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Ata27 2

The document provides an overview of the rudder system in aircraft, detailing its primary functions such as yaw control, trim, and turn coordination. It explains the rudder controls operated from the cockpit, the mechanics of pedal adjustments, and the rudder indication systems. Additionally, it covers the tail section transmission and differential mechanisms, including load relief devices that prevent structural damage during flight.

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0% found this document useful (0 votes)

100 views279 pages

Ata27 2

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Lufthansa Technical Training

PRIMARY FLIGHT CONTROLS FUNDAMETALS

RUDDER
ATA27

RUDDER
INTRODUCTION
The basic function of the rudder is to achieve yaw control, or in other words, to
control the aircraft around the vertical axis.
On large aircraft you can differentiate 3 main rudder functions during cruise
flight. It is used to trim the aircraft, for turn coordination along with the ailerons
and roll spoilers, and for dutch roll damping.
FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 01|Intro/A/B1 Page 254

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RUDDER
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FOR TRAINING PURPOSES ONLY!

Figure 127 Rudder

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RUDDER
ATA27
FOR TRAINING PURPOSES ONLY!

Figure 130 Rudder Pedal Operation

HAM US/F-5 MeA 01.12.2007 04|Rud Contr/A/B1 Page 261
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RUDDER
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PEDAL ADJUSTER
In this segment we see how a pedal adjuster can be used to change the
position of the rudder pedals according to the length of the pilot’s legs.
An input to the pedal adjuster is made via the pedal adjuster handle located
between the left and right pedals.
An input from the pedal adjuster handle is transmitted to a screwjack. The
screwjack moves the yoke forward or backward, and the push−pull rods, the
arm assemblies and therefore also the rudder pedals are repositioned.
FOR TRAINING PURPOSES ONLY!

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FOR TRAINING PURPOSES ONLY!

Figure 131 Pedal Adjustment

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RUDDER
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RUDDER INDICATION
Rudder position is indicated on the EICAS display.
The indications show that when the left pedal is pushed forward, the rudder
moves to the left. As you know this causes the aircraft to turn to the left.
A rudder trim position indicator, located beside the rudder trim knob, displays
any changes in the neutral position of the rudder.
The springloaded rudder trim knob returns to the centre position when it is
released again.
FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 06|Rud Ind/A/B1 Page 264

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FOR TRAINING PURPOSES ONLY!

Figure 132 Rudder Indication

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RUDDER
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TAIL SECTION TRANSMISSION

You have already seen how the input from the rudder pedals is transmitted to
the forward rudder quadrant.
This input is then transmitted from the forward quadrant via the rudder cables
to the aft rudder quadrant; from the aft quadrant via the tail section
components to the rudder servo actuators, and from the servo actuators to the
rudder surface.
The basic function of the tail section components is to transmit the rudder
control input to the rudder servo actuators.
On all aircraft the tail section components include the rudder trim, feel and
centering mechanism and the rudder load relief devices.
However, there are basic differences in the construction of these components
on Boeing and Airbus aircraft.
First we will take a look at an example of the 747. A torque shaft in the tail
section receives the input from the rudder pedals and provides outputs to the
upper rudder load relief device and the lower rudder load relief device.
Shear rivets in the upper and lower output rods protect the rudder system
against partial jamming.
Note that the rudder pedals must be operated very gently during the flight
control check on all Boeing aircraft to prevent damage to the shear rivets.
The torque shaft supports the rudder feel, trim and centering mechanism.
FOR TRAINING PURPOSES ONLY!

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FOR TRAINING PURPOSES ONLY!

Figure 133 Tail Section

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RATIO CHANGER
The electric motor receives airspeed signals from the flight control computer
and adjusts the position of the output crank accordingly.
The position of the output crank then determines the relationship between the
input from the rudder pedals and the output to the rudder servo control
actuators.
Note that the position of the output crank does not restrict rudder pedal input.
The higher the airspeed, the more the output crank will limit rudder travel for a
given rudder pedal input.
In a given situation the aircraft is flying at a low speed, 200 knots.
The electric motor has positioned the output crank.
At higher airspeed the electric motor repositions the output crank, and the
same input from the rudder pedals results in less output to the rudder servo
control actuators. In other words, at high airspeeds less rudder travel is
permitted.
FOR TRAINING PURPOSES ONLY!

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FOR TRAINING PURPOSES ONLY!

Figure 139 Flight Control Computer

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RUDDER
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TRAVEL LIMITATION UNIT

The travel limitation unit performs the load relief function on Airbus aircraft.
The main components of the travel limitation unit are:
an electric motor,
screws, and
adjustable stops.
The electric motor receives airspeed signals from the flight control computer,
and operates the screws to adjust the position of the stops accordingly.
The input lever connects the input from the rudder pedals, which comes via the
differential mechanism, to the output to the rudder servo control actuator.
The travel of the input lever, and therefore of the rudder pedals and of the
rudder, is restricted by the adjustable stops.
FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 13|Trav Lim Unit/B1 Page 280

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Adjustable Stops

Figure 140 Travel Limitation Unit

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ELEVATORS
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ELEVATORS
CONTROLS AND INDICATION
You have learned already that control of the aircraft around the pitch axis is
achieved by the elevators.
On large aircraft the horizontal stabilizer also has a role to play in pitch control.
The elevators can be controlled by 2 control columns in the cockpit, 1 for the
captain and 1 for the first officer, or by the electro−hydraulic autopilot actuators.
A sidestick is used to control the elevators on aircraft with a fly by wire system.
In this lesson we concentrate on the control columns.
The control columns are pulled backward to deflect the elevators upward and
produce an aircraft nose up reaction; they are pushed forward to deflect the
elevators downward and produce a nose down reaction.
The control columns are rigidly mounted on a torque tube.
The torque tube is supported by bearings on the aircraft structure. Crank arms
on each end of the torque tube transmit the column movement via a rod on the
left side to the forward quadrant, and via a rod on the right side to the cable
crank.
In most aircraft you can find stick shakers on the control columns. A small
electric motor in the stick shaker initiates a vibration of the control columns to
alert the pilots when the aircraft approaches a stall condition.
FOR TRAINING PURPOSES ONLY!

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ELEVATORS
ATA27
FOR TRAINING PURPOSES ONLY!

Figure 141 Controls and Indication

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ELEVATORS
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ELEVATOR FEEL SYSTEM

You know from earlier lessons that aileron and rudder feel depend only on the
force of a centering spring and that they are the same on ground and during
flight. The elevator feel system is a bit more complicated than this.
The elevator feel system must prevent dangerous control inputs at the control
columns to avoid dangerous manoeuvrers and to improve passenger comfort.
To do this the elevator feel system must receive information about the airspeed
and the aircraft loading.
The graph at the top right of the graphic shows the relationship between force
and movement of the control column. You can see on the graph that 5daN of
force is used to push the control column fully forward.
With low feel simulation, you can see on the graph that 5daN of force is used
to push the control column fully backward.
With a high feel simulation, the same force produces a smaller control column
displacement. Here for example, the column is deflected 10 forward. When
the same force was used with a low feel simulation, the column was deflected
fully forward.
The pilot needs a high feel simulation for smaller elevator deflections at high
airspeeds or when flying an aircraft with lower weight on board.
FOR TRAINING PURPOSES ONLY!

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ELEVATORS
ATA27
FOR TRAINING PURPOSES ONLY!

Figure 145 Elevator Feel System

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ELECTRICAL FLIGHT CONTROL SYSTEM
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introduction cont.
In the electrical flight control systems on modern Airbus aircraft the
conventional control columns are replaced by side stick controllers located to
the left of the Captain and to the right of the First Officer
This saves weight and leaves a free space in front of the pilots.
We will use the Airbus example to explain the general architecture and basic
functions of an electrical flight control system.
Before we go into more detail you should be familiar with the EFCS basic
control principle.
When the pilot provides an input order to the computer via the side stick, the
computer calculates the necessary output order and sends it to the hydraulic
actuator.
The actuator moves the surface, in our example the elevator, until the surface
position feedback signal cancels the control order.
The computer needs additional information about the aircraft response to
calculate the output order and to ensure a smooth, economic and safe
operation.
The main information required is:
aircraft roll and pitch attitude,
airspeed,
accelerations,
angle of attack ,
and flight/ground status.
When the autopilot is switched on, it provides the input orders to the computers
instead of the side stick.
FOR TRAINING PURPOSES ONLY!

The pilot input always has priority, because when the side stick is moved the
autopilot disconnects.

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Figure 155 Transmission System

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GENERAL ARCHITECTURE
For the general architecture and the components of an electrical flight control
system we change our view and look at the aircraft from above.
All flight control surfaces can be controlled by the computers of the electrical
flight control system.
This includes:
the ailerons on both wings for roll control,
the spoiler panels, either working to support the ailerons for roll control or
used as speed brakes,
the rudder for yaw control,
the elevators for pitch control,
and the horizontal stabilizer for pitch trim.
FOR TRAINING PURPOSES ONLY!

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FOR TRAINING PURPOSES ONLY!

Figure 156 EFCS Computers

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general architecture cont.

Hydraulically operated servo control actuators transfer the electrical signal from
the flight control computers into a mechanical motion.
Two independent servo control actuators are installed for each elevator and
aileron.
One actuator actively controls the surface and the other is used as standby and
provides a damping function.
Which of the actuators is active depends on the aircraft type and on the
availability of the flight control computers and hydraulic systems.
One servo actuator is installed for each spoiler panel. This is because even in
the event of a failure the remaining spoilers are sufficient for operation.
FOR TRAINING PURPOSES ONLY!

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Figure 157 Servo Control Actuator

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COCKPIT CONTROLS
The rudder and horizontal stabilizer in some aircraft types, like the A 320, can
be moved not only by the signals from the electrical flight control computers but
also by a mechanical input.
The electrical flight control computers use input signals from cockpit controls
for calculation of the flight control orders.
These signals come primarily from the 2 side stick controllers but also from the
speed brake lever.
If this lever is moved out of the retract position, the speed brakes will deploy.
A third control input comes from the rudder trim knob on the pedestal.
FOR TRAINING PURPOSES ONLY!

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Figure 158 EFCS Computers

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cockpit controls cont.

The 2 almost identical side stick controllers are the main pilot interface to the
electrical flight control system.
The only difference between them is that the Captains side stick is operated by
the left hand and the First Officers by the right hand.
FOR TRAINING PURPOSES ONLY!

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Figure 159 Side Stick Controllers

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SIDESTICK COMPONENTS
Each side stick controller consists of the side stick itself and the
electromechanical components which transfer the stick motion into the
electrical signal.
FOR TRAINING PURPOSES ONLY!

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Figure 160 Sidestick Components

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sidestick components cont.

The forward and backward motion of the side stick rotates the pitch axis and
moves the associated components.
The left and right motion rotates the roll axis and moves the associated
components.
The pitch and roll transducer units contain several potentiometers which
transfer the side stick motion into a proportional electrical signal for the
electrical flight control computers.
The pitch and roll dampers and the balance weight stabilize and damp the
mechanical motion to get a stable electrical signal from the transducers.
The pitch and roll artificial spring feel units provide a proportional counterforce
against the stick deflection and automatically center the stick when it is
released.
FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 08|Sidestick Components/B1/B2 Page 322

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Figure 161 Motion of the Side Stick

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SIDESTICK OPERATION AND MONITORING

The electrical signals of the 2 sidestick controllers are normally added
algebraically to give a common input signal to the computers.
The fact that the signals are added algebraically means that if 1 stick is
deflected to the maximum, the other pilot cannot control the aircraft in both
directions. This can become dangerous if 1 stick gets completely blocked.
This problem is overcome by a takeover push−button on each sidestick which
can be used to deactivate the other sidestick.
As long as the takeover push−button on the First Officers sidestick is pressed,
the signal from the Captains sidestick is disabled.
But when the takeover push−button on the Captains sidestick is also pressed
the priority changes to the Captains side.
The rule is that the last pilot to press always gets the priority.
In addition to its priority function the red take over push button is also used to
disconnect the autopilot when it is active.
A second switch located on the sidestick is the push to talk switch for the radio
communication.
FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 09|Sidestick Operation & Page 324

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Figure 162 Takeover Pushbutton

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sidestick operation and monitoring cont.

Two indications allow us to monitor the sidestick function:
First the priority lights on the glareshield which allow us to monitor the
status of the priority logic
and second a white cross on the primary flight display which shows the
combined sidestick signals at the input to the computers.
The white cross on the PFD is visible when the aircraft is on the ground after
engine start.
This allows the pilot to check the sidestick signals during the preflight check.
The white edges show the maximum algebraically summed signal.
Each side stick priority light consist of 2 indications, a red arrow and a green
light.
The red arrow illuminates in front of the pilot who loses the authority, and the
green light illuminates in front of the pilot who has taken priority as long as the
opposite stick is not at neutral.
FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 10|Sidestick Operation & Page 326

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Figure 163 Sidestick Priority

HAM US/F-5 MeA 01.12.2007 10|Sidestick Operation & Page 327
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EFCS COMPONENTS AND OPERATION
ATA 27

EFCS COMPONENTS AND OPERATION

INTRODUCTION
The electrical flight control system must have the same safety level as a
conventional flight control system.
The parts of the system which are necessary are:
the servo controls with their hydraulic power supply,
the computers with their input and output signals,
and also the electric power supply.
The EFCS computers fulfill the safety requirements in 3 ways.
A minimum of 2 different types of computers are used. Each type has
completely different hardware and software from the other.
One type is called the primary computer and the other the secondary computer.
A minimum of 2 computers of each different type are installed.
The other safety feature is that the calculations are done in each computer in 2
independent channels.
There is only an output signal if the 2 channels calculate the same result.
FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 01|Intro/B1/B2 Page 328

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Figure 164 Safety Level

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introduction cont.
In the electrical flight control system of the Airbus 340 a third primary computer
is added.
The total number of EFCS computers is therefore 5.
They are named FCPC for flight control primary computer and FCSC for flight
control secondary computer.
All 5 computers normally share the complete workload.
If 1 or more computers do not operate, an automatic switching makes sure that
the aircraft is controllable around all 3 axes.
FOR TRAINING PURPOSES ONLY!

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Figure 165 FCPC / FCSC

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FOR TRAINING PURPOSES ONLY!

Figure 172 Direct Law

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NORMAL LAW PITCH CONTROL

When the aircraft is airborne the computers switch over to the flight mode with
the normal control law.
The normal control law can operate all flight control surfaces around all 3 axes.
Now the computers also need the aircraft response for output signal calculation
and limiting.
FOR TRAINING PURPOSES ONLY!

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Figure 173 Normal Law I

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normal law pitch control cont.

When the sidestick is in neutral the aircraft keeps a stable flight path.
When you pull the sidestick, the aircraft nose goes up. This produces more
positive g−load.
When you release the stick to neutral, it keeps the new stable flight path.
When you push the stick the aircraft nose goes down. This decreases the
positive g−load by a negative factor.
When you release the stick to neutral again, it keeps the new stable flight path.
The normal control law for pitch axis control means that a sidestick deflection is
in proportion to the g−load factor.
The necessary elevator deflection for a given g−load factor must primarily
agree with the airspeed and the weight of the aircraft.
The computer needs the aircraft response signals to calculate this.
The elevator deflection is limited by aircraft response signals to prevent
dangerous flight situations.
The elevator deflection is needed to fly a maneuver with a given g−load factor.
The horizontal stabilizer is always automatically controlled to the correct trim
position in the EFCS normal law.
This keeps the new flight path angle with the elevators in neutral.
FOR TRAINING PURPOSES ONLY!

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Figure 174 Normal Law II

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NORMAL LAW ROLL CONTROL

Now we will have a look at the roll axis control in the EFCS normal law.
When the sidestick is in neutral the aircraft keeps the roll attitude.
When you move the stick to the right the ailerons and roll spoilers produce a
right wing down motion.
This is called a positive roll rate.
When you release the stick to neutral the roll rate returns to 0.
This keeps the new stable roll attitude.
When you move the stick to the left the ailerons and roll spoilers produce a left
wing down motion.
This is called a negative roll rate.
When you release the stick to neutral the roll rate returns to 0.
This keeps the new stable roll attitude.
The normal control law for the roll axis control means that a sidestick deflection
produces a proportional roll rate.
For roll control an aileron and spoiler deflection is normally sufficient to bring
the aircraft into a coordinated turn.
Sometimes the rudder is deflected to improve the turn performance.
As you learned in earlier lessons the name of this rudder function is the turn
coordination.
FOR TRAINING PURPOSES ONLY!

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Figure 175 Normal Law Roll Control I

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failure response cont.

If there is a total failure of aircraft response signals the flight control law is
switched to the direct law.
In the direct law the electrical flight control system works like in the ground
mode.
Elevator and aileron deflections are in proportion to the sidestick inputs and the
horizontal stabilizer can only be operated by the mechanical backup system.
You can see the caution message on the PFD: use manual pitch trim.
FOR TRAINING PURPOSES ONLY!

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Figure 179 Failure Response II

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EFCS COMPONENTS AND OPERATION
ATA 27

ADDITIONAL FUNCTIONS
In addition to the normal operational functions and their protections the
electrical flight control computers may have some special functions.
These could be:
auto ground spoiler control,
yaw damping,
rudder travel limitation,
and load alleviation.
Only the load alleviation function, in short LAF is shown here.
The load alleviation function prevents extreme wing bending during gusts and
decreases wing structure load.
This increases the lifetime of the aircraft structure and can decrease the
necessary wing structure weight.
The normal lift distribution over the wing span causes a high wing bending
moment during gusts.
To prevent this the load alleviation function decreases the lift at the wing tips by
a symmetrical upward deflection of the 2 ailerons and the 2 outboard spoilers.
FOR TRAINING PURPOSES ONLY!

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ATA 27
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Figure 180 Load Alleviation Function (LAF)

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HORIZONTAL STABILIZER
ATA27

SECONDARY FLIGHT CONTROLS

HORIZONTAL STABILIZER
INTRODUCTION
A large, specially designated surface is necessary for pitch trim. The surface is
the horizontal stabilizer. This is because imbalance along the longitudinal axis
can be greater than along the other axes.
Pitch trim with the smaller elevator surface would need large deflections which
cause higher drag. This is not economical.
FOR TRAINING PURPOSES ONLY!

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Figure 181 Stabilizer Control & Arming Switch

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COCKPIT CONTROLS
In this lesson we look at 2 different horizontal stabilizer control systems. First
we concentrate on a system which you can often find in aircraft types with a
conventional flight control system like the 747. In this system the horizontal
stabilizer is operated by the stabilizer trim switches.
These switches are on the outboard horn of the captain’s and the first officer’s
control wheels.
The switches on each control wheel have an arming switch and a control
switch. They are spring-loaded to the neutral position.
Stabilizer trim inputs from the trim switches control hydraulic supply to the drive
mechanism via the stabilizer trim computer and the solenoid operated arming
and control valves in the stabilizer trim control module.
When the arming switch is operated, the arming valve opens, but still no
hydraulic pressure goes to the drive mechanism. You have the same result if
only the control switch is operated.
Both switches must be operated in the same direction for a pitch trim input.
This design prevents a stabilizer runaway if the arming or the control switch
fails.
The stabilizer does not move even if 1 of the valves is jammed in the open
position.
FOR TRAINING PURPOSES ONLY!

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Figure 182 Stabilizer Control & Arming Switch

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Cockpit Controls cont.

If the arming and the control valves are jammed, a cut out switch is used to
prevent a stabilizer runaway.
The stabilizer trim cut out switch is a 3−position toggle switch on the pedestal.
When the switch is in the cut out position, the motor operated shut−off valve in
the supply line of the stabilizer trim control module is closed. This removes the
hydraulic supply to the stabilizer drive mechanism.
Alternate stabilizer trim switches are used if the stabilizer trim computers fail.
They are also used during maintenance.
The alternate stabilizer trim switches are on the pedestal and, like the main trim
switches, they have arming and control segments.
As you can see on the schematic, the inputs from these switches bypass the
stabilizer trim computer and go directly to the stabilizer trim control module.
FOR TRAINING PURPOSES ONLY!

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Figure 183 Stabilizer Trim Switches

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ATA27

DRIVE MECHANISM
In this segment we look at the stabilizer trim drive mechanism and at the
stabilizer trim control modules which supply the drive mechanism with pressure
for operation.
The main components of the stabilizer trim drive mechanism are
a screw jack with a ball nut,
a differential gear,
2 hydraulic motors,
a primary brake and a secondary brake.
The screw jack has a primary brake.
The primary brake is almost the same as the no−back brake.
The primary brake in the drive mechanism has 2 brake discs.
Each of the discs acts with an irreversible pawl−controlled ratchet to prevent
the stabilizer from moving up or down because of aerodynamic loads.
The 2 hydraulic motors drive the screw jack via the differential gear, which uses
a pressure off brake for single motor operation if 1 motor fails.
Here the pressure off brake is called the secondary brake.
The secondary brake is used when only 1 motor is operating to stop the
opposite rotation of the failed motor.
The secondary brakes and the hydraulic motors are activated via the
associated stabilizer trim control modules.
FOR TRAINING PURPOSES ONLY!

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Figure 184 Drive Mechanism

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ATA27
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Figure 187 Limited Switches & Mechanical Stops

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ATA27

Hydraulic Motor

Hydraulic
Motor
FOR TRAINING PURPOSES ONLY!

Pressure Off Brake

Figure 190 Pitch Trim Actuator

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Pitch Trim Actuator cont.

The electrical components of the pitch trim actuator are the 3 electric servo
motors and a transducer unit.
The electric motors transmit trim inputs from the electrical flight control
computers via a clutch to the input shaft.
The transducer unit sends the feedback signal for the electrical servo loop.
Each of the electric motors can transmit trim inputs from the electrical flight
control computers.
Stabilizer trim is not changed if 1 or even if 2 of the motors fail.
FOR TRAINING PURPOSES ONLY!

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Figure 191 Servo Motor & Transducer Unit

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HORIZONTAL STABILIZER
ATA27

STABILIZER SURFACE
The horizontal stabilizer assembly has a left section and a right section, which
are connected to a centre section.
The centre section has 2 hinge fittings on the aft side, which are connected to
hinge fittings on the aircraft structure and an attachment fitting on the front
spar, which is connected to the drive mechanism.
The ball nut of the screwjack transmits the motion of the drive mechanism via a
gimbal to the attachment fitting.
FOR TRAINING PURPOSES ONLY!

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Figure 192 Surface

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ATA27

STABILIZER POSITION INDICATION

The position of the horizontal stabilizer is shown on the corresponding display
in the cockpit, here for example on an ECAM system display, on a scale with a
pointer adjacent to the pitch trim wheels or on a moving scale on the pedestal
and on the aircraft body adjacent to the stabilizer leading edge.
FOR TRAINING PURPOSES ONLY!

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Figure 193 Indication

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FLAP / SAT SYSTEM
ATA27
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Figure 196 Flaps and Leading Edge Devices

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ATA27

Introduction cont.
The high lift devices change the camber of the wing and some flaps also
increase the area of the wing when they are extended.
In the extended position the high lift devices increase the lift. This lets the
aircraft operate at lower flight speeds for take−off and landing.
In the landing position the flaps also increase the drag.
Wing flaps have different designs. In the graphic you see a simple design
mainly used in small aircraft types.
This plain flap deflects down to change the camber of the wing and to increase
the lift and the drag.
FOR TRAINING PURPOSES ONLY!

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Figure 197 Plain Flap

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SPOILERS & SPEED BRAKES
ATA27

SPOILERS & SPEED BRAKES

INTRODUCTION
All modern aircraft use spoiler panels to increase the drag and decrease the lift.
The spoiler panels have 3 main functions:
they are used as speed brakes during flight,
as roll spoilers to assist the ailerons and
as ground spoilers after touchdown.
The spoilers are used as speed brakes when they are operated symmetrically
during flight. The Boeing 747, which we use as our example, has 12 spoiler
panels, but only numbers 3 to 10 are used as speed brakes.
Spoiler panels 5, 6, 7 and 8 do not deflect to the maximum during flight. This is
necessary to prevent a disturbance of the airflow to the horizontal stabilizer.
The second function of the spoilers is to act as ground spoilers.
All the spoiler panels extend fully after touchdown to dump the lift and increase
the drag. This slows down the aircraft.
The ground spoilers are sometimes called lift dumpers.
The third function of the spoilers is to assist the ailerons with roll control.
To fly a right turn the control wheels are rotated to the right.
Roll spoilers extend on the downgoing wing only.
FOR TRAINING PURPOSES ONLY!

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Figure 242 Spoiler & Speed Brakes

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ATA27

ELECTRICALLY CONTROLLED SYSTEM

In this segment we look at a spoiler system with electrical transmissions.
We use the Airbus 320 as our example, which has 10 spoiler panels numbered
1 to 5, inboard to outboard, on each wing.
Panels 2, 3 and 4 are the speed brakes; panels 2, 3, 4 and 5 are the roll
spoilers, and all the spoiler panels act as ground spoilers.
Other aircraft types may have a different arrangement.
Each spoiler panel is powered by a spoiler actuator. The spoiler actuators are
electrically controlled by the flight control computers.The computers receive
speed brake signals, roll spoiler signals and ground spoiler signals.
The computer combines these signals and sends the correct control signal to
the spoiler actuators.
The speed brakes are selected by the speed brake lever. The forward and aft
movements of the speed brake lever are transmitted by gears to 2 position
sensors.There are 2 sensors for safety reasons. The position sensors send
electrical signals to the computers.
The lower end of the speed brake lever is guided by a roller in the lever guide.
The lever brake holds any selected position between select and full.
The ground spoilers operate automatically. The ground spoilers are armed by
pulling the speed brake lever up when it is in the retract position.
The roller of the speed brake lever can only move up in the lever guide when
the lever is in the retract position.
For ground spoiler operation the computers need a signal from the ’and’ gate.
This signal occurs when the aircraft is on the ground and the throttles are in
idle and either the ground spoilers are armed, or the thrust reversers are in
reverse.
FOR TRAINING PURPOSES ONLY!

The roll spoiler signal is sent via the computers in response to signals from the
sidestick.

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Figure 243 Spoiler Operation (Electrical)

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ATA27

MECHANICALLY CONTROLLED SYSTEM

Here you see a spoiler system which is mechanically controlled and
hydraulically operated.
The flight spoilers are the 5 outer spoilers on each wing.
The flight spoilers have a dual function − as roll spoilers and as speed brakes.
Each of the flight spoilers is powered by a single hydraulic actuator.
Each power control package has its own control valve. The control valves are
positioned via cables by 1 of the 2 spoiler mixers, which combine the control
wheel and speedbrake input signals to a combined output.
The control wheel input, which also goes to the ailerons, is transmitted to the
spoiler mixer and via internal components of the spoiler mixer to the output
quadrants.
The left output quadrant sends a down signal to the spoilers on the left wing
and the right quadrant sends an up signal to the spoilers on the right wing. This
asymmetrical signal gives the aircraft a roll motion. The maximum deflection for
the spoilers is 45 .
Some spoilers are restricted to 20 deflection during flight.
The actuators for spoilers 5, 6, 7 and 8 are different to the others. Spoilers 5
and 8 have a ratio changer in front of the power control packages.
The ratio changer restricts the maximum deflection of these spoilers to 20
when the aircraft is in flight. These spoilers can be deflected to 45 with
hydraulic pressure when the aircraft is on the ground.
FOR TRAINING PURPOSES ONLY!

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ATA27
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Figure 250 Aborted Take-Off

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ATA27

MAINTENANCE PRECAUTIONS
We remind you that it is very dangerous to operate the spoiler system when the
aircraft is on the ground.
During maintenance a locking device must be installed on the speed brake
lever to prevent any inadvertent movement.
FOR TRAINING PURPOSES ONLY!

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Figure 251 Maintenance Precautions

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ATA27

SPOILER COMPONENTS
SPOILER MIXER
In this lesson you will learn more about 2 of the main components of a spoiler
system.
All aircraft, which use spoilers for speed braking and for roll control, have a
component which mixes the control wheel input with the speed brake lever
input. This is either a mechanical component, which is called a spoiler mixer or
a spoiler differential mechanism, or a flight control computer on aircraft with
electric flight control systems, like the Airbus 320.
Here you can see the output quadrants and the input levers of a mechanical
spoiler mixer. When we have an control wheel input, one of the quadrants gets
an up signal and the other gets a down signal. In other words there is an
asymmetrical reaction to the control wheel input.
When we have a speed brake input, the 2 quadrants get the same signal. In
other words there is a symmetrical reaction to the speed brake input.
If a control wheel input and a speed brake input occur at the same time, the
quadrants receive a mixed signal.
FOR TRAINING PURPOSES ONLY!

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Figure 252 Spoiler Differential Mechanism

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Spoiler Mixer cont.

The control wheel input is connected to a cam and the speed brake input is
connected to a bell crank and both are connected via many mechanical
components to the 2 output quadrants.
FOR TRAINING PURPOSES ONLY!

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Figure 253 Speed Brake Operation

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ATA27

SPOILER ACTUATOR
There are 2 main types of spoiler actuator; the older type with a mechanical
control valve and the modern type with a servo valve as used on all aircraft
with electric flight control systems. In this lesson we look at the modern type.
All servo control actuators have 3 basic operating modes:
the active mode, which is used to extend or retract the spoilers with
hydraulic pressure,
the blow down mode, which is used in the event of pressure loss, and
the locked mode, which is used to prevent a spoiler extension without
pressure.
FOR TRAINING PURPOSES ONLY!

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Figure 254 Spoiler Actuator Types

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Figure 257 Blow Down Mode

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LOCKED MODE
The static pressure on the upper surface of the wing becomes very low during
low speed flight and tries to pull out the spoiler panel and the actuator piston.
The piston cannot move because the hydraulic fluid is locked in the right
cylinder chamber by the closed check valve. This is a hydraulic lock.
The actuator is now in the locked mode.
The check valve is sometimes called the hold down check valve because it
holds the spoiler panel in the down position.
FOR TRAINING PURPOSES ONLY!

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Figure 258 Locked Mode

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MANUAL OPERATION
The manually operated piston valve is used to open the check valve during
maintenance.
It is operated via a cam.
The cam is connected to a hex−head. When the hexhead is in the zero
position, the check valve is closed.
FOR TRAINING PURPOSES ONLY!

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Figure 259 Manually Operated Piston Valve

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Manual Operation cont.

When the hexhead is turned to the M position, the cam rotates and pushes the
manually operated piston valve against the pressure operated piston valve and
the check valve opens.
This allows the spoiler panel to be extended.
FOR TRAINING PURPOSES ONLY!

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Figure 260 Piston Valve Operation

HAM US/F-5 MeA 01.12.2007 09|Manual Oper/B1 Page 521
EJAMF M11.09 B1 E

TABLE OF CONTENTS
FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . 1 SERVO CONTROL UNIT INSTALLATION . . . . . . . . . . . . 130
SERVO CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . 132
OPERATION AND EFFECT OF FLIGHT CONTROLS . . . . . . . . . . . . 2 MECHANICAL SERVO LOOPS . . . . . . . . . . . . . . . . . . . . . 146
AXES AND MOTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 FEEL UNIT AND TRIM UNIT . . . . . . . . . . . . . . . . . . . . . . . 158
PRIMARY FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . 4 FEEL UNIT - CAM DESIGN . . . . . . . . . . . . . . . . . . . . . . . . 164
AILERONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 SURFACES 168
ELEVATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 SURFACE HINGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
RUDDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 SURFACE FLUTTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
ELEVONS AND RUDDERVATORS . . . . . . . . . . . . . . . . . . 12 STATIC BALANCING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
SECONDARY FLIGHT CONTROLS . . . . . . . . . . . . . . . . . 18 DEFLECTION ANGLES . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
LIFT DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 182
TRIM SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
RIGGING . 184
BASIC FLIGHT CONTROL SYSTEM . . . . . . . . . . . . . . . . 30
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
MECHANICAL COCKPIT CONTROLS . . . . . . . . . . . . . . . 32
CABLE SYSTEM RIGGING . . . . . . . . . . . . . . . . . . . . . . . . 188
COMBINED CONTROL INPUTS . . . . . . . . . . . . . . . . . . . . 34
HYDRAULIC OPERATING SURFACES . . . . . . . . . . . . . . 192
SIDE STICK INPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
SECONDARY FLIGHT CONTROLS INPUT . . . . . . . . . . 40 HYDRAULIC SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
CONTROL TRANSMISSIONS . . . . . . . . . . . . . . . . . . . . . . 42 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
DISTRIBUTION VIA SHUT-OFF VALVES . . . . . . . . . . . . 204
CONTROL CABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
DISTRIBUTION VIA LEAK MEASUREMENT . . . . . . . . . 208
CONTROL CABLE CONSTRUCTION . . . . . . . . . . . . . . . 44
CABLE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 TAKE-OFF WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
CABLE TRANSMISSIONS . . . . . . . . . . . . . . . . . . . . . . . . . 66 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
CABLE TENSION REGULATOR . . . . . . . . . . . . . . . . . . . . 74 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
CABLE TRANSMISSION SUBCOMPONENTS . . . . . . . 82 TAKE-OFF WARNING TEST . . . . . . . . . . . . . . . . . . . . . . . 220
MECHANICAL TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 AILERONS 222
CONNECTING TRANSMISSION . . . . . . . . . . . . . . . . . . . . 92 CONTROLS AND INDICATON . . . . . . . . . . . . . . . . . . . . . . 222
GEAR BOXES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 CONTROL WHEEL AND BODY CABLES . . . . . . . . . . . . 230
DIFFERENTIAL GE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 WHEEL WELL COMPONENTS . . . . . . . . . . . . . . . . . . . . . 236
SCREWJACK TRANSMISSION . . . . . . . . . . . . . . . . . . . . 112 WING CABLE TRANSMISSION . . . . . . . . . . . . . . . . . . . . 242
NO - BACK BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 AILERON LOCKOUT MECHANISM . . . . . . . . . . . . . . . . . 246
TORQUE LIMITER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 DIFFERENTIAL AILERON . . . . . . . . . . . . . . . . . . . . . . . . . 250
OVERRIDE DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 RUDDER . . 254
HYDRAULIC TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 RUDDER CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256

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PEDAL ADJUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262 SECONDARY FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362
RUDDER INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264 HORIZONTAL STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362
TAIL SECTION TRANSMISSION . . . . . . . . . . . . . . . . . . . 266 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362
DIFFERENTIAL MECHANISM . . . . . . . . . . . . . . . . . . . . . . 268 COCKPIT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364
LOAD RELIEF DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . 276 DRIVE MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 368
RATIO CHANGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278 CONTROL MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 370
TRAVEL LIMITATION UNIT . . . . . . . . . . . . . . . . . . . . . . . . 280 OPERATION OF MECHANICAL SYSTEM . . . . . . . . . . . 374
ELEVATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282 ELECTRICAL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 376
CONTROLS AND INDICATION . . . . . . . . . . . . . . . . . . . . . 282 COMPONENTS OF ELECTRICAL SYSTEM . . . . . . . . . 378
TRANSMISSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286 PITCH TRIM ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . 380
ELEVATOR FEEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 290 STABILIZER SURFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . 384
FEEL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292 STABILIZER POSITION INDICATION . . . . . . . . . . . . . . . 386
FEEL COMPUTER INTRODUCTION . . . . . . . . . . . . . . . . 300 MACH TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 388
AIRSPEED INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302 FLAP / SLAT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 392
STABILIZER POSITION INPUT . . . . . . . . . . . . . . . . . . . . . 304 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 392
ELECTRICAL FLIGHT CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . 308 FOWLER FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308 FOWLER FLAP CONSTRUCTION . . . . . . . . . . . . . . . . . . 398
GENERAL ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . 312 TRIPLE SLOTTED FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . 400
COCKPIT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316 TRIPLE SLOTTED FLAP CONSTRUCTION . . . . . . . . . . 402
SIDESTICK COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . 320 LEADING EDGE DEVICES . . . . . . . . . . . . . . . . . . . . . . . 406
SIDESTICK OPERATION AND MONITORING . . . . . . . . 324 FLAP CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . 416
EFCS COMPONENTS AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . 328 EFFECT OF SLOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 424
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 328 ELECTRICALLY CONTROLLED SYSTEM . . . . . . . . . . . 426
COMPUTER SWITCHING . . . . . . . . . . . . . . . . . . . . . . . . . 332 MECHANICALLY CONTROLLED SYSTEMS . . . . . . . . . 428
MECHANICAL BACKUP . . . . . . . . . . . . . . . . . . . . . . . . . . . 338 FLAP / SLAT POWER CONTROL UNITS . . . . . . . . . . . . . . . . . . . . . . . 434
POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 434
MODES OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 342 DUAL HYDRAULIC PCU . . . . . . . . . . . . . . . . . . . . . . . . . . . 436
DIRECT LAW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344 HYDRAULIC / ELECTRIC PCU . . . . . . . . . . . . . . . . . . . . . 444
NORMAL LAW PITCH CONTROL . . . . . . . . . . . . . . . . . . . 346 PNEUMATIC / ELECTRIC PCU . . . . . . . . . . . . . . . . . . . . . 452
NORMAL LAW ROLL CONTROL . . . . . . . . . . . . . . . . . . . 350 FLAP / SLAT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 458
PROTECTION FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . 352 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 458
ALPHA PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354 NORMAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 460
FAILURE RESPONSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356 SINGLE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 462
ADDITIONAL FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . 360 ASYMMETRY PROTECTION . . . . . . . . . . . . . . . . . . . . . . 464

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STALL AND LOAD PROTECTION . . . . . . . . . . . . . . . . . . 470
INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 478
MAINTENANCE PRECAUTIONS . . . . . . . . . . . . . . . . . . . 482
SPOILERS & SPEED BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 484
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 484
ELECTRICALLY CONTROLLED SYSTEM . . . . . . . . . . . 486
MECHANICALLY CONTROLLED SYSTEM . . . . . . . . . . 488
SPEED BRAKE LEVER MANUAL OPERATION . . . . . . 492
AUTO GROUND SPOILER . . . . . . . . . . . . . . . . . . . . . . . . . 496
MAINTENANCE PRECAUTIONS . . . . . . . . . . . . . . . . . . . 502
SPOILER COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 504
SPOILER MIXER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 504
SPOILER ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 508
ACTIVE MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 510
BLOW DOWN MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 514
LOCKED MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 516
MANUAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 518

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Figure 1 Axes and Motions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Quadrant Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 2 Primary Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 Cable Tension Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 3 Ailerons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 Cable Tension Regulator (Warm aircraft) . . . . . . . . . . . . . . . . . 77
Figure 4 Elevators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 Cable Tension Regulator (Cold Aircraft) . . . . . . . . . . . . . . . . . . 79
Figure 5 Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 Cable Tension Regulator (with Control Input) . . . . . . . . . . . . . 81
Figure 6 Ruddervator Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 Cable Pulleys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 7 Advantages / Disadvantages of Ruddervator . . . . . . . . . . . . . . 15 Figure 42 Cable Pulley Wear Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 8 Elevons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 Pressure Seals & Fairleads . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 9 Lift devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 Fitting Designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 10 Lift devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 45 Turnbuckles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 11 Speed Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 Mechanical Transmission (Rods) . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 12 Leading Edge Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 Mechanical Transmission (Chain) . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 13 Flaperon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Mechanical Transmission (Torque Shafts) . . . . . . . . . . . . . . . . 97
Figure 14 Trim System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 49 Mechanical Transmission (Torque Tubes) . . . . . . . . . . . . . . . . 99
Figure 15 Mechanical Cockpit Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 50 Mechanical Transmission (Gear Boxes) . . . . . . . . . . . . . . . . . 101
Figure 16 Mechanical Cockpit Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 Mechanical Transmission (Rotary Actuator) . . . . . . . . . . . . . . 103
Figure 17 Combined Control Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 Mechanical Transmission (Differential Gear) . . . . . . . . . . . . . . 105
Figure 18 Control Column Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 Differential Gear (Both Motors Operating) . . . . . . . . . . . . . . . . 107
Figure 19 Side Stick Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 54 Differential Gear (Pressure Off Brake) . . . . . . . . . . . . . . . . . . . 109
Figure 20 Secondary Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 55 Differential Gear (Pressure Off Brake) 2 . . . . . . . . . . . . . . . . . 111
Figure 21 Control Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 56 Screwjack Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 22 Steel Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 57 Mechanical Transmission (No-Back Brake) . . . . . . . . . . . . . . . 115
Figure 23 Cable Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 58 Torque Limiter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 24 Comparison Cable / Rod Transmission . . . . . . . . . . . . . . . . . . 49 Figure 59 Torque Limiter with Overtorque Indicator . . . . . . . . . . . . . . . . . 119
Figure 25 Mechanical play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 60 Override Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 26 Reaction of Cables and Rods to Increasing Weigths . . . . . . . 53 Figure 61 Jammed Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 27 Increasing weight on Cable / Rod 1 . . . . . . . . . . . . . . . . . . . . . 55 Figure 62 Shear Rivet Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 28 Increasing Weight on Cable / Rod 2 . . . . . . . . . . . . . . . . . . . . . 57 Figure 63 Force Limiting Strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 29 Increasing Weigth on Cable / Rod 3 . . . . . . . . . . . . . . . . . . . . . 59 Figure 64 Flight Control Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 30 Cable Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 65 Servo Control Unit Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 31 Worn Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Figure 66 Servo Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 32 Cable Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Figure 67 External Forces on Servo Control Unit . . . . . . . . . . . . . . . . . . . 135
Figure 33 1−Cable Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Figure 68 Servo Control Unit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 34 Quadrants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Figure 69 Input Lever Reactions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Figure 35 Single Quadrant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Figure 70 Servo Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141

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Figure 71 Electro Hydraulic Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 Figure 106 Flap Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Figure 72 Electro Hydraulic Actuator Operation . . . . . . . . . . . . . . . . . . . . 145 Figure 107 Flap Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Figure 73 Servo Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147 Figure 108 Stabilizer Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
Figure 74 Servo Control Unit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 Figure 109 Speed Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
Figure 75 Servo Control Unit (Neutral Position) . . . . . . . . . . . . . . . . . . . . 151 Figure 110 Take-Off Warning Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Figure 76 Simple Mechanical Servo Loop Design . . . . . . . . . . . . . . . . . . 153 Figure 111 Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Figure 77 Servo Loop Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155 Figure 112 Control Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
Figure 78 Servo Control Unit (Neutral Position) . . . . . . . . . . . . . . . . . . . . 157 Figure 113 Trim Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
Figure 79 Artificial Feel and Centering . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 Figure 114 Control Wheel Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Figure 80 Artificial Feel and Centering . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 Figure 115 Cable Drums and Load Limiter . . . . . . . . . . . . . . . . . . . . . . . . 231
Figure 81 Trim Unit Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163 Figure 116 Aileron Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
Figure 82 Feel and Trim Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 Figure 117 Body Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235
Figure 83 Trim Mechanism (electrical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167 Figure 118 Wheel Well Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237
Figure 84 Control Surfaces (Hinges) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169 Figure 119 Lost Motion Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
Figure 85 Components of Surface Hinges . . . . . . . . . . . . . . . . . . . . . . . . . 171 Figure 120 Aileron Programmers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
Figure 86 Position of Sleeves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173 Figure 121 Wing Cable Transmission System . . . . . . . . . . . . . . . . . . . . . 243
Figure 87 Surface Flutter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 Figure 122 Inboard and Outboard Ailerons . . . . . . . . . . . . . . . . . . . . . . . . 245
Figure 88 Static Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177 Figure 123 Aileron Lockout Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
Figure 89 Deflection Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179 Figure 124 High Speed Signal and Low Speed Signal . . . . . . . . . . . . . . 249
Figure 90 Establishing Zero Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181 Figure 125 Differential Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
Figure 91 Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183 Figure 126 Linear Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
Figure 92 Flight Control Rigging (Elevator) . . . . . . . . . . . . . . . . . . . . . . . . 185 Figure 127 Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
Figure 93 Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187 Figure 128 Rudder Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
Figure 94 Control Cable Tension (regulator installed) . . . . . . . . . . . . . . . 189 Figure 129 Rudder Pedals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
Figure 95 Control Cable Tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191 Figure 130 Rudder Pedal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261
Figure 96 Adjustment of Turnbuckles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193 Figure 131 Pedal Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
Figure 97 Rigging of Hydraulically Operated Systems . . . . . . . . . . . . . . 195 Figure 132 Rudder Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
Figure 98 Adjusting to Zero Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197 Figure 133 Tail Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267
Figure 99 Adjusting by Electrical Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199 Figure 134 Differential Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269
Figure 100 Hydraulic Supply for Flight Control Surfaces . . . . . . . . . . . . . 201 Figure 135 Trim Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271
Figure 101 Hydraulic System of the Boeing 747 . . . . . . . . . . . . . . . . . . . 203 Figure 136 Yawn Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273
Figure 102 Flight Control Hydraulic Distribution . . . . . . . . . . . . . . . . . . . . 205 Figure 137 Air Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
Figure 103 Wing Shut-Off Valve & Tail Shut-Off Valve . . . . . . . . . . . . . . 207 Figure 138 Flight Control Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
Figure 104 Flight Control Hydraulic System (AIRBUS) . . . . . . . . . . . . . . 209 Figure 139 Flight Control Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279
Figure 105 Priority Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211 Figure 140 Travel Limitation Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281

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Figure 141 Controls and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283 Figure 176 Protection Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 353
Figure 142 Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285 Figure 177 Alpha Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 355
Figure 143 Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287 Figure 178 Failure Response . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 357
Figure 144 Elevators on Boeing Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . 289 Figure 179 Failure Response II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 359
Figure 145 Elevator Feel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291 Figure 180 Load Alleviation Function (LAF) . . . . . . . . . . . . . . . . . . . . . . . 361
Figure 146 Feel Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293 Figure 181 Stabilizer Control & Arming Switch . . . . . . . . . . . . . . . . . . . . . 363
Figure 147 Elevator Feel Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295 Figure 182 Stabilizer Control & Arming Switch . . . . . . . . . . . . . . . . . . . . . 365
Figure 148 Elevator Feel System Operation . . . . . . . . . . . . . . . . . . . . . . . 297 Figure 183 Stabilizer Trim Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367
Figure 149 Elevator Feel Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299 Figure 184 Drive Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 369
Figure 150 Feel Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301 Figure 185 Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 371
Figure 151 Feel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303 Figure 186 Arming and Control Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . 373
Figure 152 Stabilizer Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305 Figure 187 Limited Switches & Mechanical Stops . . . . . . . . . . . . . . . . . . 375
Figure 153 Stabilizer Position Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307 Figure 188 Operating Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 377
Figure 154 Main Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309 Figure 189 System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379
Figure 155 Transmission System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311 Figure 190 Pitch Trim Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 381
Figure 156 EFCS Computers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313 Figure 191 Servo Motor & Transducer Unit . . . . . . . . . . . . . . . . . . . . . . . . 383
Figure 157 Servo Control Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315 Figure 192 Surface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 385
Figure 158 EFCS Computers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317 Figure 193 Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 387
Figure 159 Side Stick Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 319 Figure 194 MACH Trim Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 389
Figure 160 Sidestick Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321 Figure 195 Mach Trim A310 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 391
Figure 161 Motion of the Side Stick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323 Figure 196 Flaps and Leading Edge Devices . . . . . . . . . . . . . . . . . . . . . . 393
Figure 162 Takeover Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325 Figure 197 Plain Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 395
Figure 163 Sidestick Priority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327 Figure 198 Fowler Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 397
Figure 164 Safety Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 329 Figure 199 Triple Slotted Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 399
Figure 165 FCPC / FCSC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331 Figure 200 Triple Slotted Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401
Figure 166 Computer Switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333 Figure 201 Triple Slotted Flap Construction . . . . . . . . . . . . . . . . . . . . . . . 403
Figure 167 Computer Switching II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335 Figure 202 Main Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405
Figure 168 Computer Architecture of Airbus 320 . . . . . . . . . . . . . . . . . . . 337 Figure 203 Leading Edge Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 407
Figure 169 Mechanical Backup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 339 Figure 204 Variable Camber Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 409
Figure 170 Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 341 Figure 205 Retracted Slats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 411
Figure 171 Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343 Figure 206 Details of Slat Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 413
Figure 172 Direct Law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345 Figure 207 Droop Nose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 415
Figure 173 Normal Law I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 347 Figure 208 Flap Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417
Figure 174 Normal Law II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 349 Figure 209 Flaps in Cruise Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 419
Figure 175 Normal Law Roll Control I . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351 Figure 210 Flap Lever in Take-Off Position . . . . . . . . . . . . . . . . . . . . . . . . 421

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Figure 211 Flap Lever in Landing Position . . . . . . . . . . . . . . . . . . . . . . . . . 423 Figure 246 Speed Brake Operation (Manual) . . . . . . . . . . . . . . . . . . . . . . 493
Figure 212 Flow Direction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 425 Figure 247 Speed Brake Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 495
Figure 213 Transmission System A320 . . . . . . . . . . . . . . . . . . . . . . . . . . . 427 Figure 248 Automatic Speed Brake Operation . . . . . . . . . . . . . . . . . . . . 497
Figure 214 Transmission System B747 . . . . . . . . . . . . . . . . . . . . . . . . . . . 429 Figure 249 Speed Brake Operation (Automatic) . . . . . . . . . . . . . . . . . . . . 499
Figure 215 Alternate System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 431 Figure 250 Aborted Take-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501
Figure 216 Leading Edge B747 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 433 Figure 251 Maintenance Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 503
Figure 217 Power Control Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 435 Figure 252 Spoiler Differential Mechanism . . . . . . . . . . . . . . . . . . . . . . . . 505
Figure 218 PCU A320 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 437 Figure 253 Speed Brake Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 507
Figure 219 Block Valve in Detail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 439 Figure 254 Spoiler Actuator Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 509
Figure 220 Valve Receives Extend Signal . . . . . . . . . . . . . . . . . . . . . . . . . 441 Figure 255 Spoiler Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 511
Figure 221 Valve Receives Retract Signal . . . . . . . . . . . . . . . . . . . . . . . . . 443 Figure 256 Speed Brake Active Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 513
Figure 222 Hydraulic / Electric PCU on Boeing Aircraft . . . . . . . . . . . . . 445 Figure 257 Blow Down Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 515
Figure 223 Input via Control Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447 Figure 258 Locked Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 517
Figure 224 Preselected Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 449 Figure 259 Manually Operated Piston Valve . . . . . . . . . . . . . . . . . . . . . . . 519
Figure 225 Hydraulic System Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 451 Figure 260 Piston Valve Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 521
Figure 226 Leading Edge Boeing 747 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 453
Figure 227 Electrical Extend Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 455
Figure 228 Pneumatic System Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 457
Figure 229 Flap System Operation Overview . . . . . . . . . . . . . . . . . . . . . . 459
Figure 230 Normal Operation A320 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 461
Figure 231 Secondary Control Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 463
Figure 232 Control Computers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 465
Figure 233 Simulating a Rupture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 467
Figure 234 Uncommanded Movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 469
Figure 235 Stall Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 471
Figure 236 Protection after Take-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 473
Figure 237 Stall Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475
Figure 238 Different Protections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 477
Figure 239 Flap System Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 479
Figure 240 Indications Boeing 747 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 481
Figure 241 Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 483
Figure 242 Spoiler & Speed Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 485
Figure 243 Spoiler Operation (Electrical) . . . . . . . . . . . . . . . . . . . . . . . . . . 487
Figure 244 Spoiler Operation (Mechanical) . . . . . . . . . . . . . . . . . . . . . . . . 489
Figure 245 Mechanical Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 491

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