Professional Documents
Culture Documents
B767 Flight Controls
B767 Flight Controls
Flight controls
Boeing 767-200/300
Flight controls
Training manual
For training purposes only
LEVEL 1 ATA 27 page 1
11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
course registrations
course schedule information
EFFECTIVITY page 2
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 3
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
TABLE OF CONTENTS
1. INTRODUCTION. ...................................................................................................................8 8.3. Position Indication..............................................................................................................68
1.1. General................................................................................................................................8 8.3.1. Elevator System Travel...............................................................................................68
8.3.2. Elevator Position Transmitter. ....................................................................................68
2. AUTOFLIGHT INTERFACE. ..................................................................................................10
2.1. Hydraulic Shutoff Valves.....................................................................................................12 9. STABILIZER. .........................................................................................................................70
9.1. General..............................................................................................................................70
3. HYDRAULIC PWR SUPPLY. ..................................................................................................14 9.2. Control & Indication...........................................................................................................72
3.1. Hydraulic Distribution.........................................................................................................14 9.3. System Description.............................................................................................................74
9.4. Stabilizer Travel Limits. .......................................................................................................76
4. CSEU. ...................................................................................................................................16 9.5. Trim System. ......................................................................................................................78
4.1. General..............................................................................................................................16 9.5.1. Manual Electric Trim Switches. ..................................................................................78
9.5.2. Auto Trim. ................................................................................................................78
5. AILERON..............................................................................................................................18 9.5.3. Mach Trim Mode. .....................................................................................................80
5.1. General..............................................................................................................................18
5.2. Aileron System Overview. ...................................................................................................20 10. FLAPS & SLATS..................................................................................................................82
5.3. Aileron Controls & Indications. ...........................................................................................24 10.1. General............................................................................................................................82
5.4. System description. ............................................................................................................26 10.2. System Operation. ...........................................................................................................85
5.5. Aileron Trim Control...........................................................................................................30 10.3. Control & Indication.........................................................................................................88
10.4. Trailing edge FLAPS. .........................................................................................................90
6. SPOILERS. ............................................................................................................................36 10.4.1. General. .................................................................................................................90
6.1. General..............................................................................................................................36 10.4.2. Normal Operation...................................................................................................92
6.2. System Operation. .............................................................................................................38 10.4.3. Flap Alternate Operation. .......................................................................................94
6.2.1. General. ...................................................................................................................38 10.4.4. Flap Load Relief. .....................................................................................................96
6.2.2. Roll Spoiler. ..............................................................................................................40 10.4.5. Flap Disagree. .........................................................................................................96
6.2.3. Speedbrakes. ............................................................................................................42 10.4.6. Flap Asymmetry. .....................................................................................................97
6.3. Auto Speed Brake System. .................................................................................................44 10.5. Leading Edges Slats..........................................................................................................98
6.3.1. General. ...................................................................................................................44 10.5.1. General. .................................................................................................................98
10.5.2. INB / OUTB Slats. ..................................................................................................100
7. RUDDER. .............................................................................................................................46 10.5.3. Slat Position..........................................................................................................102
7.1. General..............................................................................................................................46 10.5.4. LE Slat Alternate. ..................................................................................................104
7.2. Control & Indication...........................................................................................................48 10.5.5. Slat Asymmetry and Failure Protection Shutdown. ................................................106
7.3. Rudder System Description.................................................................................................50 10.5.6. Slat Disagree. .......................................................................................................106
7.3.1. General. ...................................................................................................................50
7.3.2. Rudder Hydraulic Distribution. ..................................................................................52 11. WARNINGS. ....................................................................................................................108
7.4. Rudder Trim. ......................................................................................................................54 11.1. Stall Warning System .....................................................................................................108
7.5. Yaw Damper System. .........................................................................................................56 11.1.1. General. ...............................................................................................................108
7.5.1. General. ...................................................................................................................56 11.1.2. System Description. ..............................................................................................108
11.1.3. Components Description. .....................................................................................110
8. ELEVATOR. ..........................................................................................................................58 11.2. Takeoff Configuration Warning. .....................................................................................112
8.1. General..............................................................................................................................58 11.2.1. General. ...............................................................................................................112
8.1.1. Inboard and Outboard Elevator. ................................................................................60 11.2.2. Components Description. .....................................................................................114
8.2. System Description.............................................................................................................62 11.3. Landing Configuration Warning. ....................................................................................116
8.2.1. Elevator Schematic. ..................................................................................................62 11.3.1. General. ...............................................................................................................116
8.2.2. Elevator Feel Computer. ............................................................................................64 11.3.2. Components Description. .....................................................................................118
8.2.3. Stick Nudger. ............................................................................................................66 11.4. Speedbrake Warning. ..............................................................................................120
EFFECTIVITY page 4
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
LIST OF ILLUSTRATIONS
EFFECTIVITY page 5
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 6
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 7
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
1. INTRODUCTION.
1.1. General.
Flight control systems can be grouped as primary or secondary control systems.
Primary flight controls are those which are used to provide continuous control
of the airplane about the pitch, roll and yaw axes, and include the aileron,
rudder, elevator and spoiler systems.
Secondary flight controls are those used intermittently, to modify the basic
aerodynamic configuration of the airplane to improve its performance at a
particular flight condition, and include the leading edge slat, trailing edge flap,
spoiler (when used as air or ground speedbrakes) and stabilizer trim systems.
Nine autopilot servos, three on each axis, provide triple redundancy required
for category three autoland capability.
The aileron servos are part of the LCCAs with the three elevator and three
rudder servos as individual units.
EFFECTIVITY page 8
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 9
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
2. AUTOFLIGHT INTERFACE.
Flight control computers (3) use the autoflight (A/P) servos to control airplane
movement.
FCC interfaces the thrust management computer (TMC), flight management
computer (FMC), maintenance control and display panel (MCDP) with the
specific A/P servo needed for airplane axis movement.
FCC then commands the control valves in the appropriate servos to allow
hydraulic pressure to move the output cranks.
Output cranks connect to mechanical linkage for power control actuator (PCA)
input.
LVDT’s in each servo compare surface position vs servo position for the
information needed to null commanded control valve inputs.
EFFECTIVITY page 10
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 11
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
Center wing shutoff valve is located on the aft bulkhead in the left wheel well. The shutoff valve position is monitored by switch lights and EICAS messages.
Tail shutoff valves are located in the stabilizer compartment. Access is through An amber light in the lower half of the control switch illuminates as soon as
a service door in the bottom of the compartment, just forward of the stabilizer the valve moves from the fully open position.
jackscrew.
An amber EICAS advisory message appears on the upper display when a
The left and right tail shutoff valves are located approximately midway up on shutoff valve is not open (i. e. L WING HYD VAL).
the second bulkhead ring forward of the access door. More than one valve not open will provide a single “FLT. CONT VALS”
message.
EFFECTIVITY page 12
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 13
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
3.1. Hydraulic Distribution. Roll (LCCA), pitch (elevator) and yaw (rollout guidance) autopilot actuators are
powered by each of the three hydraulic systems.
Three hydraulic systems operate power control actuators in the primary flight
control systems which include the : Hydraulic shutoff valves control pressure to all flight control systems except the
flaps, slats and stabilizer systems.
- Aileron,
- Elevator, The ram air turbine pump in the center hydraulic system can power all center
- Rudder and hydraulic system flight controls except the flap and slat systems.
- Spoiler 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 powered by one hydraulic system.
EFFECTIVITY page 14
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
HYDRAULIC DISTRIBUTION
EFFECTIVITY page 15
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
4. CSEU.
EFFECTIVITY page 16
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
5. AILERON
5.1. General.
The inboard and outboard ailerons provide roll control about the airplane
longitudinal axis.
EFFECTIVITY page 18
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
LATERAL CONTROL
EFFECTIVITY page 19
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
Normal system operation by the primary cable system provides lateral central
control actuator (LCCA) operation of the wing cable systems.
Backup cable system operation of the LCCA’s is possible if a disconnect occurs
in the primary cable system.
If the LCCA control system is failed (primary system) direct operation of
the right, wing cables by the backup cable system is possible by use of the
override and lost motion devices.
LCCA operation is required for left wing cable system operation.
There are nineteen rig pins in the aileron system for adjustment of cables,
rods, quadrants and torque tubes.
EFFECTIVITY page 20
ALL 11 - 04 - 2012
rev : 1
MECHANICAL STOP 65° CONT WHL
SINGLE CHANNEL AUTOPILOT LIMIT IS 18° CONT WHL
rev : 1
page 21
11 - 04 - 2012
B767/27/101
Flight controls
RIGHT FWD
CONTROL QUAD TO R. WING
OVERRIDE 24 LBS
P61 LOST MOTION 6°
22LBS 18LBS
4°
L. ADC R. ADC
± 275 kts
LOCK/UNLOCK L. OUTPUT
QUADRANT
L. LCCA’S
FEEL / CENTERING TRIM
- FEEL / CENTERING
- TRIM MECHANISM
R. LCCA’S
LBS
L. SAM R. SAM 14
TO R. OUTB.
LOCKOUT
LOCK SIGN ACT.
LOCK SIGN
TO 3L SPOILER MODULE TO 2R SPOILER MODULE 65° 4
T.E FLAPS
CONT M
65° WHL
DRIVE MECHANISM 4
TRIM
ACTUATOR
14
EFFECTIVITY
10
INB. AILERON
DROOP POS
AILERON - SYSTEM SCHEMATIC
ALL
Training manual B767/27/101
Flight controls
S AB
O
E
P
N
Y R I
T
B
G
E
R
H
C
C A U
T
H N I C S
EFFECTIVITY page 22
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 23
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
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.
EFFECTIVITY page 24
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 25
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
Wing Areas.
Each wing contains an inboard aileron droop mechanism with two override
devices, inboard aileron power control actuators (PCA), an outboard aileron
lockout mechanism and outboard aileron PCA’s.
Position transmitters are located near the outboard end of each aileron
surface.
EFFECTIVITY page 26
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 27
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
Outboard Ailerons.
Maximum deflection is 30.5° up & 15.5° down at 50° of control wheel
rotation.
Down deflection is limited by the aileron lock mechanism.
Inboard Ailerons.
The inboard ailerons are lowered by the trailing edge flap system and thus
have two control wheel schedules. Maximum deflection is 21.5 ° up and
down, drooped or not drooped.
When the inboard ailerons are not drooped, full up deflection requires 32° of
control wheel rotation.
Full up deflection requires 48° when the inboard ailerons are drooped.
Autopilot.
Maximum authority during single channel operation is 18° of control wheel
rotation.
Maximum authority is 55° when more than one autopilot is engaged during
autoland operation.
Aileron Trim.
Aileron trim authority is 30° of control wheel rotation.
EFFECTIVITY page 28
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 29
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 30
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 31
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
Droop Mechanism. The outboard ailerons are locked out at high speed to reduce roll control
A droop mechanism is mounted inboard of each inboard aileron. sensitivity about the longitudinal axis of the airplane.
This mechanism lowers or droops the inboard ailerons through trailing edge
flap system operation of the aileron droop angle gearbox., The inboard and An aileron lockout mechanism is mounted on the wing rear spar, inboard of
outboard droop quadrants have overrides for the inboard and outboard each outboard aileron.
ailerons respectively. The mechanism is operated by an electric actuator which positions linkages to
prevent quadrant rotation from operating the control rod to the PCA’s.
Both inboard ailerons are lowered (drooped) to improve lift when the trailing The lockout actuators are electronically controlled by stabilizer trim aileron
edge flaps are extended. lockout modules using speed inputs from the air data computers.
The droop mechanism is mechanically operated by the aileron droop -angle Unlocked.
gearbox as the flaps extend between up and 5 units causing the inboard Quadrant operation moves the idler lever which operates the drag link and
ailerons to lower 10°. the output crank to provide control rod output to the outboard aileron Power
As the flaps are raised, the ailerons return to the neutral position. Control Actuator (PCA) control valves.
Extending the flaps from 25 to 30 units causes the inboard ailerons to retract
approximately 5°. Locked.
Extension of the lockout actuator pulls on the actuator link which moves pivot
point “All on the idler link over pivot point “B”.
This moves the control rod and the outboard aileron to the neutral position.
Quadrant operation causes the idler link to pivot only on point “A” without
movement of the drag link or the control rod and the outboard aileron
remains at the neutral position.
EFFECTIVITY page 32
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 33
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 34
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 35
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
6. SPOILERS.
There are two inboard and four outboard panels on each wing numbered
from left to right.
Control.
Electronic control of hydraulic power actuators (PCA) is by control wheel rotary
variable differential transformers (RVDT) and speedbrake lever linear variable
differential transformer (LVDT) inputs to spoiler control modules (SCM).
Each SCM outputs control signals to an electro-hydraulic servo valve (EHSV) on
two power control actuators (PCA).
Spoiler panel position signals from a piston operated internal PCA LVDT
provide a feedback signal to the SCM for panel control and fault detection.
EFFECTIVITY page 36
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
SPOILERS - GENERAL
EFFECTIVITY page 37
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
6.2. System Operation. The actuator positions the LVDT pairs and speedbrake operation is
accomplished through the SCMs as discussed above.
6.2.1. General.
Ground speedbrake deployment travel is determined by internal SCM
Spoilers deploy as a function of control wheel deflection, speedbrake lever programs.
position, flap position, air/ground logic and aileron lockout logic.
All three hydraulic systems are used for spoiler system operation.
Each symmetrical pair of spoilers is controlled by a spoiler control module Flap position, air/ground and aileron lockout discretes are used for panel
(SCM). programming by the SCMs.
Each spoiler is driven by a power control actuator (PCA).
The output of each SCM and the feedback from the pair of PCAs being Faults are annunciated on the EICAS displays and overhead P5 panel.
controlled by that SCM form a closed loop electrohydraulic servocontrol Additional fault information is available using the SCM built in test function.
system.
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 speed brake operation.
These modes are modified within the SCM if a roll is initiated while
speedbrakes are deployed.
Spoiler panel deployment is determined by internal SCM programs.
EFFECTIVITY page 38
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
A control wheel input, with the panels down, results in panels rising on the up
aileron wing (down wing), and remaining down on the down aileron wing.
A control wheel input with the panels full up, from a speedbrake lever input,
results in panels lowering on the down aileron wing and remaining full up on
the up aileron wing.
A control wheel input with both wing panels partially raised results in panels
rising on the up aileron wing and lowering on the down aileron wing.
In this case the amount of panel movement would be reduced by one half to
maintain the same rate of roll for a given control wheel input.
Maximum deflection is 45° for the outboard panels and 17° for the inboard
panels with full control wheel rotation.
EFFECTIVITY page 40
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 41
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
6.2.3. Speedbrakes.
EFFECTIVITY page 42
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
SPEEDBRAKE DEFLECTION
EFFECTIVITY page 43
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 44
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 45
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
7. RUDDER.
7.1. General
A single rudder on the aft spar of the vertical stabilizer provides yaw control
about the vertical axis of the airplane.
While the vertical stabilizer is the primary source of airplane directional
stability, the rudder must also provide adequate directional control to
coordinate turns, create sideslip, balance unsymmetrical engine thrust and
enable landing during runway crosswind conditions.
High engine thrust capabilities require a large rudder for directional control
during engine failure on takeoff.
Due to increased rudder effectiveness at high speed, rudder authority is
reduced as speed increases to prevent structural damage.
EFFECTIVITY page 46
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
RUDDER - GENERAL
EFFECTIVITY page 47
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
A three position yaw damper test switch on the P61 panel tests both yaw
damper systems.
Warning Indications.
A RUDDER RATIO amber light on the P5 overhead panel indicates the loss of
rudder ratio changer function.
EFFECTIVITY page 48
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
Yaw Damper. A temperature compensating linkage, forward of the vertical stabilizer rear
Yaw damper inputs from two servos operate the yaw damper summing spar, functions to null control inputs from thermal expansion differences
mechanism. between control rods and fin structure.
These inputs are summed with other rudder control inputs.
Yaw damper inputs do not backdrive the cable system.
Each servo has a maximum authority of approximately 3° of rudder travel.
There are shear rivets in the yaw damper servo output to the rudder control
system.
EFFECTIVITY page 50
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
The left hydraulic power to the middle PCA is routed through the rudder ratio
changer actuator.
The middle PCA is powered only when the ratio changer is operative.
The ratio changer actuator is also powered by the left hydraulic system.
A flow sensitive fuse (7 gpm) is installed in the left hydraulic system pressure
line and a check valve (not shown) is in the left return line.
The two yaw damper servos are powered by the left and center hydraulic
systems.
EFFECTIVITY page 52
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 53
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
Trim Control. When the landing gear is extended, hydraulic pressure is available to the nose
The rudder trim knob located on the aft control stand controls power to the wheel steering system.
rudder trim actuator. Rudder trim operation can then turn the nose wheels.
Rotating the knob 5° removes a ground from the 15° & 25° switches.
The knob must be rotated more than 25° to complete the circuit to the
actuator.
Trim Indication.
The rudder trim indicator is driven by a rotary variable differential transformer
(RVDT) in the trim actuator.
A pointer shows the rudder trim position in units.
Full rudder trim should be indicated by a minimum of 14 units.
An adjusting screw is on the aft side of the aileron/rudder control module to
zero the pointer with the rudder centered and the feel, centering and trim
mechanism rollers in the cam detent.
Loss of power to the trim indicator causes the pointer to move off scale.
The RVDT is not line replaceable.
EFFECTIVITY page 54
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 55
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
The yaw damper system includes two Yaw Damper Modules (YDM) each A test switch is located on the P61 panel allows testing of the yaw damper
controlling a yaw damper servo actuator. system on the ground.
The system uses inputs from the Air Damper Computers (ADC), the Inertial
Reference Units (IRU), servo actuator LVTs, modal suppression accelerometers Yaw Damper Modules.
(installed on 767-300 only) and air/ground relays to command rudder The YDMs command rudder movement and monitor yaw damper for faults.
movement. Failures are detected by automatic BITE and are stored in the module memory
Pressure switches in the left and center hydraulic systems input for fault for ground recall.
detection and indication. Faults are recalled with YDM face plate buttons and are indicated by displaying
messages on a 12 character LED display.
Movements of the yaw damper servos are summed by a summing lever before
transfer to the yaw summing mechanism which commands the rudder.
When both yaw damper servos are operative in flight, maximum yaw damper
input to the rudder is approximately 6° in each direction.
When one servo is operative, maximum rudder movement is approximately 3°.
The maximum amount of rudder command available for yaw damping
depends on airspeed and the number of ADC and IRU supplying data.
EFFECTIVITY page 56
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
8. ELEVATOR.
Control.
Pilot control is by moving the control columns. Control cables transfer the
input to elevator aft quadrants which command the PCA’s.
The PCA’s are powered by the three hydraulic systems.
Control column feel is provided by the feel and centering unit. The feel at the
column is varied as a function of airspeed by the elevator feel computer.
EFFECTIVITY page 58
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
ELEVATOR
LATERAL
AXIS
PITCH
CONTROL
EFFECTIVITY page 59
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
The inboard elevator weighs 97 lb and the outboard elevator weighs 199 lb.
The elevators are built with graphite epoxy composite material.
EFFECTIVITY page 60
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
AFT VIEW
EFFECTIVITY page 61
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
8.2. System Description. An override, mounted on the stabilizer compartment aft bulkhead, allows the
elevator system to operate in case of a jam in the feel and centering unit.
8.2.1. Elevator Schematic.
The three PCA’s on each side are commanded by the input control rod
The elevator control system is commanded by fore and aft movement of either positioned by the aft quadrant torque tubes. They are powered by separate
control column, autopilot servos and stick nudger. hydraulic system. Elevator movement is displayed on the EICAS status page
responding to position transmitter input.
The system has two redundant paths, one on the left side and one on the
right side of the airplane. Each path commands its own elevator power control The slave cable interconnect mechanism receives input from the elevator
actuators (PCA). The two paths can be separated in case of a jam by overrides movement through a lost motion device and two overrides. The mechanism
at the column torque tubes and at the aft quadrants. allows the elevator on one side to be commanded by the other in case of a
lost connection downstream of the aft quadrant torque tube.
Movement of the column is transferred to a cable tension regulator quadrant.
A stick shaker is mounted on each torque tube for stall warning.
Cables connect the forward quadrants to the aft quadrants. The aft quadrants
are mounted on their own offset torque tubes. These torque tubes are
interconnected through an override and an asymmetry limiter.
Three autopilot servos are connected to the torque tubes by connecting rods.
EFFECTIVITY page 62
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
AUTOPILOT PITCH
OVERRIDE CONTROL SERVO (3PL.)
F/O’S MECHANISM
CONTROL COLUMN FEEL AND
CAPTAIN’S
CENTERING UNIT
CONTROL COLUMN
CONTROL
TENSION SLAVE
COLUMN
REGULATOR CABLE
OVERRIDE
QUADRANT INTERCON.
MECHANISM
(2 PLACES)
HORIZONTAL
STABILIZER
STICK SHAKER
(2 PLACES) AFT QUADRANT
ELEVATOR FEEL INTERCON.
COMPUTER ROD
INTERCONNECT LINK
SLAVE CABLE
QUADRANT
(2 PLACES) LEFT INBOARD ELEVATOR
(RIGHT SIDE SIMILAR)
EFFECTIVITY page 63
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
8.2.2. Elevator Feel Computer. If a jam occurs in the right elevator controls, the captain feels one half of the
hydraulic feel force, none of the mechanical feel force, and the override forces
The elevator feel computer generates two variable hydraulic pressures based at the column and aft quadrant overrides.
on pitot pressure and horizontal stabilizer position. The variable pressures
provide feel forces at the elevator columns and operate the rate control valve If a jam occurs in the left elevator controls, the first officer feels the same force
of the Stabilizer Trim Control Modules (STCM). as above plus the mechanical feel force.
The elevator feel computer is located on the left side of the stabilizer
compartment.
Operation.
The elevator feel computer is a dual hydro-pneumatic unit which receives
airspeed signal from two pitot pressure lines. The stabilizer position is
transmitted to the feel computer by a rod connected to the stabilizer.
The output feel pressures can vary from 175 psi to 1150 psi above return line
pressure at airspeeds from 0 to about 350 knots with the horizontal stabilizer
in the neutral position.
A relief valve is provided in each half of the feel computer to limit feel
pressures to 160% of normal output pressures.
The output pressure from each computer half is monitored by two differential
pressure switches. When one output feel pressure differs from the other
by 25% or more for more than 30 seconds with all three hydraulic system
pressurized, the ELEV FEEL message appears on the status and maintenance
pages of EICAS. This message is latched in the air mode in the EICAS memory.
A bias spring biases the stabilizer input crank towards the airplane nose-down
position. If the stabilizer input rod fails, the feel pressures can then vary to the
full range of pitot pressure changes.
EFFECTIVITY page 64
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 65
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
The stick nudger consists of an electric actuator, crank assembly and spring
mounted on the upper face of the feel and centering unit. The electric
actuator is pivot mounted on the feel unit and rotates a crank assembly which
then pulls on the stick nudger spring. The spring is attached to the upper
(captain) input crank of the feel unit.
The stick nudger actuator consists of a 28V DC electric motor which extends
and retracts a rod. Switches internal to the actuator cutout electric power at
the end of the stroke.
Operation.
During normal operation, the nudger actuator is retracted. The center line of
the crank assembly left end coincides with the pivot of the upper input crank.
Elevator command inputs are not affected by the stick nudger.
During flight with flaps and slats retracted, a stall warning from both stall
warning computers results in commanding the actuator to extend. As the
actuator extends, the rotation of the crank assembly pulls on the nudger
spring and rotates the upper input crank. If the pilot does not restrain the
movement of the column, the stick nudger applies an airplane nose-down
command to the elevator. If the pilot restrains the movement of the column,
the stick nudger spring is stretched further as the nudger actuator extends.
When the stall warning stops, the nudger actuator is commanded to retract
and repositions the crank assembly.
EFFECTIVITY page 66
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
STICK NUDGER
EFFECTIVITY page 67
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
8.3.1. Elevator System Travel. The elevator position transmitter is mounted on the inboard side of the
horizontal stabilizer on both sides of the airplane. The transmitter is powered
Maximum travel of elevator is limited by internal stops in the PCA’s. by 28V AC and supplies a signal to the EICAS computers to display the
The control column stops and aft elevator quadrant stops provide backup elevator position pointers on the status page.
elevator travel limitation after cable stretch. With no air load, the elevator can
move a maximum of 28.5° up and 20.5° down with a full forward and aft Transmitter Failure.
movement of the control column. If a transmitter is failed, its position pointer is not shown on the status page.
The elevator operation must be visually checked for each dispatch of the
The elevator displacement is measured by the distance between the inboard airplane. Full elevator movement on the ground should move the pointer to or
elevator trailing edge and the reference point on the index plate riveted on the past the up or down mark on the status page.
airplane tail cone with the stabilizer set at 2 units. At maximum travel of the
elevator, these measurements are 33.7 in up and 24.5 in down. Transmitter Replacement.
The replacement procedure of the elevator position transmitters is the same as
The maximum movement of the elevator in autopilot mode depends upon the the ailerons transmitters. The transmitter is installed with the stabilizer set at 2
number of flight control computers engaged. In single autopilot, units and the elevator faired. The transmitter is adjusted to obtain a signal of
the maximum authority is 8.3° up and down. In multiple autopilot, the less than 50 millivolts by the null adjusting sleeve on the control rod.
maximum authority is 28° up and 20° down. The transmitter can also be adjusted by centering the pointer on the status
page.
EFFECTIVITY page 68
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
ELEVATOR POSITION
EFFECTIVITY page 69
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
9. STABILIZER.
9.1. General
Purpose.
The horizontal stabilizer is a moveable assembly that includes the elevator.
Changes in the stabilizer angle of attack result in airplane movement about
the pitch axis.
The purpose of the stabilizer trim is to make long term changes in the airplane
pitch attitude (short term pitch changes are made by the elevator).
Airplane pitch requirements change during flight due to changes in center of
gravity (CG), engine thrust and airspeed changes.
Moving the stabilizer leading edge up results in airplane nose down trim.
Moving the stabilizer leading edge down results in airplane nose up trim.
EFFECTIVITY page 70
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
HORIZONTAL STABILIZER
EFFECTIVITY page 71
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
When only half rate trim results from, a pilot manual electric trim input,
the advisory (C) level message STAB TRIM appears on EICAS and the amber
light STAB TRIM illuminates on the P5 panel.
EFFECTIVITY page 72
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 73
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
Autoflight Trim.
FCC auto stabilizer trim results from elevator inputs to the selected FCC.
When this occurs auto trim signals are sent to one SAM.
The control and arm outputs that result use the same path as described under
manual electric trim.
If the pilot or FCC is not making a trim input, mach trim circuits in the SAM
will control trim operation using AIDC inputs.
Trim rate in these modes is half a maximum as only one STCM is controlling
one hydraulic motor/brake combination.
EFFECTIVITY page 74
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
FCC
MAN. TRIM L C R MAN. TRIM
S.O.V.
EFFECTIVITY page 75
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
The upper limit in the SAM electrical mode is provided at 0.25 units with the
flaps extended and 1.5 units with the flaps retracted.
The lower limit is provided at 12.8 units.
Stabilizer trim limits for takeoff are between 0.25 units and 7.0 units.
These limits are indicated by a green band on the pilots stabilizer position
indicators.
EFFECTIVITY page 76
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 77
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
9.5.1. Manual Electric Trim Switches. Auto trim control of the stabilizer occurs when one or more FCC is engaged.
The left FCC commands the left SAM and the right FCC commands the right
A set of dual switches, located in each pilots wheels, controls stabilizer trim in SAM.
the manual electric mode. The center FCC commands either the left or the right SAM depending on
Each switch set provides manual electric ARM and CONTROL trim signals to which SAM is initialized first.
both STCMs through both SAMS.
The switches can be moved up or down and are spring loaded to the OFF Operation.
neutral position. A selected FCC sends an ARM signal to its corresponding SAM.
When it receives a VALID signal from the SAM, the FCC engages.
Operation. The engaged FCC provides a trim command to the SAM when the elevator is
When the switches on either wheel are moved together in an up or down deflected out of its neutral position.
direction, 28V DC power is directed through each SAM to the appropriate
solenoids on each STCM. Single Channel FCC.
The auto manual transfer relays in each SAM are released during manual trim. During single channel operation, one FCC is engaged and commands
its corresponding SAM. The auto-manual transfer relays are energized in
When one FCC is engaged, the relays in both SAMS are energized allowing both SAMS. The FCC provides an auto trim command when the elevator is
the auto trim commands of the SAM in of control to power the solenoid deflected for more 4 seconds. The stabilizer then moves at half rate speed to
valves its dedicated STCM. new trim position.
If a manual electric trim command is made, coincidence monitors in the SAMS,
inhibit the auto trim mode, disengage the FCC, and de-energize, both auto- Multiple Channel FCC.
manual relays. During multiple channel operation, two or three FCCs are engaged.
Now the manual electric trim command takes priority over auto trim. The FCC (first engaged) provides trim commands to its SAM, immediately,
when the elevator is deflected out of its neutral position.
When there is multi channel FCC lays in engagement, the auto transfer relay The stabilizer moves at half rate speed.
in both SAMS are energized allowing auto trim commands from the SAM in If a failure occurs on the 767-300 that results in autoland 3 (three FCCs
control to power the solenoid valves of its dedicated STCM. engaged) defaulting to autoland 2 (two FCCs engaged), the remaining FCC
If a manual electric trim command is then made, the coincidence monitor not controlling trim engages the SAM not previously performing the auto trim
signals inhibiting the auto trim mode are ignored by the FCCs. function.
The relays remain energized disabling the control of the manual electric trim The two FCCs command the two SAMS to trim simultaneously resulting in the
switches. stabilizer moving at full rate. This full speed trim permits quick retrimming of
the airplane for go-around during a missed approach.
EFFECTIVITY page 78
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 79
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
General Description.
The Mach trim mode controls the stabilizer trim during flight when no
autopilot is selected (no FCC engaged) and no other stabilizer trim command
exists.
The controlling SAM commands the stabilizer trim as a function of change in
Mach number to enhance the longitudinal stability of the airplane.
A speed increase results in an airplane nose up trim while a speed decrease
results in an airplane nose down trim.
Operation.
Both SAMs contain the Mach trim circuits and receive Mach data from the two
ADCs.
After initialization the controlling SAM automatically engages the Mach trim
mode and commands the stabilizer to move at half rate of speed when :
The Mach trim schedule provides for a greater stabilizer trim correction as the
Mach number increases.
EFFECTIVITY page 80
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
10.1. General The leading edge slats have three positions of retracted (up), intermediate
(takeoff /sealed) , extended (landing/ gapped) and operate between lever,
High Lift Devices. or switch, positions of up to one and 20 to 25.
The high lift devices include the trailing edge flap and leading edge slat
systems. The alternate position selector switch has a NORM (normal) position which
The high lift devices are extended to improve wing lift and drag characteristics does not provide an output command.
for takeoff and landing operations and to provide increased stall operating This is a safety position to prevent inadvertent alternate drive operation in
margins. event either arm switch is actuated and flap or slat position disagrees with the
selector switch.
There are four trailing edge flaps which have six operating positions.
The inboard flaps have main and aft sections and are double slotted when
fully extended.
The outboard flaps have one section and are always single slotted when
extended.
There are five outboard and one inboard slat surfaces on each wing.
The slats are numbered from the left to the right wingtip.
The slats extend from the top of the wing and have three positions.
A Krueger seal flap extends from the bottom of each wing between the
inboard slat and the engine strut to reduce drag with the slats extended.
The flaps and slats are controlled by the flap control lever during primary
(hydraulic motor) operation and by the alternate flap selector and arm
switches during alternate (electric motor) operation.
Alternate operation is about six times slower than normal operation.
The flap lever and alternate position selector switch have positions showing
units of trailing edge flap extension.
The trailing edge flaps are retracted at both the up and one positions of the
lever or switch.
EFFECTIVITY page 82
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 83
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
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.
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.
EFFECTIVITY page 84
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 85
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
Position Indication.
Flap position transmitter syncros operate the flap indicator syncros.
PSEU section 3 controls a flap reference transfer relay using inputs from
a flap position transmitter RVDT (from a FSPM) and slat PDU RVDTs.
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 illumination of the associated fault light.
EFFECTIVITY page 86
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 87
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
A TRAILING EDGE amber light, master CAUTION lights and EICAS caution
alert, advisory alert, status and maintenance messages show flap system faults.
EFFECTIVITY page 88
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 89
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
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.
EFFECTIVITY page 90
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 91
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 92
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 93
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
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.
EFFECTIVITY page 94
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 95
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
The load relief (alleviation) system prevents excessive airloads on the flaps by The FSEU provides a TE FLAP DISAGREE caution alert message and TRAILING
automatically limiting flap extension when airspeed is too high for EDGE amber light when the flap drive is not in the commanded position and
flaps 25 or 30. the applicable time delay has expired.
The system will limit flap position to a maximum of 20 units when the airspeed Different time delays provide for different operating times between flap
equals or exceeds 172.5 knots with the flap lever at 30 units or 182.5 knots positions and between the hydraulic and electric motors.
with-the flap lever at 25 units.
Operation requires a valid airspeed input from either air data computer (ADC). Normal Operation.
During normal flap system operation the hydraulic motor is controlled using
Load relief system operation is inhibited when the alternate flap system is the flap lever.
armed or for center flap stabilizer position module (FSPM) failure, The flap slat electronic unit (FSEU) Section 2 compares flap lever position to
flap lever transmitter (RVDT) failure or loss of 28 volt ac power supply. flap drive position from a flap stabilizer position module (FSPM).
A disagreement is inhibited if the slats are less than takeoff,
Load relief operation is latched after actuation and is reset by reducing load relief is operating, a slat or flap power drive unit (PDU) is moving towards
airspeed to 168.5 knots for flap extension to 30 units and to 178.5 knots for the lever position, an asymmetry condition exists or the alternate drive system
extension to 25 units. is armed.
Airspeed must be valid from either ADC to reset.
If both ADC inputs are invalid the latches can be reset by moving the flap Alternate Operation.
lever to 25 or 20 units. During alternate flap system operation the electric motor is controlled using
the alternate flap position selector switch.
A trailing edge amber light and a FLAP LOAD RELIEF advisory message will When the alternate flap arm switch is armed the FSEU compares the position
illuminate if the system fails when load relief is required. selector switch to flap drive position from the FSPM.
Disagreement annunciation between flap lever and flap position and the flap If the arm switch is armed for seven seconds with the position selector switch
failure protection shutdown system are inhibited during load relief operation. in NORM the message and light are illuminated to indicate both normal and
alternate systems are disabled.
Load relief operation is controlled by Section 1 of the flap slat electronic unit
(PSEU), fault annunciation is controlled by Section 2. The TRAILING EDGE amber light is also illuminated if a flap asymmetry
condition is detected or the flap load relief system fails to operate when
activated.
EFFECTIVITY page 96
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
The flap asymmetry protection system shuts down (bypasses) the flap primary
drive and illuminates the TE FLAP ASYM message and flap amber light 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.
EFFECTIVITY page 97
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
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).
EFFECTIVITY page 98
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
EFFECTIVITY page 99
ALL 11 - 04 - 2012
rev : 1
B767/27/101
Training manual Flight controls
Sensor.
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 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.
Maintenance Practices.
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.
The slat inboard and outboard power drive unit (PDU) alternate drive electric
motors are controlled by the flap slat electronic unit (PSEU).
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 PDUs.
The slat alternate arm switch directly controls the bypass valves on the PDUs
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.
10.5.5. Slat Asymmetry and Failure Protection Shutdown. 10.5.6. Slat Disagree.
Asymmetry Protection Shutdown : The proximity switch electronic unit (PSEU) compares slat position signals from
- An asymmetry condition detected by the proximity switch electronic proximity sensors at each slat with flap lever or alternate flap position selector
unit (PSEU), in the inboard or outboard slat systems, is signaled to the switch position inputs from the flap slat electronic unit (FSEU) to detect a slat
flap slat electronic unit (FSEU) for protective shutdown. disagreement.
The asymmetry signal is latched in the FSEU and annunciated until the
signal is removed by the PSEU. Operation.
If the flap lever is moved with a latched asymmetry, the FSEU energizes When the flap lever is moved during primary drive slat system operation or the
the inboard or outboard slat fail protection and asymmetry relay to alternate flap position selector switch is moved during alternate operation,
bypass the hydraulic motor. the PSEU sends a disagree signal to the FSEU.
The shutdown and asymmetry annunciation are latched and will not When the proximity sensors show agreement with slat command the PSEU
reset if the PSEU removes the asymmetry signal. removes the disagree signal.
Cycling the alternate slat arm switch on and off will reset the A PSEU disagree input is inhibited in the FSEU when any of the following
asymmetry shutdown latch, conditions exist.
de-energize the fail relay, and energize the bypass valve normal
relay to restore hydraulic motor operation and clear the asymmetry - Either inboard or outboard slat PDU is moving toward the flap lever or
annunciation. alternate flap position selector switch position (command) in primary or
alternate operation.
Failure Protection Shutdown : - The flap drive is moving toward the flap lever position in primary
- The FSEU compares the flap lever and power drive unit (PDU) operation.
transmitters (RVDTs) to detect uncommanded movement of the inboard - The slats are commanded up in primary or alternate operation and the
or outboard slat systems. flaps are not retracted.
If the slats are moving away from the flap lever position, the FSEU - A slat asymmetry condition exists.
operates the fail relay to bypass the hydraulic motor.
The failure shutdown latch can be reset by cycling the alternate slat If the PSEU disagree signal is present after the inhibits are removed, the FSEU
arm switch to de-energize the fail relay, energize the normal relay and causes display of the LEADING EDGE light and LE SLAT DISAGREE caution
restore hydraulic motor operation. message after ten seconds.
The latch also resets when the flap lever is up and the slats are
retracted.
11. WARNINGS.
11.1.1. General. Each SWC operates a separate stick shaker. The output of both SWC’s is
required for stick nudger operation. The SWC’s input to the ground proximity
The stall warning system has two digital stall warning computers (SWC) warning computer (GPWC) and the electronic flight instrument system (EFIS)
whose function is to calculate when the airplane is nearing a stall condition for the windshear detection and guidance system and to the EICAS computers
and provide a warning through operation of the stick shakers and stick for fault annunciation.
nudger. Another function of the SWC’s is to input to the windshear detection
and guidance systems for visual and aural warning annunciation and flight Inputs to the SWC’s are flap position (flap/stab position module - FSPM), slat
instrument display. movement (flap/slat electronic unit - FSEU), slat position (proximity switch
electronic unit - PSEU), speedbrakes down or not down (spoiler control
module - SCM) body pitch angle and rate (inertial reference system -IRS), dual
power sources (PSM), mach, true airspeed, computed airspeed, indicated
angle of attack (air data computers) and air ground sensing (air/ground relays
controlled by the PSEU).
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.
Control.
Improper airplane configuration detected when either throttle is advanced
(engine speed card) and is announced by :
Input.
Flap/slat disagreement from the flap slat electronic unit (FSEU).
TE flap position & stabilizer position from the center flap/stab position module
(FSPM)
Self Test
Check the T/O warning system by advancing either throttle (ENGINE SPEED
card from EICAS thrust discrete) or by actuating T/O configuration test switch
on P61 side panel with one of the monitored systems not in T/O configuration.
It warns the pilots when the airplane is in improper configuration for landing.
Input.
Input signals, supplied from airplane sensors, avionics systems and pilots,
are processed by the landing configuration warning module. The landing
configuration warnings are generated as a result of the following conditions :
- Radio altitude of less than 800 feet, either throttle at idle and the
landing gear not down and locked,
- Flaps in the landing range and the landing gear not down and locked,
- Radio altitude of less than 800 feet and spoilers deployed.
Annunciations.
Airplane in improper landing configuration is indicated by :
The purpose of the landing configuration warning system is to warn the flight
crew of a gear not down and locked condition when the aircraft is configured
for landing.
Configuration.
Improper configuration of the airplane for landing is indicated by :
Conditions Monitored.
Landing gear position from the PSEU.
Signal Processing.
The input signals are processed by the landing configuration warning module
located in the warning electronic unit. The module may be tested by use of
the configuration test switch in the landing position.
Caution Conditions. The master CAUTION lights and level B caution aural are inhibited by the
Whenever the speedbrake handle is advanced beyond the ARM position and EICAS during a ground test. However, these two annunciations would occur
the airplane is more than 15 feet above the ground, caution annunciations during an in light test.
are initiated by the landing configuration warning module. The annunciations
occur under the following conditions : NOTE : Since other landing warning configuration module functions are also
checked during this test, the following warning annunciations will also
- Condition 1 : Speedbrake handle beyond ARM position, radio altitude be generated, as previously described :
greater than 15 feet and flaps in the landing position (25 or 30 units).
In this case, the speedbrake drag would tend to cancel much of the - GEAR-NOT-DOWN EICAS message (red),
extra lift created by the flaps being in the landing range. - CONFIG light (red) illuminated on P1-3,
- Condition 2 : Speedbrake handle beyond ARM position and the radio - Master WARNING lights (red) illuminated on P7,
altitude greater than 15 feet, but less than 800 feet. - Siren sounds.
Test Initiation.
A speedbrake test function can be initiated in the air or on the ground by
advancing the speedbrake handle past the ARM position and then actuating
the LDG CONFIG test switch on the P61 test panel. The test annunciations
remain as long as these test conditions remain.