ATR Ata - 27 - Flight - Controls

[ATA] | [SUBCHAPTER] | [SECTION] [TITLE]
TRAINING HANDOUT T1+T2 42-400I500 and 72-

212A (600 variant)
ATA 27 FLIGHT CONTROLS
2.3 (19/02/2015)
[REF] Copyright © [VERSION] ([DATE]) - ATR Training Centre - All right reserved For Training Only Page 1
ATA 27 FLIGHT CONTROLS | | Table of content
Table of Content
TRAINING HANDOUT T1+T2 42-400I500 and 72-212A (600 variant)
ATA 27 FLIGHT CONTROLS ......................................................................................................................................................................................................................................... 6

27.00 GENERAL .................................................................................................................................................................................................................................................. 6
Presentation ................................................................................................................................................................................................................................................... 6
Cockpit Panels ................................................................................................................................................................................................................................................ 7
Cockpit Displays ............................................................................................................................................................................................................................................. 9
Interfaces ..................................................................................................................................................................................................................................................... 11
27.10 AILERON AND TAB .................................................................................................................................................................................................................................. 12
System Description ...................................................................................................................................................................................................................................... 12
System Operation ........................................................................................................................................................................................................................................ 13
Mechanical control Description ................................................................................................................................................................................................................... 16
Control Wheel and Cable Tension Regulator ............................................................................................................................................................................................... 17
Aft Quadrant and AP Actuator ..................................................................................................................................................................................................................... 18
Aileron Control ............................................................................................................................................................................................................................................. 19
27.12 TRIM AILERON ........................................................................................................................................................................................................................................ 21
Aileron Tab ................................................................................................................................................................................................................................................... 22
Aileron Trim Control and Actuation ............................................................................................................................................................................................................. 23
Aileron Position Transmitter ........................................................................................................................................................................................................................ 25
27.60 SPOILERS ................................................................................................................................................................................................................................................ 26
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Spoiler Block Valve ....................................................................................................................................................................................................................................... 29

Spoiler .......................................................................................................................................................................................................................................................... 30
Pipes hydraulic Actuator and Proximity Switches........................................................................................................................................................................................ 31
27.20 RUDDER AND TAB .................................................................................................................................................................................................................................. 32
Pedals and Force Detection Rod .................................................................................................................................................................................................................. 39
FWD and Rear Quadrants and Linkage ........................................................................................................................................................................................................ 40
Spring Tab Mechanism ................................................................................................................................................................................................................................. 41
Releasable Centering Unit............................................................................................................................................................................................................................ 42
Trailing Edge and Rudder ............................................................................................................................................................................................................................. 44
Rudder Damper ............................................................................................................................................................................................................................................ 45
27.22 TRIM RUDDER ........................................................................................................................................................................................................................................ 46
Trim Tab ....................................................................................................................................................................................................................................................... 47
Rudder Trim Control and Actuation ............................................................................................................................................................................................................. 48
DFDR Rudder Position Transmitter .............................................................................................................................................................................................................. 50
Yaw Damper Actuator .................................................................................................................................................................................................................................. 51
27.23 TRAVEL LIMITATION ............................................................................................................................................................................................................................... 52
TLU Control .................................................................................................................................................................................................................................................. 59
27.30 ELEVATOR AND TAB ............................................................................................................................................................................................................................... 61

Mechanical control Operation ..................................................................................................................................................................................................................... 63
ControlColumn and Force Detector Rod...................................................................................................................................................................................................... 67
Cable Tension Regulator Rear Quadrants and Linkage ................................................................................................................................................................................ 68
Elevator ........................................................................................................................................................................................................................................................ 71
Pitch Uncoupling Mechanism ...................................................................................................................................................................................................................... 72
Rear Elevator Clutch Actuator...................................................................................................................................................................................................................... 74
Auto Pilot Actuator ...................................................................................................................................................................................................................................... 75
27.32 TRIM ELEVATOR ..................................................................................................................................................................................................................................... 76
Elevator Trim Control and Actuation ........................................................................................................................................................................................................... 82
Flexible Shaft and Push pull Rod .................................................................................................................................................................................................................. 87
27.36 STALL WARNING..................................................................................................................................................................................................................................... 88
Alpha Probe .................................................................................................................................................................................................................................................. 94
Stick Shaker .................................................................................................................................................................................................................................................. 95
Stick Pusher .................................................................................................................................................................................................................................................. 97
27.50 FLAPS .................................................................................................................................................................................................................................................... 100
System Description .................................................................................................................................................................................................................................... 100
System Operation ...................................................................................................................................................................................................................................... 102
Mechanical control Description ................................................................................................................................................................................................................. 106
Flaps Control Lever and Switch Unit .......................................................................................................................................................................................................... 109
Flaps Position Transmitters ........................................................................................................................................................................................................................ 111
27.54 HYDRAULIC ACTUATION AND INTERCONNECTION (FLAPS)................................................................................................................................................................. 113

Flaps Actuator ............................................................................................................................................................................................................................................ 113
Flaps Block Valve ........................................................................................................................................................................................................................................ 114
Flaps Supports Fairing and hydraulic ......................................................................................................................................................................................................... 118
Interconnection Torque Shaft .................................................................................................................................................................................................................... 120
27.70 GUST LOCK SYSTEM ............................................................................................................................................................................................................................. 121
System Description .................................................................................................................................................................................................................................... 121
System Operation ...................................................................................................................................................................................................................................... 122
Control Lever .............................................................................................................................................................................................................................................. 125
Gust Locking Unit ....................................................................................................................................................................................................................................... 126
Aileron Lock................................................................................................................................................................................................................................................ 127
27.CI CONTROLS AND INDICATORS ................................................................................................................................................................................................................ 129
Maintenance Panel .................................................................................................................................................................................................................................... 129
27.00 GENERAL .............................................................................................................................................................................................................................................. 130
Safety and Precautions .............................................................................................................................................................................................................................. 130
Maintenance Operations ........................................................................................................................................................................................................................... 132
ATA 27 FLIGHT CONTROLS | 27.00 GENERAL Presentation
GENERAL PRESENTATION:
 Control of the aircraft is achieved on the three axes by primary flight controls and secondary flight controls.
ATA 27 FLIGHT CONTROLS
 ROLL, PITCH and YAW control are the primary flight controls.
 Roll control is performed on each wing by one aileron, with a spring tab, and one spoiler.
27.00 GENERAL
 Pitch control is performed by two elevators with their balance tabs.
Presentation
 Yaw control is performed by the rudder and its spring tab.
 Flaps are provided on each wing. They are the secondary flight controls.
Description:
 The ailerons, elevators and rudder are mechanically actuated.
 The spoilers and flaps are hydraulically operated, using the blue hydraulic circuit.
 A gust lock system protects roll and pitch controls on the ground.
 Auto pilot inputs drive ailerons, elevators and rudder. They can be overridden by the pilot.
 The elevators and tabs, the rudder and spring tab and the flaps are composed of hybrid of kevlar - carbon / nomex sandwich.
 The ailerons and tabs and the spoilers are composed of carbon monolithic structure.
 The aircraft is provided with four trim actuators which are all interchangeable.
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ATA 27 FLIGHT CONTROLS | 27.00 GENERAL Cockpit Panels
COCKPIT PANELS:
 The flight controls information are indicated on the
EWD (Engine Warning Display).
Cockpit Panels  The Engine Warning DisplayEWD displays
message failures and associated procedures.
 On the Primary Fight Display (PFD) the flight Mode

Annunciator Area (FMA Area) display the Stick
Pusher information.
 Travel Limitation Unit (TLU) control switch, Spoilers

position indicator and Flight controls fault indicator
are located on the overhead panel (25VU).
 Stick pusher pushbutton is located in the center on

the front cockpit (401VM).
 The Pitch trim rocker switches are located on the

control wheels.
 Gust lock lever is located on the 902VU.
ATA 27 FLIGHT CONTROLS | 27.00 GENERAL Cockpit Panels
COCKPIT PANELS:
 Maintenance panel is located on the right side (702VU).
Several tests and control device are provided, for
maintenance purpose only.
All buttons on this panel are to be used on ground only.
 Maintenance panel is located on the left side (101VU).

Several tests and control device are provided, for
maintenance purpose only.
 Trim control panel is located on the pedestal (110VU)
 Flaps control lever is located on the pedestal (902VU)
 Captain's and First Officer's pedals.
ATA 27 FLIGHT CONTROLS | 27.00 GENERAL Cockpit Displays
COCKPIT DISPLAYS:
 The Engine Warning Display (EWD) provide on the
left upper frame the flight controls informations.
 The Primary Flight Display (PFD) provide on the
Cockpit Displays Flight Mode Annunciator (FMA) Stick Pusher status.
 When the stick pusher is activated "STICK PUSHER"
green indication is displayed on FLIGHT MODE
ANNUNCIATOR of Primary Flight Display (PFD).
Pitch Trim Position Indicator:

 Deflection values of the tab commanded by the pitch
trim are indicated in the Flight Control frame of the
EWD.
 The Pitch Trim indicating pointer and numerical value
are green when Auto Pilot is engaged.
are cyan in manual mode.
are amber;
 In case of Pitch Trim Asym,
 In case of Pitch Mistrim or Pitch Trim failed with AP
engaged,
 When pointer is outside the green zone in Initial
Ground Display condition.
 In case of electrical signal CAC or DU failure, the
pitch trim position numerical value is dashed.
ATA 27 FLIGHT CONTROLS | 27.00 GENERAL Cockpit Displays
Roll Trim Position Indicator:
 Deflection values of the tab (left aileron), commanded by the trim
are indicated in the Flight Control frame of the Engine Warning
Display (EWD).
The Aileron Trim indicating pointer is white when the Autopilot is
engaged.
The Aileron Trim indicating pointer is cyan in manual mode.
When a trim control is required, a cyan arrow is provided on Aileron
Trim indicator of EWD page.
The Aileron Trim Indicator pointer is amber in case of Roll Mistrim
with AP engaged.
Rudder Trim Position Indicator:

 Deflection values of the tab commanded by the Rudder trim are
indicated in the Flight Control frame of the EWD.
The Rudder Trim indicating pointer is cyan in all configuration.
The pointer is green when AP is engaged and Categorie 3 landing is
selected.
The Rudder Trim indicating pointer is amber in case of Rudder
Mistrim with AP engaged.
Flaps Position Indicating:

 The position of the flaps is shown on Flight Controls frame of EWD
page.
Flaps position is displayed in white when flap position is at 0°
position.
Flaps position is displayed in green when the difference between
flap command and position is lower than 1° (except at 0°).
Flaps position is displayed in cyan when the flaps extend or retract.
 Flaps position is displayed in amber when;
 Flaps Asymmetry is detected.
 Flaps Jam is detected.
 Flaps Command failure is detected.
 Flaps position is displayed in red when Flap unlocked is
detected.
ATA 27 FLIGHT CONTROLS | 27.00 GENERAL Interfaces
INTERFACES:
 Control of the aircraft is achieved by the primary flight controls and the secondary flight controls.
 The electrical supply provides power for the flight controls system.
 The hydraulic power enables actuation of the flaps and spoilers.
 The auto-flight system provides 3 axis automatic control and auto-pilot disconnection.
Interfaces
 Flight control events provide indications, stall alerts and visual and aural warnings.
 The Terrain and Traffic Collision Avoidance System provides, through the radio altimeter, aural warnings in the case where the flaps are not
in landing configuration.
ATA 27 FLIGHT CONTROLS | 27.10 AILERON AND TAB System Description
AILERON AND TAB DESCRIPTION:

 Roll control is performed by two ailerons, each equipped with a spring tab, and two roll spoilers.
 The control wheels mechanically drive both ailerons.
 The
27.10 spring tab
AILERON ANDprovides
TAB a flexible compensation which automatically increases with the aerodynamic loads applied on the ailerons, thus
ensuring
System a reduction of the pilot's efforts.
Description
 The left aileron tab is also used for aileron trim.
 The roll spoilers are installed on the upper surface of the wing. The control wheels operate the roll spoilers through the hydraulic valve blocks.
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ATA 27 FLIGHT CONTROLS | 27.10 AILERON AND TAB System Operation
AILERON OPERATION ON GROUND:

 Aircraft is on the ground. No airload is applied on
the flight surfaces. Ailerons and spring tabs are in
line and the control wheels are in the neutral
System Operation position.
 The trim operation is available only on the left

aileron.
 The pilot deflects the control wheels on the left.

Control surface is free to rotate, no force is applied
on the spring which keeps the same length.
 Note that the aileron and spring tab stay in line.
 The pilot continues to deflect the control wheels on

the left. Due to the mechanical stop, the spring is
compressed and therefore the spring tab travels in
the opposite way of the surface.
AILERON OPERATION IN FLIGHT:

Aircraft is in flight with no aerodynamic load.
Control wheels are in the neutral position.
The trim operation is available only on the left
aileron.
The pilot deflects the control wheels to the left.

 Firstly, due to the pilot input, the control surface
and spring tab begin to move in line.
 Secondly, as surface deflection increases, the
airload on the surface also increases. The spring
is compressed and the spring tab deflects in the
opposite way to the control surface.
A compensating moment is generated which

assists the pilot. At initial pilot input, he feels the
sum of the spring load plus the aerodynamic load of
the control surfaces.
When the control wheels are held in position, the

pilot feels the airload of the control surface, minus
the spring tab compensation. Spring tab provides
flexible compensation to reduce pilot effort. The
aircraft is then lighter to handle at high speed.
ROLL TRIM OPERATION:

 The trim actuator is fitted on the left aileron. It allows movement of the spring attachment point on the aileron so that the spring tab neutral
position can change.
 By pressing both roll trim control switches to the left, the trim actuator motor drives and its output shafts begin to move the spring-linked
attachment. Consequently, the spring tab deflects according to the roll trim control switches input.
 Because of the mechanical linkage, the control wheels follow the spring tab movement. Note that the spring tab deflection scale is small.
 Due to the position transmitters, the left tab deflection is indicated on the left upper part of the EWD, in the flight compartment.
Note:Trim authority will not generate more than 10 daN on the control wheels, regardless of air speed.
ATA 27 FLIGHT CONTROLS | 27.10 AILERON AND TAB Mechanical control Description
MECHANICAL CONTROL DESCRIPTION:

 Both control wheels are connected by a torque tube (interconnection tube) and linked to a cable tension regulator located below the cockpit
floor. This is called the primary loop.
 By means of cables, a secondary loop links the cable tension regulator to the aft quadrant located in the wing.
 The aftcontrol
Mechanical quadrant is linked to ailerons by means of several push-pull rods.
Description
ATA 27 FLIGHT CONTROLS | 27.10 AILERON AND TAB Control Wheel and Cable Tension Regulator
CONTROL WHEEL:
 The control wheels are located in the cockpit.
 Captain's and first officer's control wheels are identical.
They are linked together thanks to the torque tube
Control Wheel and Cable Tension Regulator located under floor.
 Control wheel travel is limited by two bump stop screws
installed in the column.
 They are adjusted to 107° either side of the neutral
position.
 The movements of the control wheels are transmitted
through the torque tube, to the tension regulator
quadrant.
CABLE TENSION REGULATOR:

 The tension regulator quadrant is located under the
cockpit floor.
 Its function is to transmit the movement to the aft
quadrant.
 It also maintains the cable tension between 20 and 25
daN for all temperatures encountered during flight or on
the ground.
 To check that the regulator is correctly compensating for
ambient temperature, a pointer is attached to one
quadrant and a calibrated scale on the other quadrant.
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ATA 27 FLIGHT CONTROLS | 27.10 AILERON AND TAB Aft Quadrant and AP Actuator
AFT QUADRANT:
 The aft quadrant lower part is located in the wing, in the pressurized
area.
 The aft quadrant receives movement of the cables from the control
Aft Quadrant and AP Actuator wheels.
 The aft quadrant upper part is connected to the RH crank
(unpressurized area).
AP ACTUATOR:
The AP roll actuator is connected to the quadrant upper part by means
of a cable.
For maintenance purpose, the actuator is divided in two different parts:

 The Capstan
 The Servomotor
They are independent, which allows changing the servomotor without
removing the capstan integrated in the flight controls. This type of
servomotor facilitates the eventual replacement, because the "weak"
part is the servomotor, and the capstan's installation is delicate
(integrated with flight controls).
The main functions of the servomotor are:

 Transforming the electrical input signal into a mechanical angle by
the way of the rotative movement of the output shaft
 Closed position loop
 Dual feedback position of the actuator
 Dual feedback torque measurements
 Disengagement to prevent active failure by means of two
independent commands (declutching, inhibition of the motor)
 Motor current limiting
 Feedback inhibit
 The capstan makes a mechanical coupling between the splined
output shaft of the servo-motor and the driving pulley (drum) of the
control cables. The control cables connect to the aircraft flight control
system through 3/32 linkage cables.
ATA 27 FLIGHT CONTROLS | 27.10 AILERON AND TAB Aileron Control
AILERON CONTROL:
 The right and left bellcranks are connected to push-pull rods which drive
ailerons. Each connection between the rods is maintained by pendular
cranks.
 The final push-pull rods actuate each aileron fixed bellcrank through the
Aileron Control
input lever.
Each aileron deflection is limited by one upper and one lower adjustable
aileron stop.
 The aileron is balanced through counterweights installed on the structure
inside the anti-icing horn area, the surface of which is composed of nickel.
 Three hinges are installed on the front spar of the aileron box-type
structure:
 The Inner hinge,
 The Center hinge, ensuring control rod connection,
 And the Outer hinge.
ATA 27 FLIGHT CONTROLS | 27.10 AILERON AND TAB Aileron Control
AILERON CONTROL:
 Five static dischargers are installed on the
trailing edge.
 Static dischargers ensure static electricity flow

by corona effect.
 The aircraft is provided with winglets on the

wing tips.
 The winglets improve wing efficiency.
ATA 27 FLIGHT CONTROLS | 27.12 TRIM AILERON System Description
TRIM AILERON:
 Each aileron is equipped with a spring tab. This provides a flexible compensation which automatically increases with the aerodynamic loads
applied on the ailerons, reducing the effort necessary to their command.
 An
27.12 electrical
TRIM AILERON trim actuator is installed on the left aileron and actuates the tab.
 There are 2
System Descriptionposition transmitters, one on each aileron.
ATA 27 FLIGHT CONTROLS | 27.12 TRIM AILERON Aileron Tab
AILERON TAB:
 Two spring tab are provided on the aircraft, one on each aileron.
 The right and left aileron spring tab are integral with a bellcrank, the end of which is held by a rod hinged on a fixed section of the wing.
 All spring tab control linkages are of failsafe construction so that the spring tab can be controlled in the normal way in the event of a failure of a
single
Aileron component.
Tab
 The spring tab operates mechanically. Its deflection rate with respect to the aileron varies in proportion to aerodynamic resistance to aileron
deflection.
ATA 27 FLIGHT CONTROLS | 27.12 TRIM AILERON Aileron Trim Control and Actuation
AILERON TRIM CONTROL AND ACTUATION:

 The aileron trim actuator is installed in the left aileron
and is linked to the spring tab.
 Aileron trim is performed by varying the neutral position
Aileron Trim Control and Actuation setting of the left aileron spring tab with respect to the
aileron.
Note: Electrically controlled tab deflection supplements
spring tab deflection.
 The aileron trim control switch includes two rockers
which are operated simultaneously. As a safety device,
action on both rockers is required to drive the trim
actuator.
Description:
All trim actuators are interchangeable and comprise:

 A dual electrical motor wired with two independent
circuits (only one motor coil is used for aileron and
rudder trim),
 A reduction gear,
 Two screw-type output shafts which ensure that trim is
irreversible,
 Two end-of-travel microswitches, one for fully retracted
and the other for fully extended,
 A position transmitter for cockpit indication.
The motor is of the permanent magnet type with two

separate windings. Upon energization (28 VDC) of one
winding, the motor rotates at a constant speed specific to
this winding.
A desiccant cartridge in the actuator absorbs any internal

humidity. A window in the actuator allows visual inspection
of the product color.
ATA 27 FLIGHT CONTROLS | 27.12 TRIM AILERON Aileron Trim Control and Actuation
AILERON TRIM CONTROL AND ACTUATION:

 The aileron trim tab position indication is provided on the EWD.
Roll scales are graduated in fraction of the total authority.
 Indications are computed from signals sent by the trim actuator
position transmitter.
Operation:
Aileron trim tab control is electrical and features the following:

 An aileron trim control switch located on the center pedestal,
 An electrical trim actuator,
 28 VDC EMER BUS power supply.
 The aileron trim control switch includes two rockers which are
operated simultaneously. Two microswitches are associated with
each rocker.
 Movement to the left or to the right of both rockers command
clockwise or counterclockwise rotation of the trim tab actuator
motor.
 After release of the rockers, they are returned to the stable neutral
position by springs, causing the actuator motor to stop
immediately.
Note: Return to the neutral position by a single rocker is sufficient
to cut supply to the motor.
 Indications are computed from synchro-signals sent by the trim
actuator position transmitters.
 The trim position indicator receives two electrical signals which
move the indicator pointer in proportion to the actuator position.
The electrical supply is provided by 26 VAC BUS 1.
In AP mode:
 Trim control is inhibited as long as an out-of-trim is not detected by
AP system.
 When a trim control is required, a cyan arrow is provided on
Aileron Trim indicator of EWD page.
 An inhibition logic prevent the crew to trim the aileron in the wrong
direction.
ATA 27 FLIGHT CONTROLS | 27.12 TRIM AILERON Aileron Position Transmitter
AILERON POSITION TRANSMITTER:

 There are two aileron position transmitters, one on
each aileron.
Aileron Position Transmitter  The position of each aileron (left and right) is
measured by a position transmitter. The aileron
position transmitter is linked by a rod to the aileron
control left bellcrank at the fuselage-to-wing
junction.
 Each position transmitter is of the synchro type.

Adjustment is done by alignment of marks on the
body of the transmitter and its shaft. Precise
adjustment to electrical zero is performed using a
synchro reader.
ATA 27 FLIGHT CONTROLS | 27.60 SPOILERS System Description
SPOILERS SYSTEM DESCRIPTION:

 The roll spoilers, one on each upper surface wing,
improve roll control. They are actuated by the Blue
27.60 SPOILERS hydraulic system.
System Description  The roll spoilers begin to deflect as the associated
aileron up-deflection exceeds 2.5°. Their deployment is
regulated by their associated hydraulic Spoiler Block
Valve (SBV).
After the junction bellcranks, the system components are:

 A rod,
 An input detent lever on the valve block,
 A Spoiler Block Valve (SBV)
 A hydraulic actuator supplied from the SBV by
hydraulic pipes,
 A spoiler position feedback linkage connecting the
spoiler to the valve block.
ATA 27 FLIGHT CONTROLS | 27.60 SPOILERS System Operation
SPOILERS SYSTEM OPERATION:
 The control wheels are in the neutral position. The smaller actuator
chamber (A) is under the Blue hydraulic pressure.
 Hydraulic pressure in the big chamber is controlled by the SBV by means
of the rotary selector, and by the spoiler feedback linkage according to the
System Operation
position commanded.
 If the control wheel selected position corresponds to the spoiler position,
the actuator big chamber pressure is locked.
 In the example shown, the pilot deflects the control wheels on the right, so
the right spoiler has to extend. Displacement of the detent input lever
causes rotation of the input shaft in the SBV.
 When input shaft rotation exceeds mechanism dead play, the extension
command is transmitted to the rotary selector which allows pressure to
both actuator chambers. Note that the dead play ensures spoiler
beginning deflection as from 2.5° of aileron deflection.
 As the A piston section is smaller than the B piston section, the spoiler
opens. The proximity switch detects the spoiler extension and sends a
signal and the associated spoiler extended indicator light illuminates.
 The pilot holds the control wheels in their position. Due to the feedback
position unit, the rotation of the middle annular valve causes the closure
of the hydraulic selector valve. Consequently, the spoiler is hydraulically
locked to the control wheel position.
 The pilot deflects the control wheels to the neutral position. It causes the
SBV input shaft and thus the mechanism dead play to return to their
neutral position. The spring return system allows the rotary selector valve
to return to its neutral position.
 Because of the current position of the middle annular valve, the big
chamber hydraulic fluid is returned to the reservoir. The small chamber is
under the Blue pressure and the actuator retracts the spoiler, until the
control wheel selected position is reached. The spoiler is then
hydraulically locked.
 When the spoiler is retracted, the proximity switch sends a signal and the
associated spoiler extended indicator light extinguishes.
ATA 27 FLIGHT CONTROLS | 27.60 SPOILERS System Operation
SPOILERS SYSTEM OPERATION:

 In the example shown, the pilot deflects the control wheels on the left, so the right spoiler have not to extend.
 Displacement of the detent input lever causes the input shaft rotation in the SBV. When input shaft rotation exceeds mechanism dead play, the
extension command is transmitted to the rotary selector which allows pressure in big chamber actuator to connect the return hydraulic line.
 As the actuator is adjusted so that it is against the retracted stop with aileron in neutral position, the right spoiler cannot move.
ATA 27 FLIGHT CONTROLS | 27.60 SPOILERS Spoiler Block Valve
SPOILER BLOCK VALVE:

 Each Spoiler Block Valve (SBV) is installed close to
its associated spoiler actuator, underneath the
spoiler surface. Each is linked to the push-pull rods
of the roll mechanical control.
Spoiler Block Valve
Description:
 The Spoiler Block Valves (SBV's) are identical.
 They comprise an input lever following the aileron
position and a position feedback shaft linked to the
spoiler. The input levers can be fitted on either end
of each axle, so that the right and left SBV are
identical and interchangeable.
 In case of spoiler jamming, the detent input lever
provides an automatic disconnection. The base of
the detent input lever has four notches which bear
on four hub lugs by means of a spring.
 The position feedback lever ensures slaving of the
spoiler position according to input lever position.
Operation:
The Spoiler Block Valves (SBV's) have the following
functions:
 Translation of roll control command received by the
input shafts means of bellcranks with dead play,
drive bosses and calibrated springs.
 Supply of hydraulic pressure to the spoilers
actuators and slaving of the spoilers commands. A
selector valve and a differential transmit the
movement to the spoiler position feedback shaft for
this purpose.
Rotation of one of the control wheels causes the
rotation of the input shafts in the SBV's. When input
shaft rotation exceeds mechanism dead play, the
extension command is transmitted to the selector valve
of the wing on which the spoiler has to be extended.
ATA 27 FLIGHT CONTROLS | 27.60 SPOILERS Spoiler
SPOILER SYSTEM DESCRIPTION:

 Spoilers are provided on each side on the upper
surface wing.
Spoiler  Each roll spoiler deploys proportionally to aileron
deflection. They are hydraulically powered by
the blue hydraulic system and the command
orders are mechanical.
 The three hinges are fitted on the spoiler and are

attached to the wing rear bulkhead.
 Spoiler deflection is initiated for 2.5° aileron

deflection and is limited by an internal stop at
57°.
ATA 27 FLIGHT CONTROLS | 27.60 SPOILERS Pipes hydraulic Actuator and Proximity Switches
PIPES HYDRAULIC ACTUATOR AND PROXIMITY

SWITCHES:
 For pressure and return, hydraulic pipes are provided
from the Spoiler Block Valve (SBV) to the spoiler
actuator.
Pipes hydraulic Actuator and Proximity Switches
 A proximity switch is also provided to indicate spoiler
extension.
 The hydraulic pipes are fixed on the rear spar from the
SBV's to the spoiler actuators.
 They are mounted in such a way not to be subject to
wing deformation or dilatation. At the actuators level,
lyre pipes are used.
 The spoiler actuators are a differential cross section
type.
 They are composed of:
 A body connected to the structure by means of an
end fitting equipped with a spherical bearing,
 Two hydraulic line unions for connection to the SBV
by means of the hydraulic pipes.
 Spoiler proximity switches supply spoiler extension

indicator lights on the overhead panel and send a signal
"spoiler extended" to the AP.
 Each indicator light is illuminated when the relevant
spoiler is not retracted.
ATA 27 FLIGHT CONTROLS | 27.20 RUDDER AND TAB System Description
RUDDER AND TAB:
System Description:
27.20 RUDDER AND TAB  Yaw control is performed by a rudder which
System Description includes a spring trim tab.
 The pedals mechanically drive the rudder.
 A Travel Limitation Unit (TLU) installed on the
rear quadrant area reduces rudder deflection at
high speed (above 185 kts).
 A releasable centering unit (RCU) installed on
the rudder input shaft stabilizes the rudder
when no force is applied on the pedals.
 The RCU is automatically centered on the
linkage position every time a trim command is
applied, and is inhibited when the yaw damper
is active.
 One of the final checks before take-off is to
center both pedals and the RCU.
 The rudder is linked to the aircraft structure by a
damper. It limits rudder travel speed and
excessive movement generated by gusts.
 The trim function is performed by offsetting the
spring tab zero position. The rudder trim tab
deflection value is indicated in the flight
compartment.
ATA 27 FLIGHT CONTROLS | 27.20 RUDDER AND TAB System Operation
SYSTEM OPERATION: On Ground

 Aircraft is on ground and no airload is applied on the flight surfaces.
 The pedals are in the neutral position. The rudder and spring tab are in line and no trim command is applied.
 The pilot command acts directly on the spring tab and, through the spring on the rudder itself.
 In the
System example shown, the pilot pushes the pedals on the right, so the rudder also has to deflect on the right.
Operation
 Without airload on the surface, when the pedals are moved to full deflection, the spring tab stays in line with the rudder until the rudder
reaches its stops.
 When rudder reaches full deflection, the spring is compressed and the spring tab moves in the opposite way.
SYSTEM OPERATION: In-Flight
 Aircraft is in flight and airload is applied on the flight surfaces. The pedals are in the neutral position. The rudder and spring tab are in line
and no trim command is applied.
 The spring tab provides flexible compensation which automatically increases with the aerodynamic loads applied on the rudder, thus
ensuring a reduction of the pilot's effort. The pilot command acts directly on the spring tab and, through the spring on the rudder itself.
 In the example shown, the pilot pushes the pedals on the right, so the rudder also has to deflect on the right.
 With airload on the surface, as rudder deflection increases, airload on the surface also increases. The spring is compressed and the spring
tab deflects in the opposite way of the control surface which generates a compensating moment.
Note:Spring travel increases with air speed
RUDDER TRIM OPERATION:
 The trim actuator allows movement of the neutral position setting of the spring tab with respect to the rudder.
 By moving both yaw trim control levers on the right, the trim actuator motor commands its output shafts clockwise (or counterclockwise). At
the same time, the supply circuit of the Releasable Centering Unit (RCU) is closed. The RCU is then declutched and so the spring tab and
the rudder can deflect according to the yaw trim control switches input.
 Because of the mechanical linkage, the pedals follow the spring tab and rudder movements.
 Note that the spring tab deflection scale, and consequently that of the rudder, are small.
 The spring tab deflection is indicated, from signals sent by the trim actuator position transmitters, on the upper left part of the EWD, in the
flight compartment.
 After release of the levers, they are returned to the stable neutral position by springs, causing the actuator motor to stop immediately.
 The RCU is no longer supplied. The brake engages and the pre-strained spring maintains the rudder at the new centered position.
YAW DAMPER OPERATION:

 In the example shown, YD is engaged, so the YD actuator commands the yaw control linkage by moving the rear quadrant. The rudder and
spring tab deflections principle remains the same as manual control in flight or on ground.
 When the YD actuator moves, the supply circuit of the RCU is closed. The RCU is then declutched as long as the YD function is engaged,
so the spring tab and the rudder can deflect freely.
 When the YD function is not engaged, the RCU is no longer supplied. The brake engages and the pre-strained spring maintains the rudder
at the new centered position.
ATA 27 FLIGHT CONTROLS | 27.20 RUDDER AND TAB Mechanical control Description

 Rudder control is performed by the captain's and first officer's pedals.
They are linked by rods located under flight compartment.
Mechanical control Description  The neutral position of each pedal assembly is adjustable by means of
a handle.
 The pedals are linked to a force detector rod which produces

movement to the forward quadrant.
 A cable loop runs through the fuselage to the tail cone and connects
the forward and aft quadrants. The tension of the cable is not regulated
but adjusted by turnbuckles. The aft quadrant is connected to the
rudder control rod.
ATA 27 FLIGHT CONTROLS | 27.20 RUDDER AND TAB Pedals and Force Detection Rod
PEDALS:
 The pedals and position adjuster handle are
located in the flight compartment.
 Both pedals operate the rudder mechanically.
Pedals and Force Detection Rod The Captain and First Officer each have one
identical pedal set.
 The linkage is composed of interconnection rods
between the two pedal sets. These rods
synchronizes the movement of both pedals sets.
 The neutral position of each pedal assembly is
adjustable from a handle installed under the front
panel.
FORCE DETECTION ROD:

 The force detector rod is located underneath the
flight compartment floor.
 The left pedal set is connected to a force detector
rod (or dynamometric rod), which links to the
forward quadrant.
 When the pilot pushes one pedal, this drives the
force detector rod, and the rudder forward
quadrant.
 The force detector rod includes a microswitch
which changes state when a 30 daN load is
applied to the pedal. This causes the yaw damper
function (and consequently the autopilot) to
disengage.
ATA 27 FLIGHT CONTROLS | 27.20 RUDDER AND TAB FWD and Rear Quadrants and Linkage
FWD AND REAR QUADRANTS AND LINKAGE:

 The forward quadrant is located under the flight compartment.
 The cable loop runs beneath the flight compartment floor and
above the cabin compartment ceiling.
FWD and Rear Quadrants and Linkage  The aft quadrant is located in the aircraft rear section.
 The rudder forward quadrant transmits the linear movement
from the pedals assemblies to the ruder cable loop.
 This cable loop is not tension regulated.
 The cable loop runs beneath the flight compartment floor. After
a first set of pulleys, the cable runs upward through structural
protections at the rear of the electric racks.
 After a second set of pulleys, the cable runs rearward in the
cargo and cabin ceiling.
 Turnbuckles are installed on the cables to permit length and
tension adjustment.
 Cables guides protect the cables from vibration and
interference with other systems.
 Pressure seals permit the cables to pass through the rear
pressurized bulkhead.
 The pressure seals are made of two halves enabling easy
replacement without cable removal.
 The rudder rear quadrant receives the linear movement from

the cable loop and transmits it to the rudder control rod. It is
connected to the rudder bellcrank by a push-pull rod.
ATA 27 FLIGHT CONTROLS | 27.20 RUDDER AND TAB Spring Tab Mechanism
SPRING TAB MECHANISM:

 The spring tab mechanism is located in the bottom part of the rudder.
 The spring tab provides flexible compensation which automatically increases with
Spring Tab Mechanism aerodynamic loads applied on the rudder, thus ensuring a reduction of the pilot's effort.
 The spring tab is made of a failsafe four-leaf spring.
 The pilot command acts directly on the rudder tab and, through the spring tab, on the rudder
itself.
ATA 27 FLIGHT CONTROLS | 27.20 RUDDER AND TAB Releasable Centering Unit
RELEASABLE CENTERING UNIT:

 The Releasable Centering Unit (RCU) is installed
in the tail cone, between the rudder and the
linkage to the pilot pedals.
Releasable Centering Unit Description:
 The Releasable Centering Unit (RCU) stabilizes
the rudder position when no action is applied on
the pedals.
 This device is automatically centered on the
linkage position every time a trim control
command is applied, and is inhibited when the
yaw damper is active.
It comprises:
 An input lever mechanically linked to the
rudder,
 A set of springs which return the input lever to
its central position,
 An electromagnetic brake which, when
energized, releases the springs support.
The electromagnetic brake system includes:
 A brake coil made up of a wire-wound solenoid
supplied by 28 VDC,
 A deck, pushed against friction by six springs,
secured to hub,
 A centrifugal damper comprising eight wipers
distributed on the outer diameter hub.
ATA 27 FLIGHT CONTROLS | 27.20 RUDDER AND TAB Releasable Centering Unit
RELEASABLE CENTERING UNIT OPERATION:
 When no action is applied on the pedals, the load threshold of the

device maintains the control linkage immobilized in order to
stabilize the natural dutch roll.
 Without power supply, spring push the deck against the friction
component. The shaft cannot rotate. It constitutes the fixed point
of the system.
 Pre-staining of the centering spring maintains the input lever at

the centered position.
 28 VDC supply the coil. The deck is released, so there is no
longer contact on the friction component.
 Thus the shaft can rotate and also the gears an input lever.
 Centrifugal force pushes the wipers against the friction diameter

and creates damping.
 When the power supply is cut, springs push the deck against the
friction component and so the shaft can no longer rotate.
 Pre-staining centering spring maintains the input lever around the

new centered position.
ATA 27 FLIGHT CONTROLS | 27.20 RUDDER AND TAB Trailing Edge and Rudder
TRAILING EDGE AND RUDDER:

 The rudder is hinged on the fin rear spar by means of three hinges.
 It is statically and dynamically balanced, using weights, placed on the forward side of the tip.
 The top of the rudder is anti-iced. The horn anti-icing is through an electrical heating element brazed to the inner surface of the horn.
 Both
Trailing rudder
Edge and tab include static dischargers ensuring static electricity flow by corona effect.
and Rudder
ATA 27 FLIGHT CONTROLS | 27.20 RUDDER AND TAB Rudder Damper
RUDDER DAMPER:
The rudder damper is located in the fin and is linked to
the rudder.
Description:
Rudder Damper  The rudder damper is a double-effect damper.
Damping is obtained by the transfer of oil via a flow
regulator.
 In flight, the rudder damper regulates rudder travel
speed.
 On ground, it limits excessive movement generated
by gust and avoids damage to the structural stops.
The rudder damper consists of:
 A body linked to the structure by a spherical
bearing end fitting,
 A piston rod/tail rod assembly connected to the
control surface by a spherical bearing in an
adjustable end fitting,
 An anti-rotation pad on the damper body end
fitting,
 A visual indicator to check the damper hydraulic
fluid lever.
ATA 27 FLIGHT CONTROLS | 27.22 TRIM RUDDER System Description
TRIM RUDDER DESCRIPTION:

 An electrical trim actuator is installed in the bottom part of the rudder. It modifies the neutral position of the spring tab. Rudder trim tab deflection
is indicated in the flight compartment.
 The
27.22 YawRUDDER
TRIM Damper (YD) provides yaw damping and turn coordination. To achieve these functions, an AP yaw actuator is connected to the rear
quadrant.
System Description
 Movement of the yaw trim control upper lever to the left or the lower lever to the right energizes the clutch of the Releasable Centering Unit
(RCU). Trim setting is then allowed and causes the mechanism to center on the new position linkage. An AP yaw command also disengage the
RCU.
 A position transmitter is installed in the fin and connected to the rudder.
ATA 27 FLIGHT CONTROLS | 27.22 TRIM RUDDER Trim Tab
TRIM TAB:
 A spring tab is provided on the rudder.
 In the lower section, the trailing edge accommodates a trim spring tab connected to the rudder structure by means of piano hinges.
 The rudder trim tab includes balancing weights.
 Rudder
Trim Tab trim tab deflection is limited by two stops in the trim actuator. Trim tab deflection to either side of the rudder is approximately 16°.
ATA 27 FLIGHT CONTROLS | 27.22 TRIM RUDDER Rudder Trim Control and Actuation
RUDDER TRIM CONTROL AND ACTUATION:

 An electrical trim actuator is installed in the bottom
part of the rudder. It modifies the neutral position of
the spring tab.
Rudder Trim Control and Actuation  Rudder trim is performed by varying the neutral
position setting of the spring tab with respect to the
rudder via an electrical actuator.
 The rudder trim control switch includes two levers,
which control the yaw trim actuator. For safety
reasons, both levers must be moved and
maintained in the same direction (Nose LH or Nose
RH) to energize the system and trim the aircraft.
Description:
 A dual electrical motor wired with two independent
circuits (only one motor coil is used for aileron and
rudder trim),
 Two screw-type output shafts which ensure that
trim is irreversible,
 Two end-of-travel microswitches, one for fully
retracted and the other for fully extended,
separate windings. Upon energization (28 VDC) of
one winding, the motor rotates at a constant speed
specific to this winding.
A desicant cartridge in the actuator absorbs any
internal humidity. A window in the actuator allows
visual inspection of the product color.
Deflection values of the rudder tab, commanded by
the trim, are indicated in the flight compartment on the
EWD.
Note:Yaw scales are graduated in fractions of trim
motor displacement.
ATA 27 FLIGHT CONTROLS | 27.22 TRIM RUDDER Rudder Trim Control and Actuation
System Operation:
Rudder trim tab control is electrical and features the following:

 A rudder trim control switch located on the center pedestal,
 An electrical trim actuator,
 28 VDC Emer bus bar power supply.
 The rudder trim control switch includes two levers which are
operated simultaneously. Two microswitches are associated
with each lever.
 Without trim action, the Releasable Centering Unit (RCU) is not
supplied. The brake is engaged and the pre-strained spring
maintains the rudder at the centered position.
 Movement to the left or to the right of both levers supplies the
RCU with 28 VDC. The coil of the unit disengages the brake.
The rudder lever can now rotate and the RCU only operates as
a damper, through the centrifugal damper.
 The trim actuator motor is energized and the output shafts
rotate clockwise or counterclockwise.
 The trim position indicator receives electrical signals which
move the indicator pointer in proportion to the actuator position.
The electrical supply is provided by 26 VAC Bus 1.
 After release of the levers, they are returned to the stable
neutral position by springs, causing the actuator motor to stop
immediately. Note that return to neutral position by a single
lever is sufficient to cut supply to the motor.
 The Releasable Centering Unit is no more supplied. The brake
engages and the pre-strained spring maintains the rudder at the
new centered position.
ATA 27 FLIGHT CONTROLS | 27.22 TRIM RUDDER DFDR Rudder Position Transmitter
DFDR Rudder Position Transmitter:

 The rudder position transmitter is installed in the fin and connected to the rudder.
 The rudder position transmitter is linked by a rod and a lever to the rudder surface.
 The position of the rudder is transmitted to the Flight Data Acquisition Unit (FDAU), part of the MPC, then to the Digital Flight Data
DFDRRecorder (DFDR)
Rudder Position through a synchro signal from the position transmitter.
Transmitter
ATA 27 FLIGHT CONTROLS | 27.22 TRIM RUDDER Yaw Damper Actuator
YAM DAMPER ACTUATOR:

 The Yaw Damper (YD) actuator (or Auto Pilot (AP)
actuator) is connected to the rear rudder quadrant by
means of a cable loop.
Yaw Damper Actuator
 The YD function ensures yaw damping and turn
coordination through the rudder control linkage using
the Yaw Damper actuator.
 The Yaw Damper actuator is installed in parallel on

the flight controls. When the YD is engaged, the
rudder pedals follow the YD commands.
 Engagement of the YD disengages the Releasable

Centering Unit (RCU).
Operation:
 AP engagement automatically engages the YD
(which is then the third AP axis).
 When the AP is not engaged, the YD alone can be
engaged using the YD pushbutton switch on the
FGCP. The YD then ensures yaw damping and turn
coordination.
 YD engagement is indicated by illumination of the
arrows on both sides of the YD pushbutton switch on
the FGCP.
 Disengagement of the YD function (and consequently
the AP if previously engaged) can be accomplished
by the following:
 Action on the YD pushbutton switch,
 Or application of a 30 daN force on the rudder
pedals which change state of the force detector
rod, including the microswitch.
 Arrows on both sides of the YD pushbutton switch
are then off.
ATA 27 FLIGHT CONTROLS | 27.23 TRAVEL LIMITATION System Description
TRAVEL LIMITATION UNIT:
 The Travel Limitation Unit (TLU) limits pedals
travel in order to prevent any damage to rudder
structure when flying at high speed.
27.23 TRAVEL LIMITATION  The TLU is a mechanical device.
System Description  The TLU has two states:
 "full authority position" which allows non limited
rudder deflection,
 and "reduced authority position" which limits
rudder deflection.
The Travel Limitation Unit (TLU) comprises:

 A variable stop mechanism activated by an
electrical actuator,
 An automatic normal control circuit, using discrete
speed signals delivered by the CACs based on
the information received from the two ADCs.
The TLU automatic control is performed when
reaching 185 kts (343 km/h) during acceleration and
180 kts (333 km/h) during deceleration for ATR 72
version.
For ATR 42 version, the TLU automatic control is
performed when reaching 195 kts (361 km/h) during
acceleration and 190 kts (352 km/h) during
deceleration.
 A normal control monitoring circuit performed by
modules 1A and 2A of the MFCs,
 A manual stand-by control circuit from a 3-position
protected switch, on panel 25VU, which enables
manual setting of the TLU (high speed or low
speed) in case of ADC failure.
 A "FAULT" FLT CTL indicator light on 25VU,
 A "TLU LO SPEED" label is displayed on EWD
when the TLU is in full authority position.
 The TLU is designed with dual load transfer
channels so that failure of a component does not
entail the loss of travel limitation at high speed.
ATA 27 FLIGHT CONTROLS | 27.23 TRAVEL LIMITATION System Operation
SYSTEM OPERATION:
Aircraft is on ground. The TLU is normally in extended position.
The actuator extension limit switch is closed and the green "TLU LO SPEED" label is displayed on EWD.
As soon as Bus 2 is supplied, the Time Delay Closed (TDC) relay 19CY supplies the normal motor for 30 seconds, thus confirming the TLU
extended position.
System Operation
As soon as time elapsed, the 19CY TDC relay closes and the normal motor is no longer supplied.
Following take-off, as long as IAS is below 180 Kts, the TLU is still in "full authority position" and the green "TLU LO SPEED" label remains
illuminated.
Note: For ATR 42 version, the IAS threshold of TLU position changing isn't 180 Kts but 190 Kts.
Rudder travel is free to rotate.
SYSTEM OPERATION:
 Aircraft is in flight and speed is increasing. When IAS is
above 180 Kts, and detected by both ADCs, the 13CY
and 15CY relays are no longer energized.
 The normal motor is supplied. The TLU actuator starts to

retract.
 When the actuator outputs shafts reach end-of-travel,

the retraction limit switch closes. The normal motor is no
longer supplied.
 The extension limit switch opens and so the green "TLU

LO SPEED" label goes off.
 Rudder travel is then limited.
SYSTEM OPERATION:
Now, aircraft is in descent and its speed is decreasing.
When IAS is below 180 Kts, and detected by any ADC,
the 13CY and 15CY relays are grounded and so
energized.
The 19CY TDC relay is also energized, and the TLU
actuator normal motor is supplied to extend.
Note:if both ADCs are available, ADC1 has priority over
ADC2.
When the actuator output shafts reach end-of-travel, the
extension limit microswitch closes and the green "TLU LO
SPEED" label is displayed on the EWD.
The rudder is free to rotate but the TLU actuator normal
motor is still supplied.
After 30 seconds, the 19CY TDC relay closes. The normal
motor is no longer supplied.
SYSTEM OPERATION:
 Monitoring of the normal control is ensured by the A

modules of the MFCs. This software logic compares
the actuator position given by the position transmitter
synchro signal with the 180 kts reference from the
ADCs. In case of disagreement, the normal operation
cannot be achieved. The crew has to manually
operate the TLU.
 Let's see an example of TLU manual operation. If IAS

is above 180 Kts but only one ADC detects it, the
actuator motor will not be supplied to retract. So, the
TLU has to be operated manually.
 In this case, alarms are triggered: single chime

sounds, Master cautions flashes, "FAULT" indicator
light appears on FLT CTL pushbutton of the 25VU,
and "FLT CTL TLU" alert and associated procedure
appears on EWD.
SYSTEM OPERATION:
 The actuator is extended, therefore in low speed
configuration. The rudder is then free to rotate.
 IAS is above 180 Kts. The TLU has to be retracted

by setting the TLU selector switch on HI SPD
position after opening the guard.
 The TLU manual actuator is supplied by the 28 VDC

EMER Bus.
 The actuator retracts toward "reduced authority

position".
 The TLU actuator is retracted. Rudder deflection is

now limited.
SYSTEM OPERATION:
 Aircraft speed is now decreasing. IAS is below 180 Kts. The TLU
has to be extended by setting the TLU selector switch on LO SPD
position.
 The TLU manual actuator is supplied by the 28 VDC EMER Bus.
 The actuator extends towards "full authority position".
 The TLU actuator is extended. Rudder deflection is no longer

limited and free to rotate.
 When TLU setting is done, the TLU selector switch has to be

replaced on AUTO position.
Note:in this position, the actuator manual motor is connected to
the 17CY shunt resistor.
 This is to keep the manual motor collector clean, as this winding is

only used on emergency procedures.
ATA 27 FLIGHT CONTROLS | 27.23 TRAVEL LIMITATION TLU Control
TLU Control:
 The TLU is located on the rear quadrant
support.
TLU Control Description:
The Travel Limiter Unit (TLU) comprises:

 One electrical actuator, fitted with two output
shafts, identical to those used for the aileron
control trim, rudder control trim and elevator
control trim,
 A support secured on the aircraft structure,
 Two V-shaped hollow cams integral with the

rudder rear quadrant shaft, and two
articulating levers, controlled by the actuator.
Each lever is equipped with a roller which,
when the actuator is retracted, positions itself
into the "V" groove or the corresponding cam.
ATA 27 FLIGHT CONTROLS | 27.23 TRAVEL LIMITATION TLU Control
TLU CONTROL OPERATION:
The electrical actuator includes two separate coils which

enable two speeds of travel:
 High speed coil corresponds to normal control,
 And low speed coil corresponds to stand-by control.
 The position transmitter included in the actuator is
used for monitoring the normal control.
 The two positions, full authority and reduced authority,

depend on the state of the electrical actuator.
 TLU in reduced authority position: the actuator

retracts and engages the rollers into the "V" cams.
Rudder deflection is then limited by the cam/roller
artificial stops.
 TLU to full authority position: when aircraft speed

decreases below the TLU activation threshold, the
electrical actuator is energized and the TLU starts to
extend.
 TLU in full authority position: the actuator extends and

releases the rollers from the "V" cams. Rudder
deflection is no longer limited.
 The "TLU LO SPEED" label is displayed when the

TLU reaches the extended position because of
extension limit switch closure. This indicates to the
crew that the TLU is in full authority position.
ATA 27 FLIGHT CONTROLS | 27.30 ELEVATOR AND TAB System Description
ELEVATOR AND TAB DESCRIPTION:

 Pitch control is performed by two elevators each equipped with a tab.
 Each control column mechanically drives the associated elevator and, through the pitch uncoupling mechanism, the other elevator and the
27.30opposite
ELEVATORcontrol column.
AND TAB
 The pitch uncoupling
System Description mechanism is installed between the last right and left elevator control bellcranks. An overlimit counter rotation of both
right and left bellcranks will disengage the system.
 Reconditioning of the mechanism can only be performed on the ground by use of a manual tool or by means of a remote control.
 Pitch trim is performed by off-setting both tabs neutral position. Each trim is activated by its dedicated actuator. The two actuators are
synchronized by a flexible shaft.
 The deflection value commanded by the pitch trim is indicated in the flight compartment.
 A stall warning system including a stick pusher and two stick shakers is provided.
ATA 27 FLIGHT CONTROLS | 27.30 ELEVATOR AND TAB Mechanical control Description
 Both control columns are connected, by means of
rods, to a cable tension regulator, located below the
cockpit floor.
Mechanical control Description
 Two force detector rods are connected on the pitch
control lines. They disconnect the Auto Pilot when the
effort applied on the control column is greater than 10
daN.
 Each cable tension regulator maintains cable tension

between 20 and 25 daN.
 The cable tension regulators are linked, by means of

cables, to two rear quadrants located in the tail cone.
 The rear quadrants are coupled:

 To the AP pitch actuator on the right side,
 And to the stick pusher on the left side.
 The rear quadrants are connected to the elevators by

means of several push-pull rods.
 The two elevators are linked by a pitch uncoupling

mechanism.
 In case of jamming, pitch control will be recovered by

applying a differential force on both control columns,
disengaging the pitch uncoupling system. A "PITCH
DISCONNECT" red alert is then triggered.
Note:The non affected channel allows the aircraft to

be operated safely. System recoupling has to be
performed on ground.
ATA 27 FLIGHT CONTROLS | 27.30 ELEVATOR AND TAB Mechanical control Operation
MENCHANICAL CONTROL OPERATION:

Aircraft is in flight:
 The pitch uncoupling mechanism is provided with the 171 WW microswitch which monitors the system. In the normal condition, the left and
right elevators are coupled. Consequently, the ground is not connected to the MFCs inputs.
 Unfortunately,
Mechanical the pitch uncoupling mechanism no longer couples the elevators.
control Operation
 The 171 WW microswitch closes during disconnection of the mechanism. Ground is now connected to the MFC's input and causes illumination
of the master WARNING light, activation of the continuous repetitive chime, and "PITCH DISCONNECT" alert and associated procedure
appears on EWD.
 To reset the system, the aircraft must be on ground.
Aircraft is now on ground:

 The control logic takes into account "weight on wheels" information. The 65 GB relay is then closed.
 First, the gust lock system must be set on. This will cause the left and right elevators to reposition correctly.
 When gust lock is set, the 3 KY switch closes.
 The pitch uncoupling mechanism can be reset by pressing the ELEV CLUTCHREARM pushbutton on the RH lateral maintenance panel, in
the flight compartment.
 When it's pressed, the 6 CB switch closes and supplies the 4 CB solenoid relay. Thus the electrical motor is energized and the 8 CB
actuator starts to extend.
Automatic rearm clutch operation:

 A fork, part of the mechanism, enables the
uncoupling to be reset by pushing directly on
the over centered points.
 When energized, the electrical actuator

extends and forces the fork to push the roller
inside the V profile cam.
 When actuator reaches the extension

position, the 171 WW microswitch is pressed
again and the contactor is opened. Ground is
lost at the MFC's input and the "PITCH
RECONNECT" alarm is displayed on the
EWD.
 To finish the resetting procedure, the ELEV

CLUTCH REARM pushbutton must be
released to retract the electrical actuator.
 The "PITCH RECONNECT" alarm continues

to display during the time of retraction.
 When the electrical actuator reaches its

retraction limit switch, the electrical supply is
cut and the "PITCH RECONNECT" alarm
disappears.
 The system has been reset.
Manual rearm clutch operation:
Manual resetting can only be performed on ground. A pitch resetting tool is used to achieve this task. Access to the mechanism is done below
elevators to the tail.
Resetting the pitch uncoupling assembly is done by pushing the tool directly on the over centered points. This accomplished, alarm
extinguishes.
ATA 27 FLIGHT CONTROLS | 27.30 ELEVATOR AND TAB ControlColumn and Force Detector Rod
CONTROL COLUMN AND FORCE DETECTOR ROD:
 The control columns are located in the cockpit.
 The force detector rods are located under the cockpit floor.
Description:
ControlColumn and Force Detector Rod
 Two identical control columns are provided in the flight compartment, one for the captain and one for the first officer.
 When the pilot moves the control wheel forward or backward in a direction parallel to the aircraft center line, the pitch control bellcrank
transmits control column actuation to the push-pull force detector rod.
 The control column is limited for nose down and nose up attitudes by adjustable stops to 8.75° nose down and 13.25° nose up.
 Each control column is connected to a force detector rod (or dynamometric rod), which links to its associated cable tension regulator. When
the pilot moves the control column forward or backward, this drives the force detector rod, and also the cable tension regulator.
 The force detector rod includes a microswitch which changes state when a 10 daN load is applied on the control column. This causes the
autopilot to disengage (if engaged).
ATA 27 FLIGHT CONTROLS | 27.30 ELEVATOR AND TAB Cable Tension Regulator Rear Quadrants and Linkage
Cable Tension Regulators and Rear Quadrants:

 The cable tension regulators are located under the flight compartment.
 The cable loop runs beneath the flight compartment floor and above the cabin compartment ceiling.
 The rear quadrants are located in the aircraft tail cone.
 The
Cable push-pull
Tension rodsRear
Regulator run under the fin.
Quadrants and Linkage
Cable Tension Regulators and Rear Quadrants
Description:
 Movement of each control column is transmitted through
the force detector rod, to the cable tension regulator.
 Its function is to transmit the movement to the rear
quadrant. It also maintains the cable tension between 20
and 25 daN for all temperatures encountered during flight
or on the ground.
 To check that the regulator is correctly compensating for
ambient temperature, a pointer is attached to one quadrant
and a calibrated scale on the other quadrant.
 The cable loops run beneath the flight compartment floor.

After a first set of pulleys, the cables run upward through
structural protections at the rear of the electric racks.
 After a second set of pulleys, the cables run rearward in
the cargo and cabin ceiling.
 Turnbuckles are installed on the cables to permit length
and tension adjustment.
 Cable guides protect the cables from vibration and
interference with other system.
 Pressure seals permit the cables to pass through the rear
pressurized bulkhead.
 The pressure seals are made of two halves enabling easy
replacement without cable removal.
Cable Tension Regulators and Rear Quadrants Description:
 The rear quadrants receive the linear movement from the cable loops transmit it to the pitch contol rods.
 The movement of the rear quadrants is transmitted through dual push-pull rod and bellcranks up to the uncoupling mechanism.
 The dual sets are located in the fin structure. One set for each control column.
ATA 27 FLIGHT CONTROLS | 27.30 ELEVATOR AND TAB Elevator
ELEVATOR:
 Pitch control is performed by two elevators
each equipped with a tab.
Elevator  The elevators are hinged on three points fixed
to the rear stabilizer spar.
 The aileron is balanced through

counterweights installed on the elevator
structure, inside the anti-icing horn.
 The elevator deflection is limited by one upper

and one lower stop.
 The horn anti-icing is through an electrical

heating element brazed to the inner surface of
the horn.
 Five static dischargers ensure static

discharging by corona effect.
 The right and left elevator tab are integral with

a bellcrank, the end of which is held by a rod
hinged on a fixed section of the wing.
ATA 27 FLIGHT CONTROLS | 27.30 ELEVATOR AND TAB Pitch Uncoupling Mechanism
PITCH UNCOUPLING MECHANISM:

 The pitch uncoupling mechanism is installed in
the upper part of the fin, between the last
elevator bellcranks.
Pitch Uncoupling Mechanism
 The left bellcrank is coupled to the right bellcrank
through an adjustable mechanism. A leaf spring
ensures adjustment.
 Pitch uncoupling occurs when either elevator is

jammed. It is detected by a microswitch. In this
case, only the operable elevator provides aircraft
pitch control.
 Reconditioning is performed on the ground using

a manual tool or by means of an electrical
actuator actuated by a pushbutton installed on
the RH maintenance panel, in the flight
compartment.
ATA 27 FLIGHT CONTROLS | 27.30 ELEVATOR AND TAB Pitch Uncoupling Mechanism
PITCH UNCOUPLING MECHANISM OPERATION:
 A symmetrical forked cam is attached to the left shaft.

A roller mechanism is attached to the right shaft and is
held engaged on the cam by means of the leaf spring.
 If rotation of either shaft is opposed by the other shaft

outside defined limits, the roller is forced out of the cam
groove, momentarily compressing the spring and the
two shafts uncouple.
The microswitch is closed during disconnection of the

mechanism and causes:
 Illumination of the master WARNING light,
 Activation of the continuous repetitive chime,
 And apparition of "PITCH DISC" warning on EWD.
ATA 27 FLIGHT CONTROLS | 27.30 ELEVATOR AND TAB Rear Elevator Clutch Actuator
REAR ELEVATOR CLUTCH ACTUATOR:

 The elevator rearm clutch actuator is located below
the uncoupling mechanism in the upper part of the
tail.
Rear Elevator Clutch Actuator
 The elevator clutch pushbutton allows reconnection,
on ground, of both elevators in case of declutch. This
pushbutton is located on the RH lateral maintenance
panel (702VU).
 An electrical actuator is installed close to the pitch

uncoupling mechanism.
 Activation of the elevator clutch pushbutton energizes

the electrical actuator which pushes the roller inside
the V profile cam by means of a fork.
ATA 27 FLIGHT CONTROLS | 27.30 ELEVATOR AND TAB Auto Pilot Actuator
AUTO PILOT ACTUATOR:

 The autopilot actuator is connected to the right rear quadrant.
 The autopilot is linked to the right rear quadrant in the tail cone, by means of a cable loop.
Note:The actuator includes a clutch which allows free movement when the autopilot is not engaged.
Auto Pilot Actuator
ATA 27 FLIGHT CONTROLS | 27.32 TRIM ELEVATOR System Description
TRIM ELEVATOR DECRIPTION:
 Two electrical trim actuators are installed inside the horizontal stabilizers and are coupled by a flexible shaft. They modify the neutral position
of the tabs with respect to the elevators.
 Elevator trim tab deflection is indicated in the flight compartment on the EWD ELEV pitch trim indication.
27.32 TRIM ELEVATOR
 1 Left(15TU) and 1 Right(176TU) elevator position transmitter is installed on the elevator.
System Description
 Normal trim and STBY trim supply appropriate parts of each actuator.
 Normal trim is performed by switching the two rockers installed on each control wheel.
 Standby trim is performed by switching the standby trim control on the center pedestal.
Note:If the normal trim actuator is actuated for more than one second, an aural whooler is generated by the Centralized Crew Alerting System
(CCAS).
 A "PITCH TRIM ASYM" alarm message appears on the EWD in case of pitch tabs desynchronisation.
 To test the pitch tabs shift detection unit, a PTT pushbutton is provided on the RH maintenance panel (702VU).
ATA 27 FLIGHT CONTROLS | 27.32 TRIM ELEVATOR System Operation
SYSTEM OPERATION:
Aircraft is in flight. Pitch trim is in the neutral position.
 When aircraft pitch trim is required, the pilot has to press up (or down) both pitch trim rockers on the control wheel.
System Operation
 By pressing up both rockers, the 13 CG microswitches close in up position. 50 CG and 54 CG relays are then supplied and close.
 The normal trim actuator motors 21 CG and 22 CG are supplied and the actuators start to retract. If the pilot releases the rockers, or
presses them down, trim actuators retraction will stop immediately.
 The pilot continues to trim up the aircraft.
 If a trim actuator reaches the up limit switch, the switch closes and electrical supply is cut. The motor stops immediately.
SYSTEM OPERATION:
The pilot decides to switch on the autopilot.
 The pilot has released the pitch trim rockers so 50 CG and 54 CG relays are now open. Autopilot is switched on. The 58 CG relay is
energized and closes. Normal motors actuation is now managed by the AFCS function of CAC computer.
 The autopilot supplies the normal trim actuator motors 21 CG and 22 CG to trim down and the actuators start to extend.
 As soon as the trim actuator leaves the retraction limit position, the up limit switch opens. The actuator motors are still supplied but the
direction of the current changes.
SYSTEM OPERATION:
The pilot decides to manually trim down the aircraft.
 By pressing down both rockers, the autopilot function is

disconnected. The 58 CG relay opens and the 13 CG
microswitches close in the down position. 51 CG and 53
CG relays are energized and close.
 The normal trim actuator motors 21 CG and 22 CG are

supplied and the actuators start to extend.
 The pilot continues to trim down the aircraft.
 If a trim actuator reaches the down limit switch, the switch

closes and electrical supply is cut. The motor stops
immediately.
 Stop-to-stop deflection time controlled by the elevator trim

actuator motor is about 30 seconds.
 A single electrical failure does not stay hidden:

 if a relay cannot be supplied (faulty contact), the trim
control is lost,
 if a relay stays permanently supplied (stuck contact),
the control in one direction is lost.
SYSTEM OPERATION:
 Aircraft is in flight, but normal pitch trim control is lost.
Pitch trim is in the neutral position.
 When aircraft pitch trim is required, the pilot has to

switch up (or down) the guarded standby control
switch on the center pedestal. Let's see what
happens if the pilot wants to trim up the aircraft.
 By switching up, the 18 CG up microswitches close.
 The standby trim actuator motors 21 CG and 22 CG

are supplied and the actuators start to retract. If the
pilot releases the switch, or presses it down, trim
actuators retraction will stop immediately.
 The pilot now wants to trim down the aircraft.
 By switching down, the 18 CG down microswitches

close and the up microswitches open.
 The standby trim actuator motors 21 CG and 22 CG

are supplied and the actuators start to extend.
 Stop-to-stop deflection time controlled by the elevator

trim actuator standby motor is about 32 seconds.
SYSTEM OPERATION:
 Tab asymmetry monitoring is performed by the MFC modules 1B and 2B. The MFCs are supplied by synchro signals delivered by the
transmitters of the 21 CG and 22 CG elevator trim actuators.
 The monitoring threshold is set at 0.7° of tab. In case of override, the 52 CG relay is energized and closes. The normal and standby pitch
trim controls are then inhibited.
 The "PITCH TRIM ASYM" caution message appears on EWD, in association with the Master Caution light and the single chime sound.
 The pitch trim asymmetry monitoring can be tested through the dedicated "PITCH TRIM ASYM" PTT pushbutton on the RH maintenance
panel.
 When activated, results are the same as a pitch trim asymmetry detected (actuator power supply cut, "PITCH TRIM ASYM" caution
message appears on EWD and the CCAS is activated).
ATA 27 FLIGHT CONTROLS | 27.32 TRIM ELEVATOR Elevator Trim Control and Actuation
ELEVATOR TRIM CONTROL AND ACTUATION:

 Both electrical trim actuators are installed inside
the horizontal stabilizers and are coupled by a
flexible shaft.
Elevator Trim Control and Actuation
Description:
 Pitch trim is performed by varying the neutral
position setting of the tabs with respect to the
elevator via two electrical actuators, linked by a
flexible shaft.

 A dual electrical motor wired with two
independent circuits (only one motor coil is used
for aileron and rudder trim),
 Two screw-type output shafts which ensure that
trim is irreversible,
 Two end-of-travel microswitches, one for fully
retracted and the other for fully extended,

separate windings. Upon energization (28 VDC) of
one winding, the motor rotates at a constant speed
specific to this winding.
A desiccant cartridge in the actuator absorbs any

internal humidity. A window in the actuator allows
visual inspection of the product color.
SYSTEM DESCRIPTION:
 The position transmitter of the right elevator trim actuator (22 CG) sends a
synchro signal to the trim position indicator and to the Centralized Crew
Alerting System (CCAS).
 The position transmitter of the left elevator trim actuator (21 CG) sends a
synchro signal to the Flight Digital Acquisition Unit (FDAU), part of the
MPC, and to the CCAS.
 Normal pitch trim control is ensured by two pitch trim rocker switches
installed on each control wheel.
 By operating both rocker switches (for safety reasons), the normal
electrical motor of each trim actuator is energized, to control the nose up
or down.
 When the rockers are released, they are returned to the stable neutral
position and the electrical circuit opens.
 Standby pitch trim control is ensured by the standby pitch trim control
switch, installed in the center pedestal, close to the aileron and rudder trim
control switches. In normal configuration, the switch is guarded in the
neutral position.
 The switch is composed of 8 electrical contacts. In standby control
configuration, with the guard raised and placing the lever in the extreme
position causes 4 contacts to move to the working position and the 4 other
contacts to remain in the rest position.
 Deflection values of the elevators tabs, commanded by the trims, are

indicated in the flight compartment on the EWD.
 The green sector in the pitch scale (from 0.5° to 2.5° UP) identifies the
take-off range.
 For ATR 42 version, the take-off range is comprised between 1.5° DN to
4.5° UP.
 Indications are computed from signals sent by the right trim actuator
position transmitter.
SYSTEM OPERATION:
 Trim command is possible by two circuits: Normal and Standby.
 Normal circuit is commanded by the pitch trim control rockers located on
the control wheels.
 Standby circuit is commanded by the STBY PITCH control switch
located on the center pedestal.
 Two motors, one on each actuator, are mounted in parallel for the
normal and for the standby circuits.
Note:The standby circuit does not use end-of-travel microswitches.
 Both normal pitch trim control rockers position should agree to supply
the trim actuators.
 Disagreement between the Captain's and First Officer's control switches
position has no effect on the trim motors.
 Stop-to-stop deflection time controlled by the elevator trim normal
motors is about 30 seconds.
 Two breakers are used for the normal control. The loss of one of them
causes the loss of one actuator.
 Relays 50CG, 51CG, 53CG and 54CG serve to supply trim motors from
the 28 VDC EMER bus.
 Relays 51CG and 53CG are energized for trim down while relays 50CG
and 54CG are energized for trim up.
SYSTEM OPERATION:
 The CAC drives the normal trim circuit when the 58 CG relay is energized. Therefore, no manual control is available.
 Normal trim control has priority over the auto trim. Autopilot disconnection is obtained as soon as only one relay is energized.
 In case of loss of the normal pitch trim control, the function can be recovered through the standby pitch trim control.
 The standby pitch trim circuit uses the second motor of each trim actuator. Stop-to-stop deflection time, controlled by the elevator trim standby
motors, is about 32 seconds.
 The right trim standby motor is supplied by the 28 VDC bus 2 while the left trim standby motor is supplied by the 28 VDC EMER bus. In case of
loss of the normal bus, the standby trim function can still be accomplished. The trim command is then transmitted to the right trim actuator via the
flexible shaft.
 In standby trim control, the normal motors are used as generators loaded by two resistors to maintain the trim speed at the same value as the
normal control.
 When not used, in normal trim control, the standby motors are each short-circuited through a resistor, which avoids full braking of the trim motors.
SYSTEM OPERATION:
 Monitoring of the shift between the left and right trim actuators is performed by the MFC modules 1B and 2B. For this, it receives the
information supplied by the two actuator position transmitters. The monitoring threshold is set at 0.7° of tab.
 In case of a detected fault, 52CG relays is excited which prohibits the normal and standby pitch trim controls.
 In addition, the "PITCH TRIM ASYM" message appears on EWD, in association with the Master Caution light and the single chime sound.
ATA 27 FLIGHT CONTROLS | 27.32 TRIM ELEVATOR Flexible Shaft and Push pull Rod
FLEXIBLE SHAFT AND PUSH PULL ROD:

 The flexible shaft links the two elevator trim
actuators. It runs between the two elevators
through the upper part of the fin.
Flexible Shaft and Push pull Rod
 The flexible shaft is located between the two
actuators reduction gears.
 It synchronizes the two actuators in both

operating directions and allows one actuator
to be driven by the other in case of failure.
 The mechanism and the push-pull rods are

dual load path construction types.
ATA 27 FLIGHT CONTROLS | 27.36 STALL WARNING System Description
STALL WARNING:
Protection against aerodynamic stall is provided by aural and mechanical devices.
The primary warning comprises:
27.36 STALL
A cricket aural alert activated when the margin between aircraft angle-of-attack and stall angle is too small,
WARNING
 A stick shaker WARNING simultaneously activated with the aural alert.
System Description
 The primary stall warning is computed by the MFCs depending on aircraft configuration and signals sent by the alpha probes (LH and RH).
 The secondary warning comprises the stick pusher calibrated to the maximum angle-of-attack.
 The complete pitch control linkage assembly is pushed forward resulting in an immediate and strong nose down change in pitch.
 The primary and secondary stall warnings activation threshold depends on several parameters such as angle-of-attack, radio-altitude and
icing conditions in take-off phase and in cruise.
 Note that the critical angle-of-attack value varies with the flaps position and the engine torque.
ATA 27 FLIGHT CONTROLS | 27.36 STALL WARNING System Description
STALL WARNING:
 There are two stick shakers, one for each control column.
 The stick pusher actuator is located on the captain's pitch channel.
 Note that autopilot is immediately disengaged in case of stall warning.
 The AOA probes take part in the flight enhancement.
 When the power levers are set to the Flight Idle position, the EECs
receive a signal from the MFCs to increase the fuel flow delivered to
the engines in function of the aircraft angle of attack so that it leads to
a torque engine increasing with a maximum of 6%.
 Therefore the propellers drag in particularly and the aircraft
performances in general are optimized.
 Note that should a Stick Pusher fault occurs from the MFCs, this
optimization of the flight will be lost.
ATA 27 FLIGHT CONTROLS | 27.36 STALL WARNING System Operation
STALL WARNING OPERATION:

 The primary aerodynamic stall warnings are computed by the multifunction computers (MFCs) which takes into account the aircraft configuration
and the alpha probe signals.
 Computation of triggering thresholds also depends on torque values, to allow landing on shorter runways.
 When
System the angle-of-attack limit is reached, the MFCs trigger the primary warnings. A cricket aural alert sounds and the stick shakers are
Operation
activated.
 Additionally, GPWS is inhibited and the autopilot is disconnected (if engaged).
 Primary stall warnings de-activate if the angle-of-attack value decreases below the limit.
 Primary stall warnings (and secondary stall warnings) are inhibited when aircraft is on ground.
 The secondary aerodynamic stall warnings are computed in the same way as the primary stall warnings.
 When the angle-of-attack limit is reached, the MFCs trigger the secondary warnings. The stick pushers retracts to nose down the left /
captain side elevator channel. The "STICK PUSHER" green indicator lights on the FMA and the "CHAN1" and "CHAN2" indicator lights on
the LH side maintenance panel illuminate.
The secondary stall warnings are inhibited:
 If aircraft is on ground,
 For 10 seconds after take-off,
 Or when aircraft is below 500 ft in approach.
SYSTEM OPERATION:
 The primary and secondary stall warnings can also
be inhibited by switching OFF the stick pusher and
shaker pushbutton on the front panel.
 In case of a difference between the two probes

exceeding 4° for more than 5 seconds, a failure
signal is processed by the MFCs.
 The "FAULT" light illuminates on the stick pusher

and shaker pushbutton associated with a single
chime sound and the master CAUTION light. The
stick pusher is then inhibited.
SYSTEM OPERATION:
 The stick shakers and stick pusher can be tested on
ground by using the "WARN" section of the left hand side
maintenance panel.
 By placing the rotary selector on the "YES" position and
pressing the "PTT" pushbutton, an angle-of-attack signal
is simulated higher than the stick pusher activation
threshold. Corresponding warnings are then triggered.
 By placing the rotary selector on the "TEST 1", "TEST 2"

or "TEST 3" position and pressing the "PTT" pushbutton,
a simulation of angle-of-attack signals in the modules is
done. Corresponding warnings are then triggered.
ATA 27 FLIGHT CONTROLS | 27.36 STALL WARNING Alpha Probe
ALPHA PROBE:
 Two alpha probes are installed on the aircraft
fuselage, one on each side at the flight
compartment level.
Alpha Probe
Description:
The Angle Of Attack sensor includes:

 Body assembly
 Vane
 Wired socket
 Collector
 Coupling
Each probe sends an electrical voltage via four

potentiometers to the MFCs which is proportional to
aircraft angle-of-attack.
Each vane is heated to avoid icing of the vane

element.
ATA 27 FLIGHT CONTROLS | 27.36 STALL WARNING Stick Shaker
STICK SHAKER DESCRIPTION:
 Each stick shaker is linked to the base of the control
column, under the floor compartment.
 The stick shaker is designed to give warning of

Stick Shaker
approaching stall by a vibrating its associated control
column. The device is a part of the primary stall
warning.
 The principle of operation is based on a reduction of

rotary movement of an electrical motor shaft, used to
drive an unbalanced rotor. This creates a vibration of
a given frequency.
 Stick shakers are controlled by module B of the

MFC.
 Each MFC module receives signals sent by four
potentiometers of each left and right hand alpha
probe.
 The MFC's trigger the following primary warnings
when the angle-of-attack limit is reached:
 Cricket aural warning
 Stick shakers
ATA 27 FLIGHT CONTROLS | 27.36 STALL WARNING Stick Shaker
STICK SHAKER:
 The activation threshold depends on flaps position (from flap
position transmitters), engine torques, angle-of-attack (from
AOA sensors), altitude (from the radio-altimeter), and icing
conditions in take-off phase and in cruise (from anti-ice system).
Note: The de-activation threshold is the same as the activation
threshold.
 For the existing flap configuration and to allow low landing
speed for short landing distance, the MFCs compute the angle-
of-attack value to be added to the basic activation thresholds to
take into account the actual engine power setting. Stick shaker
is then called clever stick shaker.
 Basic activation threshold is the value corresponding to an
engine torque greater than 35%.
Note: The increase of thresholds for low engine torques is not
applicable in icing conditions.
 Alarms are inhibited when the aircraft is on ground.
 A guarded pushbutton located on the front panel allows the

stick shaker (and stick pusher) function to be switched off.
 A periodic test is required on the system. A device is provided

on WARN section of the left maintenance panel 101VU and
forms part of the Centralized Crew Alerting System.
ATA 27 FLIGHT CONTROLS | 27.36 STALL WARNING Stick Pusher
STICK PUSHER:
 The stick pusher actuator is connected to the left
rear quadrant.
Stick Pusher Description:
The stick pusher is the secondary stall warning. This

device permits aircraft recovery through an immediate
and strong nose down order.The stick pusher electrical
actuator comprises a 28 VDC electric motor, a
reduction gear, a spring rod and an output shaft.
Note: The spring permits the pilot to override the stick

pusher with a sufficient load on the control column.
The actuator also includes a control relay and a

microswitch for monitoring system operation.
The stick pusher actuator is normally in the extended

position.
When a stall configuration is detected, the actuator

retracts which causes the aircraft nose to go down.
STICK PUSHER:
 The stick pusher is controlled by module A of the MFCs.
 Each MFC module receives signals sent by four potentiometers of each left and right hand alpha probe.
 To activate the secondary warning (stick pusher), signals from both MFC 1 and MFC 2 are required.
 The activation threshold depends on flaps position (from flap position transmitters), engine torques, angle-of-attack (from AOA sensors),
altitude (from the radio-altimeter), icing conditions in take-off phase and in cruise (from anti-ice system).
Note: The de-activation threshold is the same as the activation threshold.
STICK PUSHER:
 For the existing flap configuration, the MFCs compute the angle-of-attack
value to be added to the basic activation thresholds to take into account the
actual engine power setting. The stick pusher is then called clever stick
pusher.
 Basic activation threshold is the value corresponding to an engine torque
greater than 35%.
Note: The increase of thresholds for low engine torques is not applicable in
icing conditions.
The stick pusher is inhibited:

 On ground (weight on wheels),
 For 10 seconds after take-off,
 Descending below 500 ft radio altitude (approach) while first stall warning
remains operative,
 Or if the difference between alpha probes exceeds 4° for more than 5
seconds ("FAULT" illuminates amber on the Stick Shaker / Pusher
pushbutton).
 A guarded pushbutton located on the front panel allows the stick pusher (and
stick shaker) function to be switched off.
 A periodic test is required on the system. A device is provided on WARN
section of the left maintenance panel 101VU and forms part of the
Centralized Crew Alerting System.
ATA 27 FLIGHT CONTROLS | 27.50 FLAPS System Description
FLAPS DESCRIPTION:
 Lift increase for take-off, approach and landing is performed by four flaps which rotates on hinges located below the wings.
 The flaps are controlled by means of a selector handle on the right hand side of the pedestal panel.
There are three flaps positions:
27.50 FLAPS
- Position 1: flaps at 0° (in cruise),
System Description
- Position 2: flaps at 15° (during take-off and approach),
- Position 3: flaps at 30° (for landing phase).
This last selection corresponds to an effective position of 33°
 Commands are transmitted by electrical signals to the Multi Function Computers (MFCs).
 A flap asymmetry detection mechanism and a flap untimely retraction warning system are associated to the control system
 Four hydraulic actuators are supplied from an electro-hydraulic flap valve.
 The left and right flap assemblies are identical.
 Two transmitters indicate their position to the MFCs and to the flaps position indication in the flight compartment.
ATA 27 FLIGHT CONTROLS | 27.50 FLAPS System Description
FLAP DESCRIPTION: ATR 42

In ATR 42 version, four flaps positions are provided:
 Position 1: flaps at 0° (in cruise),
 Position 2: flaps at 15° (during take-off and approach),
 Position 3: flaps at 25° (during approach),
 Position 4: flaps at 35° (for landing phase). This last selection corresponds to an effective position of 33°.
MX27.50_.01.S1L1_03 Copyright © 2.3 (19/02/2015) - ATR Training Centre - All right reserved For Training Only Page 101
ATA 27 FLIGHT CONTROLS | 27.50 FLAPS System Operation
FLAP SYSTEM OPERATION:

 When the flap control lever is placed in the 0° flap position, S1
microswitch in the flap control switch unit is closed.
 The MFCs send a signal to the flap block valve, energizing the flap
System Operation block valve retraction solenoid. This maintains the actuators
against their retracted position stops.
 When the control lever is placed on the 15° flaps position, S1

microswitch in the flap control switch unit opens and S2
microswitch closes.
 The MFCs receive the signal corresponding to the new selected
position. If airspeed is already above the Maximum Flap Extended
Speed (VFE), the MFCs inhibit the flap extension order.
 Otherwise the MFCs energize the extension solenoid valve in the
flap block valve while the retraction solenoid valve is no longer
energized.
 The actuators are supplied by the blue hydraulic circuit and start to
extend. During flap movement, the flaps position indicator on the
EWD evolves and it is displayed in blue.
 When the flaps reach their new position, the MFCs receive this
information from the position transmitters. The extension solenoid
valve is then de-energized.
 If the flaps move out of that position, the MFCs correct the flaps
position by energizing the extension or retraction solenoid valve.
SYSTEM OPERATION:
 When the control lever is placed in the 30° flaps position, S2
microswitch in the flap control switch unit opens and S3
microswitch closes.
 The MFCs receive the signal corresponding to the new selected

position and energize the extension solenoid valve in the flap block
valve.
 The actuators are supplied by the blue hydraulic circuit and start to
extend.
 As before, when the flaps reach their new position, the MFCs
receive this information from the position transmitters. The
extension solenoid valve is then de-energized.
Note: In ATR 42 version, the third flaps position available isn't "30°"
but "25°". Another position of "35°" is also available. Flaps
extension/retraction operation for these positions is the same as
the others.
 Flaps retraction operation is the same as for extension.
SYSTEM DESCRIPTION:
Aircraft is in flight with a 0° flaps position. The aircraft is in approach.
The captain select the 30° flaps position.
When the flaps are commanded to extend (or retract), the positions of the
right and left inboard flaps are monitored by the MFCs through the two
position transmitters.
If an asymmetry between the left and right inboard flaps exceeds 6.7°, a
logic in the MFCs cause inhibition of the wing flap extension or retraction
command.
Warnings are then triggered in the flight compartment:
 The single chime sounds,
 The Master Caution light flashes amber,
 And the "FLAPS ASYM" message (with associated procedure) appears
on the EWD.
The extension or retraction solenoid valves are no longer energized and the
flaps remain in their current position. Movement of the flap control lever has
no more effect on the flaps.
The ASYM flaps test pushbutton located on the right hand side maintenance
panel enables to test on ground the system.
SYSTEM OPERATION:
The positions of the right and left inboard flaps are monitored by the MFCs through the two position transmitters.
When one of the 15° or 30° positions (33° effective position) is reached, a logic compares the half-sum of the position values read by the
transmitters respectively with values 12° and 30° memorized in computers.
Any spurious flap retraction of more than 3° triggers the warnings in the flight compartment:
 The continuous repetitive chime sounds,
 The Master Warning light flashes red,
 And the "FLAPS UNLK" message (with associated procedure) appears on the EWD.
The UNLK pushbutton located on the right hand side maintenance panel enables to test on ground the system.
ATA 27 FLIGHT CONTROLS | 27.50 FLAPS Mechanical control Description
The below picture shows the various components of the Flap mechanical control;
Mechanical control Description
MECHANICAL CONTROL DESCRIPTON:

 Each of the four flaps are actuated by its own
actuator. All surfaces are linked mechanically and
move simultaneously.
 The flap control lever is installed on the centrer
pedestal. A pin links the lever to the flaps control
switch unit.
 The flap control switch unit is linked to the MFCs.
 The MFCs receive flap position information from
two transmitters located on the inboard flaps (one
on each side).
 The flap block valve receives electrical orders
computed by the MFCs.
 It distributes the pressure between the four
actuator chambers.
 The blue hydraulic system provides hydraulic
pressure.
 A flap unlock warning is provided to inform the

crew of the untimely flaps retraction from flap
position 15° or 30°.
 The purpose of this warning is to counteract any
evolution of the aircraft towards a possible stall
configuration.
 If an untimely flaps retraction occurs, the following
associated warnings are triggered:
 "FLAP UNLK" alert on the EWD,
 Flap position display color becomes red,
 Master Warning light flashes red and the
continuous repetitive chime sounds.
 The UNLK pushbutton located on the right hand
side maintenance panel enables the system to be
tested on ground.

 An asymmetry protection is also provided to restrict possible
asymmetry between the flaps assemblies to a defined limit.
 If an asymmetry between the inboard flaps occurs, the electrical

flaps control supply is isolated. The flaps remain in position and
the control lever no longer has effect on the system.
The following associated warnings are triggered:

 "FLAPS ASYM" alert on the EWD,
 Flap position display color becomes amber,
 Master Caution light illuminates amber and the single chime
sounds.
 The ASYM flaps test pushbutton located on the right hand side
maintenance panel enables the system to be tested on ground.
 Auto Pilot (AP) and Terrain and Traffic Collision Avoidance System
(T2CAS) receive signals from the flaps control switch unit.
 A flaps position indication is provided on the EWD. This

information is an average between information from the left
position transmitter and information received by the MFC.
 This signal is also used by the Flight Data Acquisition Unit (FDAU)
and the Centralized Crew Alerting System (CCAS) for Take-off
config warning.
Note: Activation of "FLAPS ASYM" alert and position of left hand
side flap are recorded in the Solid-State Flight Data Recorder
(SSFDR).
ATA 27 FLIGHT CONTROLS | 27.50 FLAPS Flaps Control Lever and Switch Unit
FLAPS CONTROL LEVER:

The flap control lever is installed on the center
pedestal.
Flaps Control Lever and Switch Unit
System Description:
The lever moves through a three-notch gate for ATR

72 version, and four-notch gate for ATR 42 version.
It's composed of:
 An handle,
 A pin attached to the handle,
 And a spring to maintain the pin in a normal
position in a notch in the gate.
Before changing notches, the pilot must pull the

handle to compress the spring thereby disengaging
the pin from the notch.
ATA 27 FLIGHT CONTROLS | 27.50 FLAPS Flaps Control Lever and Switch Unit
FLAPS CONTROL SWITCH UNIT:
The flaps control switch unit is located below the
flap control lever.
The flaps control switch unit is composed of:

 An input lever connected to the flap control
lever,
 An input shaft attached to a cam which
controls opening and closing of
microswitches,
 A brake providing resistive torque to the
input shaft,
 And an electrical connector connected to the
MFCs.
 The flaps control switch unit comprises three

microswitches (s1, s2 and s3) for ATR 72
version, and four microswitches (s1, s2, s3 and
s4) for ATR 42 version. Each microswitch
corresponds to one lever position.
 For each position of the input lever

corresponding to a flap control lever
preselected position, one microswitch closes
and two open for ATR 72 version, one
microswitch closes and three open for ATR 42
version.
ATA 27 FLIGHT CONTROLS | 27.50 FLAPS Flaps Position Transmitters
FLAPS POSITION TRANSMITTERS:

Flap position information is provided by two
transmitters located on the inboard flaps (one
on each side).
Flaps Position Transmitters
Left and right inboard flap position information

is supplied by two synchro-type position
transmitters (one for each inboard flap).
Each transmitter is connected to the mobile

fitting of the flap inner hinge via a rod.
ATA 27 FLIGHT CONTROLS | 27.50 FLAPS Flaps Position Transmitters
FLAPS POSITION INDICATION:
 The flaps position is indicated in the flight

compartment, on the EWD.
System Description:
 The flaps position signal is provided by an
average between information from the left
position transmitter and information received by
the MFC.
 The transmitter also sends signals to the CCAS

enabling "TO CONFIG" (Take-Off Configuration)
alarms to be generated.
 The Flight Data Acquisition Unit (FDAU) records

flaps position.
 Flaps position is displayed in cyan when the

flaps extend or retract (solenoid valve is
energized).
 Its repeated display in flight with wing flaps

extended indicates a leakage in the hydraulic
lock incorporated in the valve block.
ATA 27 FLIGHT CONTROLS | 27.54 HYDRAULIC ACTUATION AND INTERCONNECTION (FLAPS) Flaps Actuator
FLAP ACTUATOR:
 Flap actuators are located between the
structure and each flap.
27.54 HYDRAULIC ACTUATION AND INTERCONNECTION (FLAPS) System Description:
Flaps Actuator  The actuators are of the sliding type. They
are connected to the wing structure and the
flap by means of self-lubricated spherical
bearings.
 The spherical bearings must be lubricated at
regular intervals.
 Two self-sealing hydraulic couplings allow
bleeding of the hydraulic circuit.
ATA 27 FLIGHT CONTROLS | 27.54 HYDRAULIC ACTUATION AND INTERCONNECTION (FLAPS) Flaps Block Valve
FLAP BLOCK VALVE:
 The flap block valve is located in the wing root.
System Description:
 The hydraulic control unit is designed to supply the four hydraulic actuators, through rigid pipes.
 The flap block valve includes two solenoid valves operating a selector valve, one for extension, the other for retraction.
Flaps Block Valve
 The selector valve links the pressure and return circuits to the users according to the command sequence.
FLAPS BLOCK VALVE:

 Locking valve are inserted in the user ports in the block valve. Their function is to close off these ports in the absence of a command to the
solenoid valves (or in case of simultaneous commands to both solenoid valves) in order to immobilize the flaps.
 Overpressures, due to thermal expansion for example, occuring downstream the locking valves, are maintained within acceptable values by
two relief valves.
 A block of two restrictor units is located at the flap block valve output, on the line supplying the actuator big chambers. Its function is to limit
the flap operating speed in the extension direction.
 Each restrictor unit supplies a symmetrical pair of actuators in order to obtain symmetrical operating loads.
 The flap block valve is supplied through the inlet pressure port by 3000 PSI blue hydraulic system.
 The hydraulic fluid flows through the filter and is directed to the selector valve and the two solenoid valves.
SYSTEM OPERATION:
Below picture illustrates the flap block valve operating cycle with a flaps
extension order.
 By moving the flap lever, the MFCs send a signal to energize the
extension solenoid valve which opens.
 Hydraulic pressure is applied to the left hand of the selector valve.
 The selector valve moves to the right.
 The center part of the selector valve uncovers the inlet pressure port
and hydraulic fluid enters the locking valve assembly.
 The locking valve piston moves to the right and pushes the retraction
valve poppet, connecting the actuator chambers to the return circuit.
 The extension valve poppet opens and consequently, the lower

chambers of the actuators are supplied by 3000 PSI hydraulic fluid.
 The flaps can move to an extended selected position.
SYSTEM OPERATION:
 As soon as the flaps reach the selected position, the signal sent by the position transmitters cause the MFCs to de-energize the extension
solenoid valve.
 The extension solenoid valve, the selector valve and the locking valve return to their neutral position.
 The flaps actuator is no longer supplied by the blue hydraulic circuit.
 The flaps block valve operates in the same way with a flaps retraction order by energizing the retraction solenoid valve.
ATA 27 FLIGHT CONTROLS | 27.54 HYDRAULIC ACTUATION AND INTERCONNECTION (FLAPS) Flaps Supports Fairing and hydraulic
FLAP SUPPORTS FAIRING AND

HYDRAULIC:
 Three hinge arms are mounted on each flap.

Flaps Supports Fairing and hydraulic The left and right flap assemblies are
symmetrical.
 Hydraulic lines are provided from the flap

block valve to the actuators.
System Description:
 Each flap assembly is hinged on arms fitted

on the wing rear spar. There are:
 The inner hinge,
 The intermediate hinge (fitted with an
actuator),
 And the outer hinge.
 Flaps fairings are installed on the arms to

improve aerodynamics and avoid icing. This
is valid for all the arms except for the inboard
inner arm.
 For this, the arms move into a lip seal

installed on the wing to fuselage vertical side
fairing.
ATA 27 FLIGHT CONTROLS | 27.54 HYDRAULIC ACTUATION AND INTERCONNECTION (FLAPS) Flaps Supports Fairing and hydraulic
SYSTEM DESCRIPTION:
 The inboard and outboard flaps are connected by an interconnection
rod. In case of failure, a pin minimizes the differences in flaps position.
 The hydraulic lines are fixed on the rear wing spar from the flap block
valve to the actuators.
 They are mounted in such a way so as not to be subject to deformation

or extension.
 At the actuators level, lyre pipes are used.
 A block of two restrictor units is located at the flap block valve output,
on the line supplying the extend actuators chamber. The function is to
limit the flap operating speed in the extension direction.
 Each restrictor unit supplies a symmetrical pair of actuators in order to

obtain symmetrical operating loads.
 A restrictor unit is also installed at the flap block valve output, on the
line supplying the retract actuators chamber. The function is to limit the
flap operating speed in the retraction direction.
ATA 27 FLIGHT CONTROLS | 27.54 HYDRAULIC ACTUATION AND INTERCONNECTION (FLAPS) Interconnection Torque Shaft
INTERCONNECTION TORQUE SHAFT:
 The interconnection torque shaft is located between the two inboard flaps.
 The interconnection torque shaft connects the inboard flaps together.
 It is used to give the same angular displacement to the aircraft RH and LH flaps.
 The rigidityTorque
Interconnection of the shaft
Shaft is sufficient to maintain the flap positions within acceptable limits.
ATA 27 FLIGHT CONTROLS | 27.70 GUST LOCK SYSTEM System Description
GUST LOCK SYSTEM DESCRIPTION:

 A gust lock system is provided to protect the roll and pitch
controls on ground.
27.70 GUST LOCK SYSTEM
System Description This system includes:
 an elevator mechanical locking device,
 and an aileron electro-mechanical locking device.
 To enable gust lock system engagement, the ailerons must be

centered and the control column positionned slightly forward.
 An hydraulic damper installed between the rudder and the

vertical stabilizer protects in the same way the rudder.
 When gust lock lever is set to ON position, the power levers

travel is slightly limited below FI (Flight Idle).
 This system provides protection against take-off when gust

lock engaged, or too high power setting when in hotel mode.
 An "AIL LOCK LIT" caution message appears on the Engine

Warning System (EWD) with, CCAS activation through the
MFCs, whenever one of the locking actuators is in
disagreement with the gust lock lever position (lock or unlock
position).
ATA 27 FLIGHT CONTROLS | 27.70 GUST LOCK SYSTEM System Operation
SYSTEM OPERATION:
 The aileron electric gust lock actuators can be activated only on ground.
 The actuator positions are monitored by both MFCs.
 When the gust lock lever is set to the ON position, the actuators are
supplied to extend.
System Operation
 An 8 seconds time delay is given in the monitoring system to allow
actuators extension.
 When the full extend position is reached, the electrical supply is cut off and
a signal is sent to the MFCs, via the microswitches.
 Selecting the gust lock lever to the OFF position will supply the actuators to
retract.
 An "AIL LOCK LIT" caution alert appears on EWD in case of discrepancy
between any actuator and any control switch.
 With the " AIL LOCK LIT " illuminated, selecting the PLA in HIGH POWER
will cause a " CONFIG " warning through the MFCs.
SYSTEM OPERATION:
Pitch Resetting:
 The gust lock control microswitch is used for the pitch
uncoupling resetting operation. Setting the gust lock
lever to the ON position causes the right and left
elevator to reposition correctly.
Propeller Brake setting:

 Setting the gust lock lever to the ON position is one of
the actions required to enable engagement of the
propeller brake in hotel mode.
 Gust lock engagement is monitored by both MFCs.
SYSTEM OPERATION:
Start Fault:
 When starting the right engine with the propeller brake locked (in Hotel
Mode), the gust lock lever must be set to the ON position.
 This is to prevent power levers displacement above Flight Idle (FI) in order
to protect the propeller brake.
 If gust lock is off, FAULT in the Start 2 pushbutton illuminates when

ENG/START selector is set to all positions even OFF/START/ABORT
 CCAS is activated. An "ENG START" message with associated procedure

appears on EWD, Master Caution illuminates amber with a single chime
sounds.
 If right engine is running with propeller brake engaged, put the gust lock on
the off position triggers warning message "PROP BRK" on the EWD (with
the warnings associated).
ATA 27 FLIGHT CONTROLS | 27.70 GUST LOCK SYSTEM Control Lever
GUST LOCK CONTROL LEVER:
The gust lock lever is located in the flight compartment, between the two power levers, on the pedestal panel.
System Description:
Position of the control lever in locking notch (ON position means that ailerons and elevators are locked) is indicated as follows:
Control Leverstripes engraved in control lever handle are visible to the crew.
 Yellow
 A mechanical stop linked to the gust lock lever limits power lever travel, thus enabling taxi but not take-off.
When in the OFF position, the gust lock lever is maintained in this position by various locking unit springs and by its own spring.
The gust lock lever consists of:

 A lever connected to a bearing end.
 A slider pin. When this pin is moved up by pilot action on the handle, two rollers start running over two cams.
 A return spring. It ensures the return of the pin to the ON position when the handle is pulled aft.
 Two microswitches near the ON position.
ATA 27 FLIGHT CONTROLS | 27.70 GUST LOCK SYSTEM Gust Locking Unit
GUST LOCKING UNIT:

The two gust locking units are located underneath the
flight compartment.
Gust Locking Unit
System Description:
 The gust lock lever operates two push-pull cables,
toward the two underfloor locking units.
 The captain's locking unit locks the captain's elevator
channel.
 The first officer's locking unit locks the first officer's
operator channel.
 The locking device includes a spring, which
disengages the lock in the absence of a control order
on the plunger.
Locking is accomplished as follows:

 The slider actuates a locking pin via a second
spring,
 If the locking pin is not facing its housing, the pin
locking spring is compressed,
 When the rotation of the corresponding elevator
lever brings the housing in front of the locking pin,
the pin locking spring will automatically cause
locking pin engagement.
ATA 27 FLIGHT CONTROLS | 27.70 GUST LOCK SYSTEM Aileron Lock
AILERON LOCK:
Two electro-mechanical devices are installed in each aileron.
System Description:
Aileron Lock  The system includes two mechanical locking devices, each
immobilizing one aileron.
 Each locking device is controlled by a gust lock electrical actuator.
 The gust lock electrical actuators are controlled by switches installed
on the gust lock lever.
 If one switch or the associated relay logic remains open, the two
aileron gust lock actuators remain engaged or disengaged.
 In flight, a relay inhibits the electrical gust lock control.
 Monitoring of the electrical control logic is performed by modules 1B
and 2B.
Each MFC module activates:

 An "AIL LOCK LIT" caution alert on EWD page and associated
Master CAUTION light in case of discrepancy between any actuator
and any control switch,
 A red CONFIG warning (through TO CONFIG test or power lever at
Max power position) if:
- Discrepancy is detected between any actuator and GUST LOCK
lever control switches,
- Any actuator is not released when one power lever is at TAKE-OFF
power.
ATA 27 FLIGHT CONTROLS | 27.70 GUST LOCK SYSTEM Aileron Lock
AILERON LOCK DESCRIPTION:

 The electrical gust lock actuator pushes a roller through a linkage
on a cam.
 If the roller is not facing the cam slot, the actuator spring box is
compressed and forces aileron locking due to the cam profile.
 When the roller is in front of the slot, the spring will automatically
cause locking engagement.
 In case of rupture downstream the actuator screw, an additional

spring disengages or keeps the roller locking disengaged.
 In case of system failure, actuators can be manually retracted

using a screw fitted on the actuator body.
 Actuators can be reached through an access panel, below the

wing.
ATA 27 FLIGHT CONTROLS | 27.CI CONTROLS AND INDICATORS Maintenance Panel
MAINTENANCE PANEL:
 Right maintenance panel 702VU:
Several tests and control device are provided, for maintenance purpose
only.
27.CI CONTROLS AND INDICATORS
Maintenance Panel
 "PITCH TRIM COMP" push to test button:
Enables to test the pitch trim asymmetry monitoring.
"PITCH TRIM ASYM" amber message is displayed and CCAS is
activated.
Note: Alarms are also activated when a tab asymmetry between left and
right trim actuators exceeds 0,7°.
 "UNLOCK" push to test button :
Enables to test the flap unlock monitoring.
"FLAP UNLK" RED message is displayed and CCAS is activated.
Note: Alarms are also activated when Any spurious retraction is
detected of more than 3°.
 "ASYM" push to test button :
Enables to test the flap asymmetry monitoring.
"FLAP ASYM" amber message is displayed and CCAS is activated.
Note: Alarms are also activated when a flap asymmetry, between left
and right inboard flaps, exceeds 6,7°.
 "ELEV CLUTCH REARM" push button :
Enables to reconnect both elevators after a disconnection.
"PITCH RECONNCT" red message is displayed at the end of the
reconnection instead of "PITCH DISC" message.
When push button is released the message disappears.
 "BITE LOADED" magnetic indicator:
 Turns amber when a Flight Controls failure has been recorded.
 MFC fault codes can be displayed on MCDU.
 Left maintenance panel 101VU:
Several tests and control device are provided, for maintenance purpose
only.
 "WARN" rotary selector:
Enables selection of the STICK PUSHER/SHAKER system to be tested.
When activated CCAS is triggered.
MW27.CI_.02.I1L2_01 Copyright © 2.3 (19/02/2015) - ATR Training Centre - All right reserved For Training Only Page 129
ATA 27 FLIGHT CONTROLS | 27.00 GENERAL Safety and Precautions
SAFETY AND PRECAUTIONS:
Personal safety:
27.00 GENERAL  Make certain that warning notices are correctly
Safety and Precautions installed.
 Check that landing gear ground safeties are
installed.
 Check that landing gear and flap controls are set
to correspond with the actual position of services
they operate.
 Install a warning notice prohibiting operation of
crossfeed valve whilst a hydraulic system is in
operation.
 Make certain that no personnel are working in the
path of control moving elements.
MW27.SAF.01.P1L1_01 Copyright © 2.3 (19/02/2015) - ATR Training Centre - All right reserved For Training Only Page 130
ATA 27 FLIGHT CONTROLS | 27.00 GENERAL Safety and Precautions
SAFETY AND PRECAUTIONS:
Equipment safety:
 Make certain that the autopilot is not engaged.
 Make certain that no rigging pins are installed on the control
to be operated.
 Within the limit of access doors / panels already open, make
certain that operated controls are serviceable (no missing or
partially installed components).
 Check that the travel ranges of the control surfaces are clear.
 Check that safety collars are not installed on the system to
be operated. Install safety collars after the system has been
operated.
MW27.SAF.01.P1L1_02 Copyright © 2.3 (19/02/2015) - ATR Training Centre - All right reserved For Training Only Page 131
ATA 27 FLIGHT CONTROLS | 27.00 GENERAL Maintenance Operations
MAINTENANCE OPERATIONS:
 This module presents the various tasks programmed regarding the Flight Controls, according to their periodicity (A: A check, C: C check,
LC: Line Check, WY: Weekly).
 The contained information in the following tables results from the maintenance planning program, based on Maintenance Review Board
Report document
Maintenance Operations(MRBR). ATR defines a standard document MPD (Maintenance Planning Document) where the maintenance
programmed tasks are identifies.
MW27.MO_.01.O1L1_01 Copyright © 2.3 (19/02/2015) - ATR Training Centre - All right reserved For Training Only Page 132

ATR Ata - 27 - Flight - Controls

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[ATA] | [SUBCHAPTER] | [SECTION] [TITLE]

TRAINING HANDOUT T1+T2 42-400I500 and 72-

ATA 27 FLIGHT CONTROLS

TRAINING HANDOUT T1+T2 42-400I500 and 72-212A (600 variant)

ATA 27 FLIGHT CONTROLS ......................................................................................................................................................................................................................................... 6

Spoiler Block Valve ....................................................................................................................................................................................................................................... 29

Mechanical control Description ................................................................................................................................................................................................................... 62

27.54 HYDRAULIC ACTUATION AND INTERCONNECTION (FLAPS)................................................................................................................................................................. 113

 On the Primary Fight Display (PFD) the flight Mode

 Travel Limitation Unit (TLU) control switch, Spoilers

 Stick pusher pushbutton is located in the center on

 The Pitch trim rocker switches are located on the

 Gust lock lever is located on the 902VU.

 Maintenance panel is located on the left side (101VU).

 Trim control panel is located on the pedestal (110VU)

 Flaps control lever is located on the pedestal (902VU)

 Captain's and First Officer's pedals.

Pitch Trim Position Indicator:

Rudder Trim Position Indicator:

Flaps Position Indicating:

AILERON AND TAB DESCRIPTION:

AILERON OPERATION ON GROUND:

 The trim operation is available only on the left

 The pilot deflects the control wheels on the left.

 Note that the aileron and spring tab stay in line.

 The pilot continues to deflect the control wheels on

AILERON OPERATION IN FLIGHT:

The pilot deflects the control wheels to the left.

A compensating moment is generated which

When the control wheels are held in position, the

ROLL TRIM OPERATION:

MECHANICAL CONTROL DESCRIPTION:

CABLE TENSION REGULATOR:

For maintenance purpose, the actuator is divided in two different parts:

The main functions of the servomotor are:

 Static dischargers ensure static electricity flow

 The aircraft is provided with winglets on the

 The winglets improve wing efficiency.

AILERON TRIM CONTROL AND ACTUATION:

All trim actuators are interchangeable and comprise:

The motor is of the permanent magnet type with two

A desiccant cartridge in the actuator absorbs any internal

AILERON TRIM CONTROL AND ACTUATION:

Aileron trim tab control is electrical and features the following:

AILERON POSITION TRANSMITTER:

 Each position transmitter is of the synchro type.

SPOILERS SYSTEM DESCRIPTION:

After the junction bellcranks, the system components are:

SPOILERS SYSTEM OPERATION:

SPOILER BLOCK VALVE:

SPOILER SYSTEM DESCRIPTION:

 The three hinges are fitted on the spoiler and are

 Spoiler deflection is initiated for 2.5° aileron

PIPES HYDRAULIC ACTUATOR AND PROXIMITY

 Spoiler proximity switches supply spoiler extension

RUDDER AND TAB:

SYSTEM OPERATION: On Ground

SYSTEM OPERATION: In-Flight

YAW DAMPER OPERATION:

MECHANICAL CONTROL DESCRIPTION:

 The pedals are linked to a force detector rod which produces

FORCE DETECTION ROD:

FWD AND REAR QUADRANTS AND LINKAGE: