Flight Controls

Flight Controls
 The primary flight controls are manually actuated
through cables, bell cranks and push rods
 The ailerons and rudder are conventional

 The horizontal stabiliser and elevators make up

the T-tail
 A pneumatic rudder boost system assists in
directional control in the event of an engine
failure
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Flight Controls

 All surfaces
can be
manually
trimmed from
the cockpit
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 Electric trim control
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 Electric trim control switch
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 Trim Tabs are

fitted to :
 Elevator
 Rudder
 Left Aileron
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 Trim fail annunciator
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Ailerons
 Roll around the longitudinal axis is by
conventional ailerons
 Rotation by either inter-connected control
wheel, mechanically positions the ailerons
 Aileron travel is 25 degrees UP and 17
degrees DOWN
 The movement is limited by adjustable stops
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25 degrees UP 17 degrees Down

Flight Controls
Elevators
 Pitch control around the lateral axis is by the
elevators
 Fore and aft movement of either control
column is transmitted through cables, bell
cranks and a push rod linkage to move the
elevators
 Elevator travel is 20 degrees UP and 14
degrees DOWN
 The movement is limited by adjustable stops
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20 degrees UP

32 degrees Down
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Rudder Boost
 Rudder boost is a system provided to aid and
maintain directional control in the event of an
engine failure or a large variation of power
between the engines
 2 pneumatic boost servos are incorporated into
the rudder cable system to provide boost when
required.
 The system is fully automatic when armed.
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Flight Controls
Rudder boost system operation:
1) The system needs to be armed by placing
the RUDDER BOOST switch to ON
2) Both BLEED AIR VALVE switches need to
be in either the OPEN or ENVIRONMENT
OFF positions

If either one of the Bleed air switches is in the

off position, Rudder boost will be disabled
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Flight Controls
Flight Controls
 High pressure (P3) air flows to a pneumatic
pressure regulator and a differential pressure
switch (Delta P switch)
 If a substantial pressure differential exists (60
PSI +- 5 PSI) a circuit is completed to open a
solenoid operated valve that directs regulated
bleed air pressure to the applicable rudder boost
servo
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Yaw Damper
 DUTCH ROLL: Oscillations in yaw that develop
into roll (mostly on swept wing aircraft)
 Can be caused by turbulence or poor pilot
technique
 To counter act DUTCH ROLL, a yaw damper is
installed which is a function of the autopilot
 Maximum altitude with an inoperative yaw
damper is 17000 feet
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Flight Controls
 A RED bi-level push button on each control
wheel is used to disconnect the autopilot, Yaw
damper.
 Depressing the button to the first level
disconnects the autopilot and yaw damper
 Depressing the button to the second level will
disconnect the electric trim and an ELEC TRIM
OFF annunciator illuminates.
 The ELEVATOR TRIM switch on the centre
pedestal then needs to be reset to OFF then
back to ON for the electric trim to work again
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Flight Controls
Flaps
 2 flaps on each wing are driven by an electric
motor through a gearbox and 4 flexible drive
shafts
 The motor has a dynamic braking system
which prevents over travel of the flaps

Flap travel limit switch

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 Split flap
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 Flap Control
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 Flap position gauge
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 To select APP flap move the flap lever to the
APP position. Note that no intermediate flap
position can be selected between UP and APP.
 BB-2 to BB-1443, If any position between APP
(40%) and DOWN (100%) is required, place the
handle to the DOWN position until your required
position is attained and then return the flap
handle back to the APP position
 BB-1444 and after, there are no intermediate
flap positions.
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 Asymmetric protection is provided between the
inner and outer flaps on the same side but not
between the left and right sides
 Split flap protection is provided by an
asymmetrical flap sensing system
 A switch is rigged in such a way that if either
flap on the same side splits by 3-6 degrees, the
circuit is interrupted and the flap motor stops
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Flight Controls
Flight Controls

 WARNING HORN
 If the flap lever is moved beyond the approach
position with the landing gear up, the landing
gear warning horn will sound continuously
regardless of the power lever position.
 It can only be silenced by lowering the landing
gear or raising the flaps to the approach
position.
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FLAP SPEED LIMITS

 Take off position 200 KIAS

(white triangle)
 Beyond approach 143 KIAS
(white arc)
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 Abnormalities