTACHMENT

SUPPORT ROD

MOTOR

HYDRAULICMOTOR

(LOOKING INBOARD)

GEARBOX

DRIVESHAFT

INBDFWD

SLAT POWER DRIVE UNIT (PDU)



INBOARD SLAT KRUEGER SEAL FLAP DRIVE SYSTEM

Krueger Seal Flap Drive

A single Krueger seal flap is mounted between the inboard slat and engine strut on each wing. The flap extends down and forward from beneath the wing leading edge to form a seal between the inboard slat and engine strut.

The Krueger seal flap rotary actuator is connected to the inboard slat outboard actuator by a drive shaft through two universal joints. The Krueger seal flap extends fully as the leading edge slats extend from the fully retracted to the intermediate (takeoff) position. The drive linkage allows for slat extension to the fully extended position without further Krueger seal flap extension.

The Krueger seal flap is a two-section structure. The bull nose is operated by linkage from the seal door.


The Krueger seal flap rotary actuator can be removed by disconnecting at the flap drive link and the drive shaft input universal joint. An adjustable stop screw on leading edge structure is used to fair the Krueger seal flap with the wing leading edge when retracted



BULL NOSE

FWD

BULL NOSE

ROTARYACTUATOR

WINGLEADINGEDGE

ROTARYACTUATOR

INBD

DRIVE SHAFTFROM INBD SLATOUTBD ROTARYACTUATOR

INBOARDSLAT (REF)

INBOARD SLAT KRUEGER SEAL FLAP DRIVE SYSTEM



INBOARD SLAT DRIVE AND TRACKS

Description

Each inboard slat is extended and retracted by two control rods each connected to a rotary actuator arm and a fitting on the aft side of the slat. The main support for the slat is by an "A" frame at the inboard end, a support arm at the center and a main track, with emergency down stop, at the outboard end, all mounted to the wing front spar. The slat is held in position on the main support components and the control rods by three auxiliary track arms. The slat is attached to each auxiliary track arm at two places to prevent slat rotation and provide slat angle positioning by the profiled auxiliary track. The auxiliary tracks position the inboard slats at 12 degrees when extended to the intermediate or takeoff position and at 30.3 degrees when fully extended.



TRACK ARMAUXILIARY

ROTARYACTUATORARM

MAIN TRACKMAIN SUPPORTARM

PIVOT POINT(MOUNTED TO FRONTSPAR SUPPORT FITTING)

(MOUNTED TO FRONTSPAR SUPPORT FITTING)

PIVOT POINTS

CONTROL RODACTUATOR

TRACK ARM(3)

AUXILIARY

STRUCTURESLAT SUPPORT

(INSIDE SLAT)

STRUCTURE(A-FRAME)

MAIN SUPPORT

WINGLEADINGEDGE

CONTROL RODACTUATOR

ACTUATORCONTROLROD

TRACK ARMAUXILIARY

WING LEADINGEDGE SUPPORT LINK

AUXILIARY TRACK

SUPPORT BRACKET

SLAT

(OUTBOARD END)MAIN SUPPORT TRACK

EMERGENCYDOWN STOP

WING LEADINGEDGE

ROLLER

MAIN TRACK

ROLLERS

SLAT

AUXILIARY TRACK (3)(OUTBOARD SHOWN)

SLAT CONTROL ROD (2)

INBOARD SLAT DRIVE AND TRACKS



OUTBOARD SLAT DRIVE AND TRACKS

Description

Each outboard slat is extended and retracted by two control rods each connected to a rotary actuator arm and a fitting on the aft side of the slat.Two main tracks, with emergency down stops, support the slat. These tracks extend into recesses in the wing fuel tanks when the slats are retracted.The slat is held in position on the main tracks and control rods by two auxiliary track arms. The slat is attached to the auxiliary track arms at two places to prevent slat rotation and provide slat angle positioning by the profiled auxiliary track. The auxiliary tracks position the outboard slats at 26 degrees when extended to the intermediate (takeoff) position and at 35 degrees when fully extended.



SLATFRONTSPAR

ROLLERS

LEADING EDGEWING

ACTUATORROTARY ROLLER

MAIN TRACK

MAIN TRACK (2)

DOWN STOPEMERGENCY

ARMROTARY ACTUATOR

AUXILIARY TRACK (2)

BRACKETSUPPORT

SLAT

TRACK ARMAUXILIARY

TRACKAUXILIARY

EDGEWING LEADING

FITTINGALIGNMENT

FRONT SPAR

LINKSUPPORT

VIEW LOOKING UP THROUGH

MAIN TRACK

CONTROL ROD

AUXILIARYTRACKS

TYPICAL FOR ALL OUTBOARD SLATS

(INSIDE SLAT)

SLAT SUPPORTFWD

INBD

FRONT SPAR

MAINTRACK

ROD (2)ACTUATOR CONTROL

ACTUATOR

WING LEADINGEDGE

ACTUATORCONTROL ROD

FWD

STRUCTURE (TYP)

BOTTOM OF WING

OUTBOARD SLAT DRIVE AND TRACKS



SLAT FSEU / PSEU INTERFACE

Operation

FSEU:

The Flap/Slat Electronic Unit (FSEU) controls the slat shutoff valve during hydraulic motor operation to sequence the flaps and slats and for long-term system depressurization. The FSEU controls the PDU bypass valves for hydraulic motor shutdown for uncommanded motion and asymmetry failures. Inputs to the FSEU for PDU bypass valve operation for uncommanded motion shutdown and for control of the slat shutoff valve are from flap lever and PDU rotary variable differential transformers (RVDT). Inputs to the FSEU for PDU bypass valve operation for asymmetry shutdown are from the proximity switch electronic unit (PSEU) and a flap lever RVDT. The FSEU uses disagree and asymmetry signals from the PSEU to control the leading edge fault light and caution messages. Alternate position selector switch and PDU RVDT inputs are used by the FSEU for electric motor operation.

PSEU:

The Proximity Switch Electronic Unit (PSEU) monitors proximity sensors on each slat to detect disagree and asymmetry faults. The PSEU receives flap lever and alternate position selector switch inputs from the FSEU for disagree fault detection. The PSEU signals the FSEU when either fault is detected.

The flap position indicator is controlled by a transfer relay controlled by the FSEU and an intermediate/retract relay controlled by the PSEU.


The FSEU and the PSEU have built-in-test equipment to identify faulted components in the slat control and indication system.



ON/OFFMENU

NOYES

BITE INSTRUCTIONS:

THE BOEING COMPANY


FMG DATE



MODPMRSERMFR

OTHER FUNCTIONS-Shows other functions.GROUND TESTS-Shows list of ground tests.flight leg.FAULT HISTORY-Shows past faults byEXISTING FAULTS-Shows existing faults.





BITE MAIN MENU:

FSEU (E2-4)

- ALTERNATE MODE CONTROLSECTION 3 SECTION 2

- FLAP DISAGREE DETECTION - SLAT DISAGREE INDICATION

SECTION 1 - SLAT SHUTOFF VALVE CONTROL - BYPASS VALVE CONTROL - UNCOMMANDED MOTION DETECTION

SHUTDOWN - ASYMMETRY/SKEW ANNUNCIATION AND AND SHUTDOWN

- SLAT COMMAND DISCRETE OUTPUT - SLAT DISCRETE TO STALL WARNING

- SLAT CMD DISCRETE TO PSEU

SENSORSPROXIMITY

SLAT DISAGREE

SLAT ASYMMETRY

LE SLAT

SEL SW POSITIONFLAP LEVER & POSN

SLAT POSITION

L/R STALLWARNING

LANDINGCONFIG

ENGINE

WARNINGIGNITIONCONTROLPSEU (E1-2)

67 7

PRESS/TEST

SYSTEM

NEAR

FARTARGET

TARGET

PROXIMITY SWITCH

TARGETSENSOR CARD

VERIFY TARGET TEST

BIT RESET

SENSOR CHANNEL SELECT

SLAT FSEU / PSEU INTERFACE



SLAT SYSTEM INTERFACE

Hydraulic Motor Operation

Slat failure protection shutdown, flap/slat sequencing and long-term hydraulic pressure shutoff are controlled by Flap Slat Electronic Unit (FSEU) section 1 operation of the slat shutoff valve or the power drive unit (PDU) bypass valves.

These control functions require inputs from a flap lever rotary variable differential transformer (RVDT), PDU RVDT, Flap Stabilizer Position Module (FSPM), and the Proximity Switch Electronic Unit (PSEU). An alternate arm switch armed input inhibits failure protection shutdown in FSEU section 1.

Electric Motor Operation

FSEU section 3 controls the electric motors using inputs from the alternate flap position selector switch and PDU RVDTs. The slat alternate arm switch operates the PDU bypass valves and engages the electric motor clutches.

Position Indication

The PSEU controls slat position transmitters to position the flap position indicator synchros to the up and one-half unit positions. The PSEU monitors proximity sensors on each slat for flap position indication and fault detection.

Fault Annunciation

A leading edge fault light and EICAS disagree message are controlled by FSEU section 2 using inputs from a flap lever RVDT, alternate arm and position selector switches, an FSPM, FSEU section 1 and the PSEU. FSEU section 1 controls the asymmetry fault message and inputs to section 2 for illumination of the leading edge fault light. FSEU section 2 provides flap lever/alternate position selector switch position to the PSEU for disagree fault detection.



VALVESHUTOFF

TE

ALTN ALTN

LE

20

NORM

1

UP

3025

155

ALTN FLAPS

EDGETRAILING

EDGELEADING

FLAP LIMIT (IAS)

FLAPS

515

3025

20

1

UP

B

C

VALVEBYPASS

VALVECONTROL

MOTOR

MOTOR

CLUTCH

GEARBOX

ACTUATORSROTARY

SLAT PDU (TYP)

ELECTRIC

HYDRAULIC

RVDT (2)

L/C FSPM

SLAT

PROXSENSORS

FLAP/SLATSOV MODULE

EA

AE

C

DRIVE

FSEU

LE SLATS

FLAPLEVER

EICAS

CENTERHYD SYS

HYDPRESS

PSEU

RVDT(2)

(4 INBD)(20 OUTBD)

B

-STALL WARNING

-CONFIG WARNING-ENGINE IGNITIONMECHANICAL

ELECTRICALHYDRAULIC

SLAT SYSTEM INTERFACE



SLAT HYDRAULIC OPERATION

General

Flap lever operation of the power drive unit (PDU) pilot input arm operates the control unit input cam, to move the control valve module control valve from the null position. Center hydraulic system pressure is then provided to the hydraulic motor through the control valve module bypass valve. Slat drive shaft rotation operates the control unit follow-up cam to return the control valve to null. When the control valve is at null and the bypass valve is at normal, there is a hydraulic lock on the motor to hold the gearbox and slat drive.

Operation

Hydraulic pressure to the motor can be shutoff by the flap/slat shutoff valve module slat shutoff valve or by the bypass valve in the PDU control valve module.

Pressure is shutoff to the motor as follows using the Flap/slat shutoff valve module:

• The slat solenoid valve is powered by the flap/slat electronic unit (FSEU) to close the slat shutoff valve when the slat drive and flap lever are in agreement or, on retraction, until the trailing edge flaps are up.

• If pressure is shutoff at the flap/slat shutoff valve module, the hydraulic lock remains on the motor.

Pressure is shutoff to the motor as follows using the bypass valve:

• The bypass valve is positioned to bypass when the alternate slat system arm switch is armed or by the FSEU during slat system failure.

• If pressure is shutoff by the bypass valve, the motor can be rotated by the gearbox.



REGFLOW

FLAP PDU

C HYDRAULICSYSTEM

PRESS RETURN

SOLENOIDFLAP

VALVE

FSEU

SHUTOFFVALVE

SLAT

FSEU

SLAT PDUOUTBD

PRIORITYVALVE

C1SHUTOFFVALVE

FLAP

C2

SLATSOLENOIDVALVE

RETURNPRESSURE

LEGEND

CONT UNIT ASSY

CONTROL

MODULEVALVE

DN

DN

ELECTRIC MOTORALTERNATE DRIVEDRIVE SHAFTHYDRAULIC MOTOR

INPUT CAM

GEARBOX

FOLLOW-UP CAM

PILOT INPUT ARM

(WORM GEAR)QUILL SHAFT

CONT VALVE

NULL

PRESS

NORM

UP

BYPASS VLV UP

BYPASS

SUMMINGLEVER

C1CDC2

OPEN

CLOSED

BYPASS

NORM

ALT ARMSWITCH

FSEU/

INBOARD PDU SHOWN OUTBOARD IS SIMILAR

NOTE:

PRESS SWSLAT SOV

CD

EICAS

PDU RVDT NOT SHOWN FOR CLARITY REASONS

1

1

RETURN

SLAT HYDRAULIC OPERATION



SLAT ALTERNATE DRIVE CONTROL

General

The slat inboard and outboard Power Drive Unit (PDU) alternate drive electric motors are controlled by the Flap Slat Electronic Unit (FSEU). The FSEU receives command inputs from the alternate flaps position selector switch and slat drive position from rotary variable differential transformers (RVDT) on each PDU. Using these inputs, section 3 of the FSEU controls relays to provide power to the reversible electric motors on both PDU.

Operation

The slat alternate arm switch directly controls the bypass valves on the PDU during alternate drive operation to remove the hydraulic motor lock on the PDU gearbox. The arm switch also controls power to the FSEU for relay control.

The FSEU compares the command and slat drive position inputs separately in the inboard and outboard slat systems for individual, closed-loop motor control.

Electric motor turn off does not occur simultaneously on the inboard and outboard slat systems due to different degrees of extension at the intermediate (takeoff) and fully extended positions.



ON/OFFMENU

NOYES

BITE INSTRUCTIONS:

THE BOEING COMPANY

CAGE CODE 81205MOD LEVELFMG DATE


FLAP/SLAT ELECTRONICS UNIT

MODPMRSERMFR


Push MENU to return to previous menu.Push to move up in list.



BITE MAIN MENU:

FSEU (SECT 3) (E2-4)ALTERNATE SLATCONTROL (P3-1)

ALT SLAT RLYS (P37)

P37

TO SLAT PDUBY-PASS VLV

TE

ALTN ALTN

LE

20

250K

NORM

FLAPS

515

3025

20

1

UP

EDGETRAILING

EDGELEADING

1

UP

3025

155

ALTN FLAPS

FLAP LIMIT (IAS)225K

215K

205K

170K

190K

ALT FLAPSPOSITIONSELECTORSWITCH

SLAT ARMSWITCH

ALTERNATE

MOTORELECTRICALT DRIVE

PDU BY-PASS

ALT DRIVE

GEARBOX

MOTORELECTRIC

RVDT

VALVEPDU BYPASS

INBOARD SLAT PDU OUTBOARD SLAT PDUCONTROLLED BYALT SLAT ARM SW

1

1

1

VALVE

RVDT

GEARBOX

SLAT ALTERNATE DRIVE CONTROL



SLAT SENSOR/TARGET POSITIONS

General

Each proximity sensor is powered and monitored by the Proximity Switch Electronic Unit (PSEU) to detect a target near or far condition.

Sensor Location

On the outboard slats the sensor and retract target at the inboard auxiliary track are mounted further aft on structure and the auxiliary track arm, respectively, than the sensor/target on the outboard auxiliary track. On the inboard slats the sensor/targets at the outboard auxiliary track are mounted further aft.

Operation

When the slat is fully retracted the retract target on the auxiliary track arm is near to the proximity sensor. When the slat is in the intermediate (takeoff) position the auxiliary track roller ball assembly target is near on the inboard auxiliary track on the outboard slats and the outboard auxiliary track on the inboard slats. When the slat is fully extended, the near sensor/targets are reversed, with the roller ball assembly target near on the outboard auxiliary track for the outboard slats and the inboard auxiliary track for the inboard slats.


A target out of adjustment or a faulted sensor would be detected by the PSEU as a slat asymmetry condition. The PSEU built-in test (BITE) would identify the faulted component by a sensor/target code and sensor or target fault light.

Proximity Sensor/Target Installation

A proximity sensor is installed on wing leading edge structure near the inboard and outboard auxiliary tracks on each slat. The sensor is actuated by either a retract target, riveted on the auxiliary track arm, or a roller bolt assembly at the aft end of the auxiliary track arm that holds the track arm on the track. On each slat one sensor is installed farther aft on wing structure than the sensor near the other auxiliary track with its retract target installed the same distance aft on the auxiliary track arm.

Operation

When the slat is retracted both retract targets are near to their sensors due to the offset (staggered) sensors and targets.

As the roller bolt assemblies (targets) are in the same position at the aft end of each auxiliary track arm, one sensor/target is near and one far at the intermediate slat position with the near/far target positions reversed at the slat fully extended position.



SENSOR (FAR)SENSOR (NEAR)

POSITIONINTERMEDIATE

SENSOR (NEAR)

(OUTBOARD SLAT SHOWN)

FULLY EXTENDEDPOSITION

SENSOR (FAR)

POSITIONFULLY RETRACTED

SENSOR (NEAR)SENSOR (NEAR)

B

INTERMEDIATESLATS

SLAT 1

SLATS FULLYA

RETRSLATS FULLY

EXTENDED

C

CODETARGET

SENSOR/

N1 = TARGET NEAR (TARGET ON AUXILIARY TRACK ROLLER BOLT OPPOSITE SWITCH)F = TARGET FAR (TARGET ON AUXILIARY TRACK ROLLER BOLT OFFSET FROM SWITCH)N2 = TARGET NEAR (TARGET ON AUXILIARY TRACK ARM OPPOSITE SWITCH)

SLATNO.

S276 (OUTBD)

S277 (OUTBD)S282 (INBD)

S283 (INBD)




S281 (INBD)S287 (OUTBD)






S300 (INBD)

N2N2N2N2

N2N2

N2N2

N2N2

N2N2

N2N2

N2N2

N2N2

N2N2

N2N2

N2N2

N1N1FF

N1N1FF

N1N1FF

N1N1FF

N1N1FF

FFN1N1

FFN1N1

FFN1N1

FFN1N1

FFN1N1

FFN1N1

FFN1N1

1

2

3

4

5

6

7

8

9

10

11

12 S294 (OUTBD)

TABLE 102

FWD

INBD

FWD

SLAT 12

PS

TT

T

T LANDING

PS

TAKEOFF

SLATMOTION

POSITIONFULLY RETRACTED

PSEU

67 7

PRESS/TEST

SYSTEM

NEAR

FARTARGET

TARGET

PROXIMITY SWITCH

TARGETSENSOR CARD

VERIFY TARGET TEST

BIT RESET


SLAT SENSOR / TARGET POSITIONS



SLAT SENSORS AND TRANSMITTERS

PDU Position Transmitters

The slat Power Drive Unit (PDU) rotary variable differential transformers (RVDT) are powered and monitored by the Flap Slat Electronic Unit (FSEU). One RVDT on each PDU is powered by and inputs to FSEU section 1, RVDT two is powered by and inputs to FSEU section 3. A failed RVDT causes display of the FLAP/SLAT ELEC status/maintenance messages. FSEU testing indicates the failed RVDT by a Existing Fault message.

RVDT two on the outboard PDU is also monitored for correct rig voltage when the slats are retracted and altitude is above 20,000 feet or airspeed is above 270 knots. A Ground Test will display the RVDT Misrig Existing Fault message.. The flap lever and slats must be in the UP position when testing for this fault.

A misrig condition will be indicated by the FLAP SLAT ELEC message.



INBOARDSLATS PDU

NOTE: INBOARD PDU RVDT(S) ARE SIMILAR TO OUTBOARD PDU RVDT(S)

(RVDT COVER REMOVED)A-A

UNITCONTROL

RVDT 2

CLAMP BOLT(2 ON EACH RVDT)

CLAMPRVDT 1

INBDOUTBOARD SLAT PDU

RVDTS

ALIGNMENT MARKSELECTRICAL NULL

RVDT

(VIEW LOOKING INBOARD)

RVDT COVER

GEARBOX

CONTROLUNIT

SCREW, WASHER(6)

A

A

SLAT SENSORS AND TRANSMITTERS



SLAT PSEU BITE

General Description

The Proximity Switch Electronics Unit (PSEU) monitors slat system proximity sensors and targets to detect faults and signal the Flap/Slat Electronic Unit (FSEU) for protective shutdown and display of the slat asymmetry and disagree indications.

LE Slat Asymmetry

A slat system sensor or target fault causes the slat asymmetry fault indications. The PSEU BITE will show the faulted component when tested.

System test code 506 is used to test only the leading edge slat system;target test is used to test single sensor/target inputs.

LE Slat Disagree

A faulted slat normal or alternate command discrete input to the PSEU from the FSEU can cause the slat disagree fault indications. PSEU BITE will show the faulted input when tested.



67 7

PRESS/TEST

SYSTEM

NEAR

FARTARGET

TARGET

PROXIMITY SWITCH

TARGETSENSOR CARD

VERIFY TARGET TEST

BIT RESET


ON/OFFMENU

NOYES

BITE INSTRUCTIONS:

THE BOEING COMPANY

CAGE CODE 81205MOD LEVELFMG DATE


FLAP/SLAT ELECTRONICS UNIT

MODPMRSERMFR






BITE MAIN MENU:

FSEU (E2-4)

R SLAT #12 OUTBD

421422423424425

428

LDG GR LVR DOWN 1LDG GR LVR DOWN 2

426427

DISCRETE INPUTS

SLAT CMD TO RET 1SLAT CMD TO RET 2SLAT CMD TO T/O 1SLAT CMD TO T/O 2SLAT CMD TO LDG 1SLAT CMD TO LDG 2

CODES 423-428 FROMFSEU M545

L SLAT #1 OUTBDL SLAT #2 OUTBDL SLAT #3 OUTBDL SLAT #4 OUTBDL SLAT #5 OUTBDL SLAT #6 INBDL SLAT #1 INBDL SLAT #2 INBDL SLAT #3 INBDL SLAT #4 INBD

R SLAT #11 OUTBDR SLAT #10 OUTBDR SLAT #9 OUTBDR SLAT #8 OUTBDR SLAT #7 INBDR SLAT #12 INBDR SLAT #11 INBDR SLAT #10 INBDR SLAT #9 INBDR SLAT #8 INBDR SLAT #7 OUTBD

L SLAT #5 INBDL SLAT #6 OUTBD

28V DC INPUT POWER

276277278279280281282283284285286287294295296297298299300301302303304305

CARGO DOOR CONTROLT/R IND LEFTT/R IND RIGHT T/R AUTO RESTOW LT/R AUTO RESTOW RENTRY DOOR CONTROLDOOR SYSTEMLG SYSTEM #1LG SYSTEM #2LE SLATS

400

406407408409

401*402*403*404*405*

LEADING EDGE SLATS

CODE SENSOR (TARGET)

LEFT FRONT DOOR RIGHT FRONT DOOR

NOTE: LRU(S) ARE DISPLAYED ON A LAST IN - FIRST OUT BASIS.

CARD SLOT NUMBER (001-007 LEFT SIDE, 008 BITE

* NOT INSTALLED ON ALL AIRPLANES

MISRIGGED OR DAMAGED SENSOR IS TESTED. THE CARD FAULT LIGHT WILL ILLUMINATE WHEN THE ON EACH SENSOR FOR THAT CARD SLOT (SEE INSIDE TABLE).

CODE 503 DOOR SYSTEM CODE 502* ENTRY DOOR CONTROL

CODE 500 CARGO DOOR CONTROL CODE 501* ALL T/R SYSTEMS

CODE DDD DEACTIVATED OR NOT INSTALLED ON THIS AIRPLANE. CODE CCC SYSTEM TEST (VERIFY) IN PROGRESS. (FLASHING).

SAME SLOT IS FAULTED AGAIN, PERFORM TARGET TEST WITH GOOD CARD. REPLACE CARD IF FAULT FOLLOWS. IF

NUMBER EXCEPT FOR RIGHT THRUST REVERSER. WITH TARGET LIGHT, CODE INDICATES SENSOR ITEM CODE 150-305 FAILED SENSOR WITH SENSOR LIGHT OR FAILED TARGET

SELECT TEST CODE WITH CHANNEL SELECT:

BITE INSTRUCTIONS (AIRCRAFT MUST BE ON GROUND)

INCHES FROM RECTANGULAR SENSOR. INTERCHANGE CARD BY DAMAGED SENSOR OR TARGET BEING LESS THAN .03 DURING VERIFY TEST OR TARGET TEST MAY BE CAUSEDNOTE: PROXIMITY CARD FAULT (CODES 001-004 OR 013-016)

CODE EEE MEMORY CLEARED (RESET).

CODE AAA AIRCRAFT IN AIR MODE. CODE 999 SYSTEM TEST (VERIFY) COMPLETE. CODE 888 LAMP TEST (PRESS/TEST). CODE 421-428 DISCRETE INPUT FAILURE. CODE 400-409 SUBSYSTEM INPUT POWER FAILURE.

FOR CARD 001-004 OR 013-016 FAILURE. MODULE, 009-016 RIGHT SIDE). SEE NOTE BELOW

CODE 001-016 FAILED CARD WITH CARD LIGHT. CODE INDICATES CODE 000 MEMORY RECALL (BIT) COMPLETE.

DISPLAY

PRESS TARGET TEST SWITCH TO DISPLAY POSITION OF TARGET. SELECT SENSOR CHANNEL WITH CHANNEL SELECT SWITCH.

C-TARGET TEST (DISPLAY DELAYED APPROX. 5 SECONDS)

PRESS VERIFY SWITCH AGAIN FOR NEXT LRU. PRESS VERIFY SWITCH. FAILED LRU IS DISPLAYED AT END OF TEST.

ALL OTHER CODES = ALL SYSTEMS PLUS MEMORY TEST.

PRESS RESET SWITCH TO CLEAR MEMORY.

CODE 505 LG SYSTEM NO. 2CODE 504 LG SYSTEM NO. 1

CODE 507 ALL SYSTEMSCODE 506 LE SLATS

SWITCHES SIMULTANEOUSLY TO RESET.

B-SYSTEM TEST

PRESS BIT SWITCH AGAIN FOR NEXT LRU. PRESS BIT SWITCH TO DISPLAY FAILED LRU.

NOTE: IF NO BITE RESPONSE, PRESS PRESS/TEST & TARGET TEST

A-MEMORY RECALL AND RESET

PSEU (E1-2)

SLAT PSEU BITE



SLAT ASYMMETRY INDICATION

General

The Proximity Switch Electronic Unit (PSEU) monitors each slat to detect a difference between left and right wing slat positions (asymmetry). Inboard and outboard slat system PSEU proximity card logic signals, based on sensor/target near or far position, input to the PSEU logic card to detect an asymmetry condition in either system. There are two logic position signals from the proximity card to the logic card for each slat. On the logic card the two left inboard and two right inboard position signals are grouped separately. On the outboard slat system the ten left and ten right position signals are grouped separately. The logic card also groups the position signals by slat position - retracted, intermediate (takeoff) and fully extended.

Operation

The PSEU detects an inboard or outboard slat asymmetry condition when the proximity card position signals to the logic card show a difference between the left and right groups for any of the slat positions, e.g. the position signals for the outboard slat system show all sensor/targets near in the left group and one sensor/target far in the right group at the intermediate (takeoff) position.

When an asymmetry is detected, a PSEU driver inputs a signal to the flap slat electronic unit (FSEU). The signal is latched until the asymmetry signal from the PSEU is removed. If an asymmetry shutdown is latched, by moving the flap lever, the asymmetry latch can be reset by cycling the alternate slat arm switch if the PSEU has removed the asymmetry signal. If an asymmetry latch is set for longer than four seconds (ten seconds in alternate drive), the slat light and LE SLAT ASYM caution message are displayed. The indication will be displayed until the FSEU asymmetry latch is reset.


Slat asymmetry indication is caused by an actual asymmetry resulting from a disconnected slat drive system or a slat sensor or target fault.



POSITIONR OUTBD SLATPOSITIONL OUTBD SLAT

ASYMSLAT

FSEU (SECT 1)

28V AC FAIL

PDU XMTR FAILLEVER OR SLAT

ALT OPER

HYD OPER

OUTBD ASYM

OUTBD ASYM

LE SLAT ASYM (B)

FLAP/SLAT ELEC (S,M)

PSEU

EICAS

10 S

4 S

L/R STALLWARNING

LANDINGCONFIG

ENGINE

WARNINGIGNITIONCONTROL

OUTBD SLATSASYM S/D

SHUTDOWN

NOTE: OUTBOARD SHOWN INBOARD IS SIMILAR

EDGELE LIGHT

LEADING

SLAT ASYMMETRY INDICATION



SLAT DISAGREE INDICATION

General

The proximity switch electronic unit (PSEU) compares slat position signals from proximity sensors at each slat with flap lever or alternate flap position selector switch position inputs from the flap slat electronic unit (FSEU) to detect a slat disagreement.

Operation

When the flap lever is moved during primary drive slat system operation or the alternate flap position selector switch is moved during alternate operation, the PSEU sends a disagree signal to the FSEU. When the proximity sensors show agreement with slat command the PSEU removes the disagree signal. A PSEU disagree input is inhibited in the FSEU when any of the following conditions exist.

• Either inboard or outboard slat PDU is moving toward the flap lever or alternate flap position selector switch position (command) in primary or alternate operation

• The flap drive is moving toward the flap lever position in primary operation

• The slats are commanded up in primary or alternate operation and the flaps are not retracted

• A slat asymmetry condition exists

If the PSEU disagree signal is present after the inhibits are removed, the FSEU causes display of the LEADING EDGE light and LE SLAT DISAGREE caution message after ten seconds.


Slat disagree indications are displayed when the PSEU detects all sensors in the inboard or outboard group in disagreement with command.

This condition is caused by a jammed slat drive, command input without hydraulic or electrical drive power, or a faulted FSEU flap lever or alternate position selector switch position input to the PSEU.



250K

FLAPS

515

3025

20

1

UP

EDGETRAILING

EDGELEADING

FLAP LIMIT (IAS)225K

215K

205K

170K

190K

TE

ALTN ALTN

LE

20

NORM

1

UP

3025

155

ALTN FLAPS

FLAP/SLAT ELEC

LE SLAT DISAGREE

SLATPOSITION

COMMANDEDPOSITION

FLAPLEVERPOSN

ALTNFLAPPOSNSW

FSEU(SECT 1)

28V AC FAIL

L FSPM FAILFLAP LEVERPOSN XMTRFAIL

(S,M)

(B)

EICAS COMPUTERS

INBD SLAT SEQUENCEDURING RETRACT

FLAPS MOVING TOWARD CMD POSNINBD SLATS PDU MOVINGTOWARD CMD POSN

PSEU

FSEU (SECT 2)

10

SLAT ASYM(SECT 1)

SW = NORM

ARMED

NOTE: INBOARD SLATS SHOWN OUTBOARD SLATS SIMILAR

FLAP INDICATOR(P3-1)

7

SLAT DISAGREE

SLAT DISAGREE INDICATION



SLAT ASYMMETRY AND FAILURE PROTECTION SHUTDOWN

Operation

Asymmetry Protection Shutdown:

An asymmetry condition detected by the Proximity Switch Electronic Unit (PSEU), in the inboard or outboard slat systems, is signaled to the Flap Slat Electronic Unit (FSEU) for protective shutdown. The asymmetry signal is latched in the FSEU and annunciated until the signal is removed by the PSEU. If the flap lever is moved with a latched asymmetry, the FSEU energizes the inboard or outboard slat fail protection and asymmetry relay to bypass the hydraulic motor. The shutdown and asymmetry annunciation are latched and will not reset if the PSEU removes the asymmetry signal. Cycling the alternate slat arm switch on and off will reset the asymmetry shutdown latch, de-energize the fail relay, and energize the bypass valve normal relay to restore hydraulic motor operation and clear the asymmetry annunciation.

Failure Protection Shutdown when: The FSEU compares the flap lever and power drive unit (PDU) transmitters (RVDT) to detect uncommanded movement of the inboard or outboard slat systems. If the slats are moving away from the flap lever position, the FSEU operates the fail relay to bypass the hydraulic motor. The failure shutdown latch can be reset by cycling the alternate slat arm switch to de-energize the fail relay, energize the normal relay and restore hydraulic motor operation. The latch also resets when the flap lever is up and the slats are retracted.


When the inboard or outboard fail protection and asymmetry relay is energized, other than by an asymmetry shutdown latch, LE SLAT SHUTDOWN status and maintenance messages will be displayed. Cycling the alternate slat arm switch on and off will clear the message and restore hydraulic motor operation by positioning the bypass valve from the bypass to the normal position.



RELAY

SLAT BYPASSVLV NORMAL

FSEU (SECT 1)

1

1

1

1

INBD SLAT

AND ASYMFAIL PROT

ALT ARM SW ARMEDPDU POSN = LEVER

PSEU (E1-2)

FLAP XMTR FAILURESLAT XMTR FAILURE

ALT ARM SW ARMED

LEVER MOVEMENT

ASYMMETRY (SHUTDOWN)

LATCH

LATCHEICAS

SUPPLY

LEVER IN DETENT

ASYMMETRY (NO SHUTDOWN)

SLAT ASYMANNUNCIATIONASYMMETRY

SLATS = LEVER

FLAP XMTR FAILURESLAT XMTR FAILURE

ALT ARM SW ARMED LATCH

UNCOMMANDED MOTION

AWAY FROM POSNSLAT MOVING

FSEU SENSOR

POWER28V AC

P37POWER XMTRSTBY BUS

115V AC

CYCLE THE ALT SLAT ARM SW TO RESET

SHUTDOWN(S/M)

LE SLAT

FLAP LEVER

XMTR 2

SLAT ALT ARM SWNORM

VALVESLAT BYPASS

BYPASS

28V DC

SLAT PDU

XMTR 1

A

2

A

TO ALT

(CLUTCH)

NOTE: INBD SHOWNOUTBD IS SIMILAR

S/D

ELEC MOTOR

RELAY

SLAT ASYMMETRY & FAILURE PROTECTION SHUTDOWN

B767 ATA 27 Student Book

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Transcript of B767 ATA 27 Student Book