B Ata 27

CommAir Training
S C H O O L O F A E R O N A U T I C S
B 737-300/400/500
SISTEMAS Y PLANTA PODER

CURSO ATA NIVELIII-MANTENIMIENTO DE LINEA Y BASE
CAPITULOS ATA 27
CENTRO DE INSTRUCCIÓN DE MANTENIMIENTO

737-300/400/500 TRAINING MANUAL
FLIGHT CONTROLS -- INTRODUCTION
THIS PAGE INTENTIONALLY LEFT BLANK
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
FLIGHT CONTROLS -- INTRODUCTION
General Abbreviations and Acronyms
The flight controls keep the airplane at the necessary A/P - autopilot
attitude during flight. They have movable surfaces on A/S - airspeed
the wing and the empennage. These are the two types of C/W - control wheel
flight control systems:
cntl - control
- Primary gnd - ground
- Secondary. LE - leading edge
MLG - main landing gear
Primary Flight Control System NLG - nose landing gear
PCU - power control unit
The primary flight control system moves the airplane
S/B - speedbrake
around three axes, lateral, longitudinal, and vertical.
The primary flight control system has these components: SOV - shutoff valve
stab - stabilizer
- Aileron (2) sec - section
- Elevator (2) TE - trailing edge
- Rudder. vlv - valve
xfer - transfer
Secondary Flight Controls
The secondary flight controls increase the lift and

make the handling properties of the airplane better.
The secondary flight control system has these
components:
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- Leading edge devices (10)

- Trailing edge flaps (4)
- Spoilers and speedbrakes (10)
- Horizontal stabilizer.
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RUDDER
YAW
LONGITUDINAL
AXIS
ELEVATORS (2)
LATERAL
AXIS
HORIZONTAL
STABILIZER
FLAPS (4)
SPOILERS (10)
AILERONS (2)
LE FLAPS (4) LE SLATS (6)

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ROLL
PITCH
VERTICAL
AXIS
FLIGHT CONTROLS - INTRODUCTION
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FLIGHT CONTROLS -- GENERAL DESCRIPTION
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General supplies hydraulic pressure to the ground spoiler
actuators to lift the spoilers.
The pilots manually operate the flight controls through
cables. The autopilot automatically operates them. During automatic deployment the auto speedbrake
actuator gives input to the same cables as above and
Aileron causes a back-drive of the speedbrake lever.
The aileron control wheels move cables that give input Elevator
to the aileron feel and centering unit. This controls
the aileron PCUs. The PCUs move the aileron wing cables The control columns move cables that give input to the
and the ailerons. elevator feel and centering unit. This controls the
elevator PCUs. The PCUs move torque tubes that move the
The aileron trim switches give an input to the aileron elevators.
feel and centering unit and change the neutral position
of the ailerons. The autopilot actuators give a mechanical input to the
PCUs through the feel and centering unit. The PCU moves
Aileron PCU movement also goes to the spoiler mixer. the elevators.
The mixer moves the flight spoiler wing cables that
control the flight spoiler actuators. The actuators Horizontal Stabilizer
move the flight spoilers to give an assist to the
ailerons for roll control. The stabilizer trim wheels move cables that give an
input to the gearbox. The gearbox moves a jackscrew and
The autopilot actuators give a mechanical input to the moves the stabilizer.
PCUs through the feel and centering unit. The PCUs move
the aileron wing cables and the ailerons, and they give The electric stabilizer trim switches control an
input to the spoiler mixer. electric motor near the gearbox. The motor moves the
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gears to move the stabilizer. The autopilot also

Spoilers and Speedbrakes controls the stabilizer trim motor.
The speedbrake lever moves cables that control the When the stabilizer moves, it also moves the elevators
spoiler mixer. The mixer moves the spoiler wing cables through the elevator feel and centering unit.
that control the flight spoiler actuators. The mixer
also moves the ground spoiler control valve. The valve
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Rudder
The rudder pedals move cables that give an input to the

rudder feel and centering unit. This controls the
rudder PCUs. The rudder PCUs move the rudder.
The rudder trim switch gives an input to the rudder

feel and centering unit and changes the neutral
position of the rudder.
Flaps and Slats
The flap control lever moves the trailing edge flap

control valve. Hydraulic pressure goes through the
valve and operates the hydraulic motor. The hydraulic
motor supplies power to the flap drive system, and the
flaps move. Follow-up cables give feedback to the
trailing edge flap control valve to stop the flaps at
the commanded position.
The follow-up cables also give an input to the leading

edge flaps control valve. This controls the position of
the leading edge devices. Then hydraulic pressure goes
to the actuators and moves the leading edge flaps and
slats.
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The alternate flap switches electrically control the

trailing edge flaps. They also control the standby
hydraulic system to extend the leading edge flaps and
slats.
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RUDDER FEEL AND

CENTERING UNIT PCU (2) RUDDER
AILERON FEEL AND

CENTERING UNIT PCU (2) AILERON (2)
AUTO
SPEEDBRAKE MIXER
15 10
RUDDER TRIM
5 0 5 10 15
ACTUATOR
LEFT RIGHT
AILERON
ACTUATOR (4) FLIGHT
NOSE
LEFT
NOSE
RIGHT
SPOILERS (4)
R
U
D
LEFT RIGHT D
WING WING E
R
DOWN DOWN
GND
GROUND
SPOILER ACTUATOR (8) SPOILERS (6)
CNTL VLV
TE FLAPS MOTOR
CNTL VLV TE FLAPS (4)
LE FLAPS ACTUATOR (10) LE FLAPS (4)

CNTL VLV & SLATS (6)
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AUTOPILOT AUTOPILOT ELEVATOR FEEL AND

INPUTS ACTUATORS CENTERING UNIT PCU (2) ELEVATOR (2)
(STAB INPUT TO ELEVATOR)

ELECTRICAL CONNECTION
MECHANICAL CONNECTION HORIZONTAL
MOTOR GEARBOX STABILIZER
HYDRAULIC CONNECTION
FLIGHT CONTROLS - GENERAL DESCRIPTION
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FLIGHT CONTROLS -- CONTROLS AND INDICATIONS - 1
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General The aileron control wheel controls manual operation of
the ailerons and flight spoilers and is on the top of
These are the controls in the flight compartment: the elevator control column.
- Aileron control wheel (2) The elevator control column controls manual operation
- Elevator control column (2) of the elevators and is forward of the pilot seats.
- Stabilizer electric trim switch (2) Column movement that is opposite to stabilizer trim
- Rudder Pedals (2 pair) also stops stabilizer electric trim.
- Stall warning test switch (2).
The stabilizer electric trim switch controls electric
These are the indications in the flight compartment: trim operation of the stabilizer and is on the outboard
side of each control wheel. The autopilot disengages if
- Flight control panel you use stabilizer electric trim.
- Aileron position indicator
- SPEED BRAKE DO NOT ARM light The rudder pedals control manual operation of the
- SPEED BRAKE ARMED light rudder and are forward of the pilot seats.
- Trailing edge (TE) flap position indicator
- LE FLAPS TRANSIT light The stall warning test switches are on the P5 aft
- LE FLAPS EXT light overhead panel. Each switch operates only on the
- Leading edge (LE) devices annunciator panel. ground.
Controls Indications
The flight control panel has hydraulic and electric The flight control panel has caution lights for some of
control switches for some of the flight control the flight control systems.
systems.
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See the flight controls multiple use systems/unit

See the flight controls multiple use systems/unit system section for more information about the flight
system section for more information about the flight control panel.
control panel.
The aileron trim indicator shows units of aileron trim
and is on top of the control wheel.
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A green SPEED BRAKE ARMED light shows if there are
valid automatic speedbrake system inputs. The light is
on the P1 panel.
An amber SPEED BRAKE DO NOT ARM light shows if there

are automatic speedbrake system inputs that are not
valid. The light is on the P1 panel.
The TE flaps position indicator shows left and right TE

flap position. It also shows when there is a skew or
asymmetry condition. The indicator is on the P2 panel.
An amber LE FLAPS TRANSIT light shows for these

conditions:
- The LE devices are in transit

- A LE device position is in disagreement with the TE
flaps position
- TE flaps disagreement during alternate flaps
operation until the TE flaps are at the 10
position.
The light is on the P2 panel.
A green LE FLAPS EXT light shows if the LE devices are

in the extended or full extended positions. The light
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is on the P2 panel.
The LE devices annunciator panel shows position of each

LE device. The panel is on the P5 aft overhead panel.
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FLT CONTROL STANDBY HYD

A B LE DEVICES
LOW a
QUANTITY FLAPS
TRANSIT TRANSIT
STBY STBY 1 4
LOW a 2 3
RUD RUD PRESSURE EXT EXT
OFF OFF STBY a FULL FULL
RUD ON EXT EXT
A ON B ON
ALTERNATE FLAPS 1 6
2 5
3 4
OFF
SLATS SLATS
LOW a LOW a UP
TEST STALL WARNING TEST
PRESSURE PRESSURE NO.1 NO.2
OFF
SPOILER LE DEVICES ANNUNCIATOR PANEL (P5)
ARM
A B DOWN
STALL WARNING TEST PANEL (P5)

OFF OFF a
FEEL
DIFF PRESS
ON ON SPEED TRIM
FAIL
a
MACH TRIM
YAW DAMPER FAIL a
YAW AUTO SLAT

DAMPER a FAIL a
OFF
ON CONTROL
WHEEL (2)
FLIGHT CONTROL PANEL (P5)
2 5
1
10
TRAILING EDGE
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UP 15
SPEED BRAKE FLAP POSITION
RUDDER 25
INDICATOR
DO NOT ARM LIGHT PEDALS FLAPS
SPEED BRAKE LEADING EDGE 40
30
SPEED BRAKE DO NOT ARM
a (2 PAIR) FLAPS IN
ARMED LIGHT SPEED BRAKE TRANSIT LIGHT LE FLAPS LE FLAPS LEADING EDGE
ARMED TRANSIT EXT
g a g
CONTROL FLAPS EXTENDED
COLUMN (2) LIGHT
CAPT INSTRUMENT CENTER INSTRUMENT
PANEL (P1) PANEL (P2)
FLIGHT CONTROLS - CONTROLS AND INDICATIONS - 1
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General These controls for the horizontal stabilizer are on the
control stand:
These are the flight controls on the control stand in
the flight compartment: - Captain and first officer stabilizer trim wheels
- Stabilizer trim cutout switches.
- Speedbrake lever
- Stabilizer trim wheel (2) A stabilizer override switch is on the aft electronic
- Stabilizer trim cutout switches (2) P8 panel.
- Flap lever
- Aileron trim switches (2) Indications
- Rudder trim knob
- STAB TRIM override switch. The stabilizer trim indicators are on the control
stand.
The stabilizer trim indicator (2) is on the control
stand in the flight compartment. The rudder trim indicator and OFF flag are on the
aileron/rudder trim panel on the aft electronic P8
Controls panel.
The aileron trim switches control aileron electric

trim. The switches are on the aileron/rudder trim panel
on the aft electronic P8 panel.
The rudder trim control controls rudder electric trim.

The control is on the aileron/rudder trim panel on the
aft electronic P8 panel.
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The flap lever controls hydraulic operation of the TE

flaps and LE devices. The flap lever is on the control
stand.
The speedbrake lever controls the operation of the

speedbrakes. The speedbrake lever is on the control
stand.
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SPEED BRAKE LEVER
STABILIZER
TRIM WHEEL (2)
FLAP LEVER
STABILIZER TRIM
INDICATOR (2)
STABILIZER TRIM
CUTOUT SWITCHES
RUDDER TRIM
15 10 5 0 5 10 15
LEFT RIGHT
CONTROL STAND
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AILERON
NOSE NOSE STAB TRIM CAB DOOR
LEFT R RIGHT
U
D OVERRIDE
D CAB DOOR
LEFT RIGHT UNLOCKED
WING WING E
R a
DOWN DOWN NORMAL
AILERON/RUDDER STABILIZER TRIM OVERRIDE/

TRIM PANEL (P8) CABIN DOOR CONTROL PANEL (P8)
FLIGHT CONTROLS - CONTROLS AND INDICATIONS - 2
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FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - INTRODUCTION
General Flight Control Hydraulic Isolation Valves
The flight controls system has some multiple use The flight control hydraulic isolation valves control
components. These are the multiple use components: hydraulic pressure to the flight control hydraulic
components in the tail of the airplane.
- Flight control cables
- Flight control panel
- Flight control hydraulic modular packages
- Flight control hydraulic isolation valves.
Flight Control Cables
You use the flight control cables to give manual input

to each flight control system.
Flight Control Panel
The flight control panel has hydraulic control switches

and caution lights for many of the flight control
systems.
Flight Control Hydraulic Modular Packages
The two flight controls hydraulic modular packages

control and monitor hydraulic pressure to the flight
controls. Each package has these components:
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- Flight controls shutoff valve

- Low pressure warning switch
- Spoiler shutoff valve
- Compensator cartridge.
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CABLES

A B LOW a
QUANTITY
STBY STBY
LOW a LOW PRESSURE
RUD RUD PRESSURE WARNING SWITCH
OFF OFF STBY a
RUD ON
A ON B ON
ALTERNATE FLAPS
OFF
LOW a LOW a UP FLIGHT CONTROLS

PRESSURE PRESSURE
OFF SPOILER SHUTOFF VALVE
SPOILER ARM SHUTOFF
A B DOWN
VALVE
FLIGHT CONTROL
OFF OFF
FEEL a
HYDRAULIC ISOLATION VALVES
DIFF PRESS
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ON ON SPEED TRIM
FAIL
a
MACH TRIM
YAW DAMPER FAIL a
YAW AUTO SLAT

FAIL a
DAMPER a
COMPENSATOR
OFF
CARTRIDGE
ON
FLIGHT CONTROL
FLIGHT CONTROL PANEL (P5) HYDRAULIC MODULAR PACKAGE
FLIGHT CONTROLS - MULTIPLE USE SYSTEMS/UNITS - INTRODUCTION
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FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - FLIGHT CONTROL CABLES
Purpose
The flight control cables give manual input to each

flight control system.
Location
Most cables are below the floor and go from the flight
compartment to the related flight controls.
Physical Description
The cables are steel components with a treatment for

corrosion protection.
Functional Description
Each cable set is a pair. During a normal input the

tension in one cable increases and moves the components
downstream. These are the pairs of cables:
- Aileron control bus cables (ACBA, ACBB)

- Aileron left and right body cables (AA, AB)
- Aileron wing cables (ABSA, ABSB)
- Elevator control cables (EA, EB)
- Rudder control cables (RA, RB)
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- Flap control cables (WFA, WFB)

- Flap follow-up cables (WFFA, WFFB)
- Stabilizer control cables (STA, STB)
- Speedbrake control cables (SBA, SBB)
- Spoiler control cables (WSA, WSB).
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EA, EB
PCU (2) ELEVATOR (2)
AA, AB ABSA, ABSB

PCU (2) AILERON (2)
RA, RB
PCU (2) RUDDER
ACBA SBA, SBB WSA, WSB

MIXER
ACBB
FLIGHT
ACTUATORS (4) SPOILERS (4)
GND
GROUND
SPOILER ACTUATORS (8) SPOILERS (6)
CNTL VLV
WFA, WFB TE FLAPS

CNTL VLV PDU TE FLAPS (4)
WFFA, WFFB
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LE FLAPS LE FLAPS (4)

CNTL VLV ACTUATORS (10)
& SLATS (6)
CABLE
CONNECTION
OTHER MECHANICAL
CONNECTION STA, STB STABILIZER HORIZONTAL
HYDRAULICS GEARBOX STABILIZER
FLIGHT CONTROLS - MULTIPLE USE SYSTEMS/UNITS - FLIGHT CONTROL CABLES
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FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - FLIGHT CONTROL PANEL
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Purpose Flight Control LOW PRESSURE Light
The flight control panel has hydraulic control switches Each flight control LOW PRESSURE light monitors the
and caution lights for many of the flight control pressure to the ailerons, elevators, elevator feel
systems. computer, and rudder.
Location Each flight control LOW PRESSURE light monitors the

position of the standby rudder shutoff valve when the
The flight control panel is in the flight compartment flight control switch is in the STDBY RUD position.
on the P5 forward overhead panel.
Flight SPOILER Switch (2)
FLT CONTROL Switch (2)
There are two flight SPOILER switches, one for
There are two FLT CONTROL switches, one for hydraulic hydraulic system A and one for hydraulic system B. Each
system A and one for hydraulic system B. Each FLT flight SPOILER switch has these positions:
CONTROL switch has these positions:
- OFF position - removes system pressure from the
- STDBY RUD position - removes system pressure from flight spoilers
ailerons, elevators, elevator feel computer, and - ON position - system pressure is on to the flight
rudder; gives commands to put the standby pump on; spoilers; the ON position is normal when the guard
pressurizes the standby power control unit is closed.
- OFF position - removes system pressure from
ailerons, elevators, elevator feel computer, and Yaw Damper Switch and Warning Light
rudder
- ON position - system pressure is on to the The yaw damper switch controls the yaw damper system
ailerons, elevators, elevator feel computer, and operation. The YAW DAMPER warning light comes on when
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rudder; the ON position is normal with the guard the system disengages.
closed.
See the yaw damper system section for more information
(ATA 22-23).
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Standby Hydraulic System Lights See the elevator and tab control system section for
more information about the elevator feel computer
These are the indications shown on the panel: functional description (ATA 27-31).
- The STANDBY RUDDER ON light comes on when the The SPEED TRIM FAIL light comes on when the speed trim
standby rudder system is in operation function in the flight control computers (FCCs) is not
- The standby hydraulic LOW QUANTITY light comes on available.
when the standby reservoir quantity is low
- The standby hydraulic LOW PRESSURE light comes on See the digital flight control system section for more
when the standby system pressure is low. information (ATA 22-11).
See the standby hydraulic system section for more The MACH TRIM FAIL light comes on when the mach trim
information (ATA 29-22). function in the flight control computers (FCCs) is not
available.
ALTERNATE FLAPS Arm Switch and Control Switch
See the digital flight control system section for more
The ALTERNATE FLAPS arm switch and the alternate flaps information (ATA 22-11).
control switch are for alternate flaps operation.
The AUTOSLAT FAIL light comes on when the autoslat
See the TE flap system section for more information function is not available.
about the alternate flaps switches and the functional
description of alternate operation (ATA 27-51). See the See the LE autoslat system section for more information
LE flap and slat control system section for more about the LE autoslat system functional description
information about alternate operation (ATA 27-81). (ATA 27-83).
Flight Control Panel Warning Lights

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The FEEL DIFF PRESSURE light comes on when there is a

difference between the system A and system B metered
pressures in the elevator feel computer.
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SYSTEM A FLIGHT
CONTROL SWITCH FLT CONTROL
A B
STANDBY HYD STANDBY HYDRAULIC
LOW a
QUANTITY
LOW QUANTITY LIGHT
SYSTEM B FLIGHT STBY STBY
LOW a STANDBY HYDRAULIC
CONTROL SWITCH RUD RUD PRESSURE
LOW PRESSURE LIGHT
OFF OFF STBY a
A ON B ON
RUD ON STANDBY RUDDER ON
SYSTEM A FLIGHT ALTERNATE FLAPS LIGHT
CONTROL LOW
PRESSURE LIGHT OFF ALTERNATE FLAPS
a a UP ARM SWITCH
LOW LOW
PRESSURE PRESSURE ALTERNATE FLAPS
OFF CONTROL SWITCH
SYSTEM B FLIGHT SPOILER ARM
A B DOWN
CONTROL LOW
PRESSURE LIGHT
OFF OFF FEEL DIFFERENTIAL
SYSTEM A FLIGHT FEEL a
PRESSURE LIGHT
SPOILER SWITCH DIFF PRESS
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ON ON SPEED TRIM
FAIL
SPEED TRIM FAIL LIGHT
a
SYSTEM B FLIGHT YAW DAMPER

MACH TRIM
FAIL a
MACH TRIM FAIL LIGHT
SPOILER SWITCH YAW AUTO SLAT AUTO SLAT FAIL LIGHT
DAMPER a FAIL a
YAW DAMPER LIGHT

OFF
ON
YAW DAMPER SWITCH
FLIGHT CONTROLS - MULTIPLE USE SYSTEMS/UNITS - FLIGHT CONTROL PANEL
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FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - FLIGHT CONTROLS HYDRAULIC MODULAR PACKAGES
Purpose position. This lets pressure go to the ailerons,
elevator, elevator feel computer, and rudder.
The flight controls hydraulic modular package has
components that control the hydraulic pressure to the The spoiler switches on the flight control panel
primary flight controls and to the flight spoilers. control each spoiler shutoff valve. They are normally
open with the switch in the guarded position. This lets
Location pressure go to the spoilers.
There are two flight controls hydraulic modular The low pressure warning switch is downstream of the
packages. They are on the forward bulkhead of the main flight control shutoff valve. It puts on the related
landing gear wheel well. The system A package is on the amber LOW PRESSURE light when it senses low pressure to
left, and the system B package is on the right. the flight controls.
Physical Description The compensator cartridge keeps a return fluid pressure

of 40-70 psi to the aileron, rudder, and elevator PCUs
The flight controls hydraulic modular package is a when the hydraulic system is OFF. This gives wind gust
manifold assembly and has these components: protection for the control surfaces.
- Flight controls shutoff valve Training Information Point

- Spoiler shutoff valve
- Low pressure warning switch The system A and system B flight controls hydraulic
- Compensator cartridge. modular package are interchangeable.
The flight control and spoiler shutoff valves have 28v The flight controls shutoff valves and the spoiler
dc motors. Each valve also has a position shutoff valves are interchangeable. You can replace the
indicator/manual override lever with labeled positions valve and motor as a unit, or you can replace the motor
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1 and 2. only.
The FLT CONTROL switches on the flight control panel

control each flight control shutoff valve. They are
normally open when the switch is in the guarded
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LOW
PRESSURE
WARNING
SWITCH
FLIGHT
FLIGHT CONTROL
SPOILER SHUTOFF
SHUTOFF VALVE
MAIN GEAR WHEEL WELL VALVE
(LOOKING FORWARD)
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POSITION
INDICATOR/MANUAL
OVERRIDE LEVER
COMPENSATOR
CARTRIDGE
FLIGHT CONTROLS HYDRAULIC MODULAR PACKAGE

FLIGHT CONTROLS - MULTIPLE USE SYSTEMS/UNITS - FLIGHT CONTROLS HYDRAULIC MODULAR PACKAGES
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FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - FLIGHT CONTROLS SHUTOFF VALVE
Purpose Operation
The flight controls shutoff valves control the system A A 28v dc motor controls each flight control shutoff
and B pressure to these components: valve. The valves are normally open, which lets
pressure from each system go to the flight controls.
- Aileron PCUs When you move the flight control switch to the OFF
- Elevator PCUs position, the valve closes.
- Elevator feel computer
- Main rudder PCU. Monitor
Location When the valve is open, the indicator lever is in

position 1. When the valve closes, the indicator lever
The flight controls shutoff valves are on the right moves to position 2.
side of each flight controls hydraulic modular package.
Each flight controls shutoff valve is a spool valve

attached by four bolts to a cavity of the flight
controls hydraulic modular package. A splined cam
changes rotary motor motion to linear spool travel.
Control
The system A flight control switch (FLT CONTROL A) on

the flight control panel controls the system A flight
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control shutoff valve. The system B flight control

switch (FLT CONTROL B) controls the system B flight
control shutoff valve.
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STDBY
RUDDER
OFF
28V DC A ON CLOSE
BUS 2 A
FLIGHT
CONTROLS SYSTEM A M
VALVES FLIGHT CONTROL
SWITCH
OPEN
FLIGHT CONTROL
SYSTEM A SHUTOFF VALVE
STDBY (MLG WW)
RUDDER
OFF
28V DC B ON CLOSE
BUS 1 B
FLIGHT
CONTROLS SYSTEM B M
VALVES FLIGHT CONTROL
SWITCH
OPEN
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P6 CB PANEL FLIGHT CONTROL PANEL (P5) FLIGHT CONTROL

SYSTEM B SHUTOFF VALVE
(MLG WW)
FLIGHT CONTROLS - MULTIPLE USE SYSTEMS/UNITS - FLIGHT CONTROLS SHUTOFF VALVE
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FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - LOW PRESSURE WARNING SWITCH
Purpose When the FLT CONTROL switch is in the STDBY RUD
position, the standby rudder shutoff valve opens. This
The low pressure warning switch gives an amber light controls the valve position relay to the energized
indication when there is low system A or B pressure to position.
the flight control system.
When the standby rudder shutoff valve is in the closed
Location position, the valve position relay gives a ground to
the LOW PRESSURE light. This puts on the light and
The low pressure switches are a part of each flight shows that the valve is not open. When the standby
controls hydraulic modular package. rudder shutoff valve moves to the open position, the
valve position relay energizes and removes the ground
The amber LOW PRESSURE lights are on the flight control to the LOW PRESSURE light. This puts the light off and
panel on the P5 forward overhead panel. shows that the valve is open.
Physical Description See the standby hydraulic system section for more
information about the standby rudder shutoff valve.
The low pressure switch is a sealed assembly with a (ATA 29-22)
piston, disc spring, and electrical switch.
Monitor
When the low pressure light comes on, the master
The master dim and test (MD&T) system supplies power to caution and the FLT CONT annunciator also come on.
the lights.
The LOW PRESSURE light connects to the low pressure

warning switch only when the FLT CONTROL switch is in
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the ON or OFF positions.
The low pressure switch is open when hydraulic pressure

is available to the flight controls. The switch closes
when pressure is less than 1300 psi and opens when
pressure is above 1600 psi. This gives a ground to the
LOW PRESSURE light when closed.
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LOW
PRESSURE
WARNING
SWITCH
FIRE MASTER FLT CONT ELEC
WARN CAUTION IRS APU
BELL CUTOUT PUSH TO RESET
FUEL OVHT/DET
P7
(TYP)
LOW PRESS LIGHT

(SYS B) FLIGHT CONTROL
HYDRAULIC MODULAR
LOW PACKAGE
PRESSURE a STDBY
RUD
OFF
B ON
LOGIC SYS B LOW PRESSURE
CIRCUIT CONTROL SW WARNING SWITCH
SYSTEM B
28V DC
BUS 1
STDBY
MASTER RUD
DIM
OFF
SYS A LOW PRESSURE
A ON WARNING SWITCH
P6 CB PANEL CONTROL SW
SYSTEM A
27-09-CC-006 Rev 1 09/02/1998
CLOSED
LOW TO
PRESSURE a CONT M
K10 VALVE SWS
LOW PRESS LIGHT POSITION
(SYS A) RELAY OPEN
FLIGHT CONTROL PANEL (P5) STANDBY RUDDER SHUTOFF VALVE

(VALVE SHOWN CLOSED)
FLIGHT CONTROLS - MULTIPLE USE SYSTEMS/UNITS - LOW PRESSURE WARNING SWITCH
27-09-CC
- 27 -
FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - FLIGHT CONTROL HYDRAULIC ISOLATION VALVES
Purpose Training Information Point
The flight control hydraulic isolation valves control You must remove the cover to close one or more of the
the hydraulic pressure to the tail flight control isolation valves. The cover can not be installed unless
components. Use the valves to removed hydraulic all of the valves are open.
pressure from a component during maintenance.
All of the isolation valves must be open and the cover
Location installed for dispatch of the airplane.
The flight control hydraulic isolation valves are in

the right side on the airplane inside the stabilizer
compartment.
The flight control hydraulic isolation valves are in a

manifold assembly. Six valves control hydraulic system
A and system B pressure to these components:
- Rudder main power control unit

- Elevator power control unit
- Elevator feel computer.
Each valve operates with a lever to two positions, open

or closed.
27-09-CC-008 Rev 1 09/02/1998
Placards on the airplane structure (not shown) next to

each valve identify which valve controls pressure to
which component.
27-09-CC
- 28 -
SYSTEM B
PRESSURE
RUDDER
PRESSURE
FUSE COVER
(REF)
ELEVATOR
RUDDER
SYSTEM B
ELEVATOR
FEEL
COMPUTER
ELEVATOR
RUDDER
SYSTEM A
27-09-CC-008 Rev 1 09/02/1998
ELEVATOR
FEEL
COMPUTER
FWD FWD
SYSTEM A
PRESSURE
STABILIZER COMPARTMENT HYDRAULIC ISOLATION VALVES
FLIGHT CONTROLS - MULTIPLE USE SYSTEMS/UNITS - FLIGHT CONTROL HYDRAULIC ISOLATION VALVES
27-09-CC
- 29 -
FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - FUNCTIONAL DESCRIPTION
General
This is the system A and B hydraulic distribution to

the primary flight controls. The pressure goes to the
flight control hydraulic modular package. Then it goes
through the flight controls shutoff valve. A low
pressure warning switch monitors for low pressure to
the flight controls. Then the pressure goes to the
using components.
27-09-CC-007 Rev 1 09/02/1998
27-09-CC
- 30 -
ELEVATOR DUAL
SYSTEM A FLIGHT CONTROLS FEEL ACTUATOR SYSTEM B
TO FLIGHT PRESSURE SHUTOFF VALVE PRESSURE TO FLIGHT
SPOILERS FLIGHT CONTROLS SPOILERS
(3, 6) DIFFERENTIAL SHUTOFF VALVE (2, 7)
PRESSURE
SWITCH
A B
FEEL COMPUTER
A ELEVATOR A/P B
ACTUATOR (2)
TO SYSTEM A TO SYSTEM B
RETURN RETURN
SYSTEM A FLIGHT CONTROLS SYSTEM B FLIGHT CONTROLS
HYDRAULIC MODULAR PACKAGE P P HYDRAULIC MODULAR PACKAGE
R R
ELEVATOR
PCU (2)
AILERON R R
27-09-CC-007 Rev 1 09/02/1998
PCU (2) A B
P P
A B
AILERON A/P FLIGHT CONTROL

ACTUATOR (2) RUDDER
MAIN PCU HYDRAULIC ISOLATION
A B VALVE (6)
FLIGHT CONTROLS - MULTIPLE USE SYSTEMS/UNITS - FUNCTIONAL DESCRIPTION
27-09-CC
- 31 -
AILERON AND AILERON TRIM CONTROL SYSTEM -- INTRODUCTION
Purpose PCU - power control unit
S/B - speedbrake
The ailerons control the flight attitude of the SOV - shutoff valve
airplane around the longitudinal axis.
stab - stabilizer
Location TE - trailing edge
xfer - transfer
The ailerons are on the wing outboard trailing edge.
Roll Control
During roll control the aileron on one wing moves up,

and the aileron on the other wing moves down.
The pilots turn the control wheels to control roll.

When the autopilot engages, it automatically controls
the ailerons. During autopilot operation actuators give
inputs to move the control wheels.
The flight spoilers also supply roll control.
See the flight spoiler control system section for more

information on the spoiler and speedbrake control. (ATA
27-61)
Abbreviations and Acronyms

27-11-CC-001 Rev 1 09/08/1998
A/P - autopilot
A/S - airspeed
C/W - control wheel
LE - leading edge
NLG - nose landing gear
27-11-CC
- 32 -
LONGITUDINAL
AXIS
AILERON
AILERON
27-11-CC-001 Rev 1 09/08/1998
ROLL
AILERON AND AILERON TRIM CONTROL SYSTEM - INTRODUCTION
27-11-CC
- 33 -
AILERON AND AILERON TRIM CONTROL SYSTEM -- GENERAL DESCRIPTION - 1
General Manual Operation - Aileron Trim
The pilots use the aileron control wheels to move the The aileron trim switches and the trim actuator let the
ailerons and flight spoilers. When the autopilot flight crew adjust out unwanted control wheel forces.
engages, it automatically controls them. When the pilots move the aileron trim switches on the
aileron/rudder trim panel, the switches send a signal
Manual Operation - Control Wheels to the aileron trim actuator. The trim actuator moves
the feel and centering unit. This movement goes to the
The flight crew uses two conventional control wheels to aileron PCU. Aileron PCU movement mechanically moves
control the roll attitude of the airplane. A transfer the aileron through the wing cables and quadrant.
mechanism supplies a mechanical link between the
control wheels. If one control wheel can not move, the The control wheels also move to supply an indication on
other continues to control. the top of the control wheel column.
The control wheel gives mechanical input to the power Autopilot Operation
control unit (PCU) through cables and linkages.
Hydraulic pressure goes to the PCU and makes the When the autopilot system engages, it gives mechanical
housing move. The aileron PCU movement mechanically input to the feel and centering unit. This movement
moves the aileron through the wing cables and the goes to the aileron PCU. The aileron PCU movement
quadrant. mechanically moves the aileron through the wing cables
and the quadrant.
Manual Operation - Control Wheels - Manual Reversion
During manual reversion the control wheel gives information on the aileron autopilot operation.
mechanical input to the power control unit (PCU)
through cables and linkages. Mechanical stops in the Flight Spoilers
27-11-CC-002 Rev 1 09/08/1998
PCU make the housing move. The aileron PCU movement

mechanically moves the aileron through the wing cables The flight spoilers also supply roll control. When the
and the quadrant. aileron PCU moves, it supplies an input to the flight
spoiler system.
See the flight spoiler control system section for more

information on the spoiler and speedbrake control.
27-11-CC
- 34 -
AILERON
CONTROL WHEELS
LEFT RIGHT
WING WING
DOWN DOWN
AILERON/RUDDER
TRIM PANEL (P8)
FLIGHT SPOILER CONTROL STAND

AILERON TRIM
ACTUATOR SYSTEM
AILERON FEEL AND

CENTERING MECHANISM AILERON PCU (2) AILERON (2)
27-11-CC-002 Rev 1 09/05/1999
AUTOPILOT AILERON AUTOPILOT

SYSTEM ACTUATOR (2)
LEGEND
ELECTRICAL
MECHANICAL
AILERON AND AILERON TRIM CONTROL SYSTEM - GENERAL DESCRIPTION - 1
27-11-CC
- 35 -
27-11-CC-017 Rev 1 09/05/1999
27-11-CC
- 36 -
General Aileron Control Wheel Drum
These are the components of the aileron control system: Control wheel input from the captain and first officer
control wheels goes through the aileron control wheel
- Aileron control wheels (2) drum to the aileron left body cables.
- Aileron control wheel drum
- Aileron transfer mechanism and lost motion device Aileron Transfer Mechanism and Lost Motion Device
- ACBA and ACBB; bus drum cables
- AA and AB, left and right body cables During normal operation the aileron transfer mechanism
- ABSA and ABSB, left and right wing cables transmits movement from the right control wheel to the
- Aileron control quadrant bus drum cables. If a jam occurs, the transfer
- Aileron feel and centering unit mechanism and the aileron spring cartridge isolate the
- Aileron trim actuator aileron system from the flight spoilers.
- Aileron power control units (2)
- Aileron body quadrants (2) Control Cables
- Aileron spring cartridge
- Ailerons and wing quadrants (2) Bus drum cables ACBA and ACBB connect the left and
- Balance panels (8) and tabs (2). right control wheels together.
Aileron Control Wheels left body cables AA and AB give inputs from the control
wheels to the aileron control quadrant during normal
The aileron control wheels transmit pilot inputs to the operation.
aileron trim control system. Movement of the captain
control wheel goes through an input shaft to the Left and right wing cables ABSA and ABSB transmit
aileron control wheel drum. Movement of the first movement of the body quadrant to the wing quadrant to
officer control wheel goes through an input shaft to move the ailerons.
27-11-CC-017 Rev 1 09/05/1999
the aileron bus drum and cables. Input movement from

the first officer goes through the bus drum cables to Right body cables AA and AB give follow-up to the
the captain bus drum. transfer mechanism and lost motion device.
27-11-CC
- 37 -
Aileron Control Quadrant Aileron Power Control Units
The aileron control quadrant connects to the aileron The two aileron power control units (PCUs) move the
input shaft. The aileron control quadrant transmits aileron body quadrants. The PCU rod end is set, and the
movement from the left body cables through the aileron housing moves the aileron body quadrants. Input from
input shaft to the aileron feel and centering unit and the aileron input shaft goes through input pogos to the
aileron power control units. PCUs.
Aileron Feel and Centering Unit Aileron Body Quadrants
The aileron feel and centering unit connects to the The aileron body quadrants move the aileron left and
bottom of the aileron input shaft. When the shaft right wing cables and wing quadrants. The upper aileron
moves, feel force comes from two springs in the feel body quadrant also moves the aileron spring cartridge.
and centering unit.
Aileron Spring Cartridge
Aileron Trim Actuator
During normal operation the aileron spring cartridge
During electric trim the pilots move the aileron trim gives an input from the aileron system to the flight
switches on the aisle stand. This sends a signal to the spoiler system. If a jam occurs, the aileron spring
aileron trim actuator. The trim actuator moves the cartridge and the transfer mechanism isolate the
aileron feel and centering unit. This moves the aileron aileron system from the flight spoilers.
input pogos and the aileron PCUs. Input from the trim
actuator to the feel and centering unit also causes a Ailerons and Wing Quadrants
backdrive of the aileron control wheels to a new
neutral position. The aileron wing quadrants transmit movement from the
aileron body quadrants and wing cables to the ailerons.
27-11-CC-017 Rev 1 09/05/1999
The aileron trim indicator placards show the trim in

units. Each unit is six degrees of control wheel Balance Panels and Tabs
movement. The maximum trim available is 10 units (60
degrees) of control wheel movement. The aileron balance panels and tabs use aerodynamic
forces to help decrease the force necessary to move the
ailerons in flight.
27-11-CC
- 38 -
FIRST OFFICER
CONTROL WHEEL
BUS DRUM (2)

CAPTAIN ACBA SPOILER CONTROL DRUM
CONTROL
WHEEL TRANSFER MECHANISM
AND LOST MOTION DEVICE
ACBB
AILERON
CONTROL
DRUM
AA AB
AA AB
ABSA
ABSB
AILERON
CONTROL
QUADRANT
WING
QUADRANT (2)
ABSB AILERON (2)
SPOILER CONTROL
ABSA QUADRANT BALANCE TAB (2)
AILERON SPRING
27-11-CC-017 Rev 1 09/05/1999
CARTRIDGE
AILERON
BODY QUADRANT (2)
AILERON PCU (2)
AILERON A/P MECHANICAL STOPS (2)

ACTUATOR (2) (3 DEGREES WHEEL DELAY)
INPUT RODS (2)
AILERON AND AILERON TRIM CONTROL SYSTEM - GENERAL DESCRIPTION - 2
27-11-CC
- 39 -
AILERON AND AILERON TRIM CONTROL SYSTEM -- COMPONENT LOCATIONS - 1
General
The aileron and aileron trim control system has

components in these locations:
- Flight compartment
- Forward equipment compartment
- Body.
Flight Deck Components
These are the flight compartment components:
- Aileron control wheels on the control columns

- Trim switches on the aileron/rudder trim control
panel.
Forward Equipment Compartment Components
These are the forward equipment compartment components:
- Aileron control wheel drum

- Aileron transfer mechanism.
Body Components
27-11-CC-003 Rev 1 09/08/1998
The body components are the input cables.
27-11-CC
- 40 -
AILERON
CONTROL
WHEELS
AILERON FWD
TRANSFER
MECHANISM
AILERON
AILERON
27-11-CC-003 Rev 1 09/08/1998
CONTROL
WHEEL DRUM LEFT RIGHT
WING WING
DOWN DOWN
INPUT AILERON/RUDDER
CABLES FWD
TRIM PANEL
AILERON AND AILERON TRIM CONTROL SYSTEM - COMPONENT LOCATIONS - 1
27-11-CC
- 41 -
AILERON AND AILERON TRIM CONTROL SYSTEM -- COMPONENT LOCATIONS - 2
General
The aileron and aileron trim control system also has

components in these locations:
- Main landing gear wheel well

- Wings.
Main Landing Gear Wheel Well Components
These are the components in the main landing gear wheel

well:
- Autopilot actuator (2)

- Input shaft
- Aileron feel and centering unit
- Aileron trim actuator
- Aileron PCU (2)
- Aileron body quadrant (2).
Wing Components
These are the components in the wing:
- Output cables
- Aileron wing quadrant
27-11-CC-016 Rev 1 09/09/1998
- Balance panel
- Aileron
- Aileron balance tab.
27-11-CC
- 42 -
AILERON AILERON BODY

CONTROL AILERON QUADRANT (2)
QUADRANT PCU (2)
AILERON WING
QUADRANT
BALANCE
PANEL
AILERON TRIM
ACTUATOR
AUTOPILOT
ACTUATOR (2)
INPUT
RODS
27-11-CC-016 Rev 1 09/09/1998
BALANCE TAB (2)
FWD AILERON ASSEMBLY FWD

FEEL AND AILERON
CENTERING INPUT
UNIT SHAFT
AILERON PCU LINKAGE
(VIEW FROM LEFT MLG WHEEL WELL)
AILERON AND AILERON TRIM CONTROL SYSTEM - COMPONENT LOCATIONS - 2
27-11-CC
- 43 -
AILERON AND AILERON TRIM CONTROL SYSTEM -- AILERON CONTROL WHEEL
Purpose
The flight crew uses two control wheels for roll

control operation.
Location
The aileron control wheels are on the top of the two

elevator control columns.
The aileron control wheels are almost the same as

control wheels in other Boeing airplanes. The outboard
side of each wheel has the stabilizer trim switches and
the autopilot disengage switches. The aileron trim
indicator placard is on the top of the control wheel.
When the pilot turns the control wheel, the control

cables move. Mechanical stops in the aileron control
wheel drum and aileron transfer mechanism keep the
control wheel movement to a limit of 107.5 degrees left
and right.
27-11-CC-004 Rev 1 09/08/1998
27-11-CC
- 44 -
AILERON TRIM
INDICATOR
CAPTAIN
CONTROL
WHEEL
CAPTAIN
CONTROL STABILIZER
COLUMN TRIM SWITCHES
AUTOPILOT
DISENGAGE
SWITCHES
27-11-CC-004 Rev 1 09/08/1998
FWD
AILERON AND AILERON TRIM CONTROL SYSTEM - AILERON CONTROL WHEEL
27-11-CC
- 45 -
AILERON AND AILERON TRIM CONTROL SYSTEM -- AILERON CONTROL WHEEL DRUM
Purpose Mechanical stops give protection if the roll CWS force
transducer connection has a failure.
The aileron control wheel drum connects the two control
wheels and the left body cables. See the autoflight chapter for more information on the
roll CWS force transducer operation.(AMM PART I 22)
Location
The aileron control wheel drum is below the captain

control column. You get access through the forward
equipment compartment door.
The aileron control wheel drum assembly has these

components:
- Bus drum
- Crank
- Roll control wheel steering (CWS) force transducer
- Control drum.
The bus drum and crank are part of the shaft. The
control drum is bearing mounted. The roll CWS force
transducer connects the crank and the control drum.
27-11-CC-005 Rev 1 09/08/1998
When the pilot turns the control wheel, the shaft turns
the crank. The crank movement goes through the roll CWS
force transducer to the control drum. The control drum
movement moves the left body cables.
27-11-CC
- 46 -
ROLL CWS FORCE

TRANSDUCER
CRANK
MECHANICAL
STOPS
ACBA
(TO RIGHT AILERON
CONTROL BUS DRUM)
FWD
LEFT AILERON
ACBB CONTROL BUS DRUM
CONTROL DRUM BOTTOM VIEW

(LOOKING UP)
AB
27-11-CC-005 Rev 1 09/08/1998
ROLL CWS FORCE

(TO AILERON TRANSDUCER
CONTROL QUADRANT) AA FWD
AILERON CONTROL WHEEL DRUM SIDE VIEW
AILERON AND AILERON TRIM CONTROL SYSTEM - AILERON CONTROL WHEEL DRUM
27-11-CC
- 47 -
AILERON AND AILERON TRIM CONTROL SYSTEM -- AILERON TRANSFER MECHANISM
Purpose Movement of the left control wheel bus drum goes
through the right aileron bus drum to the torsion
The aileron transfer mechanism supplies a load path for spring. The torsion spring transmits the movement to
roll control. In normal operation the mechanism lets a the right aileron control wheel and shaft. Shaft
pilot make the roll control commands. If the control movement also moves the lost motion device crank.
wheel can not move, the transfer mechanism lets the
pilot operate the other control wheel. If a cable or a Movement of the right control wheel goes through the
connection breaks, you can use the other control wheel. shaft to the torsion spring. The torsion spring
transmits the movement to the right aileron control bus
Location drum. The movement goes through the left aileron bus
drum to the left control wheel and the left body
The aileron transfer mechanism is below the first cables.
officer control column. You get access through the
forward equipment compartment door. If the right control wheel can not move, the captain
can operate the left wheel and do an override of the
Physical Description torsion spring force and the force of the feel and
centering mechanism. This permits control of the
The aileron transfer mechanism has a torsion spring and ailerons only.
a lost motion device.
If the left control wheel can not move, the first
The torsion spring connects the aileron control bus officer can operate the right control wheel and do an
drum to the shaft of the right control wheel. override of the torsion spring force and the spring
cartridge. The lost motion device operates at 12
The lost motion device has a crank and two lugs. The degrees of control wheel movement. The lost motion
crank attaches to the shaft of the right control wheel. device then turns the spoiler control drum and moves
The two lugs are part of the spoiler control drum. the right body cables. This permits control of the
27-11-CC-006 Rev 1 07/11/2000
flight spoilers only.

If a connection breaks, the pilot can operate the other
During normal operation the torsion spring supplies the control wheel.
load path for roll control.
27-11-CC
- 48 -
SHAFT FROM LEFT

CONTROL WHEEL
SHAFT FROM RIGHT

CONTROL WHEEL
LEFT AILERON
CONTROL BUS DRUM
RIGHT AILERON FWD

CONTROL BUS DRUM
TORSION
SPRING
AILERON TRANSFER MECHANISM

(LOOKING UP)
27-11-CC-006 Rev 1 07/11/2000
SPOILER
CONTROL DRUM
LOST MOTION
DEVICE LUG (2)
TO AILERONS TO SPOILERS LOST MOTION

DEVICE CRANK
AILERON AND AILERON TRIM CONTROL SYSTEM - AILERON TRANSFER MECHANISM
27-11-CC
- 49 -
AILERON AND AILERON TRIM CONTROL SYSTEM -- AILERON PCU LINKAGE
Purpose When the shaft moves, it moves the input rod cranks.
This moves the input rods which control the aileron
The aileron PCU linkage sends the aileron inputs to the PCUs.
aileron PCUs.
Location
The aileron PCU linkage is on the left forward bulkhead

of the main landing gear wheel well.
The aileron PCU linkage includes these components:
- Control quadrant
- Autopilot input rod
- Aileron trim actuator
- Aileron feel and centering unit
- Input shaft
- Input rod cranks (2)
- Input rods (2).
The aileron input shaft receives inputs from these

sources:
27-11-CC-007 Rev 1 09/08/1998
- Pilot through the aileron control quadrant

- Autopilot through the aileron autopilot input rod
- Trim switches through the aileron trim actuator.
27-11-CC
- 50 -
AILERON
CONTROL AILERON AILERON
QUADRANT PCU (2) SPRING
CARTRIDGE
INPUT ROD
CRANK (2)
AUTOPILOT
INPUT ROD
AILERON
TRIM ACTUATOR
AILERON BODY
QUADRANT (2)
REACTION
LINK (2)
INPUT
RODS (2)
27-11-CC-007 Rev 1 09/08/1998
AILERON
INPUT FWD
FEEL AND
CENTERING SHAFT
UNIT
AUTOPILOT
ACTUATOR (2) AILERON PCU LINKAGE
AILERON AND AILERON TRIM CONTROL SYSTEM - AILERON PCU LINKAGE
27-11-CC
- 51 -
AILERON AND AILERON TRIM CONTROL SYSTEM -- AILERON FEEL AND CENTERING UNIT
Purpose Functional Description
The aileron feel and centering unit receives the The centering springs hold the roller in the center of
aileron inputs and controls the aileron PCUs. The unit the cam. When the control wheel moves, the cam turns
gives a feel force to the pilot. It also moves the with the shaft and moves the roller up on the cam. This
control wheel to a neutral position when there is no extends the springs and supplies the feel force to the
input. The aileron trim actuator changes the neutral pilot.
position of the ailerons and the control wheels.
When the pilot releases the control wheels, the spring
Location force causes the roller to move to the center of the
cam. The system goes to the neutral trim position.
The feel and centering unit is at the bottom of the
aileron input shaft. The aileron trim actuator is on During trim operation, the aileron trim actuator moves
the aileron feel and centering unit. the roller up on the cam. The springs keep the cam in
the center and the quadrant and shaft move. This gives
Physical Description an input to the aileron PCUs to move the ailerons. It
also moves the control wheels and supplies trim
The aileron feel and centering unit has two springs, a indication on the top of the aileron control wheel.
cam, and a roller. The cam attaches to the shaft with
bolts. A cam roller attaches to the roller arm which
attaches to the support. The two springs connect the
roller with the support.
The aileron trim actuator connects to the fixed bracket

and the roller arm support. The actuator is a 115v ac,
single phase, reversible motor. The motor has limit
27-11-CC-008 Rev 1 09/08/1998
switches, mechanical stops at the stroke ends, and a

brake. The limit switches control the amount of trim
available.
27-11-CC
- 52 -
CENTERING
CENTERING CAM SPRING (2)
FWD
AILERON FEEL AND CENTERING UNIT

AILERON COMPONENTS (LOOKING FORWARD)
(MLG WHEEL WELL)
TRIM
ACTUATOR
CENTERING
27-11-CC-008 Rev 1 09/05/1999
SPRING (2)
ROLLER
FWD
CENTERING CAM
AILERON FEEL AND CENTERING UNIT

AILERON AND AILERON TRIM CONTROL SYSTEM - AILERON FEEL AND CENTERING UNIT
27-11-CC
- 53 -
AILERON AND AILERON TRIM CONTROL SYSTEM -- AILERON TRIM ACTUATOR
Purpose controls aileron trim direction. The aft switch
supplies a ground for the motor.
The aileron trim switches control the electrical trim
actuator. The actuator moves the ailerons and the The aileron trim indicator placards show the trim in
control wheels to a new neutral position. units. Each unit shows six degrees of control wheel
movement. The maximum trim available is 10 units (60
Location degrees) of control wheel movement.
The two aileron trim switches are on the aileron/rudder Training Information Point
trim control panel.
There must be hydraulic pressure for the trim input to
The aileron trim indicator placards are on the top of move the ailerons.
each control column.
The aileron trim switches are between fixed guards.

They are part of the aileron/rudder trim control panel.
The pilot controls the aileron trim with the two

switches. The switches control the aileron trim
actuator. The pilot must operate the two switches at
the same time to supply power to the trim actuator.
27-11-CC-013 Rev 1 09/09/1998
The aileron trim actuator extends or retracts to move

the feel and centering unit null detent. This also
moves the ailerons and control wheels to the new
neutral position.
The aileron trim can operate at all times when

electrical power is available. The forward switch
27-11-CC
- 54 -
AILERON TRIM
10 8 6 4 2 0 2 4 6 8 10
115 AC LEFT WING DOWN

XFER BUS 2
AILERON RIGHT WING DOWN
TRIM
CONTROL
P6 CB PANEL
CONTROL COLUMN AILERON/RUDDER AILERON TRIM

TRIM CONTROL ACTUATOR (MLG WW)
PANEL (P8)
AILERON
27-11-CC-013 Rev 1 07/11/2000
LEFT RIGHT
WING WING
DOWN DOWN
AILERON TRIM
ACTUATOR
AILERON TRIM
SWITCHES (2)
AILERON/RUDDER TRIM AILERON FEEL AND
CONTROL PANEL (P8) CENTERING UNIT
AILERON AND AILERON TRIM CONTROL SYSTEM - AILERON TRIM ACTUATOR
27-11-CC
- 55 -
AILERON AND AILERON TRIM CONTROL SYSTEM -- AILERON POWER CONTROL UNIT
Purpose move the slides in the control valve and supply
pressure to the actuator. This causes the housing to
The aileron power control units (PCUs) supply the move and changes the aileron body quadrant position.
hydraulic power to move the ailerons.
The lower input crank connects to the primary slide,
Location and the upper input crank connects to the secondary
slide. A linkage in the PCU connects the two input
The two PCUs are on the forward bulkhead of the main cranks. Movement of the primary slide supplies one-half
landing gear wheel well. The upper PCU gets system B of the total flow rate, and movement of the secondary
pressure and the lower PCU gets system A pressure. slide supplies the other half. The primary slide moves
to its full effective stroke before the secondary crank
Physical Description starts to move the secondary slide.
The PCU has these parts: If the primary slide becomes disconnected from the
primary input crank, the secondary input crank operates
- Movable housing connected with a shaft to the the actuator as a backup.
aileron body quadrants
- Fixed piston connected to structure. During a manual reversion, the bypass valve goes to the
bypass position and connects the two sides of the
The PCU housing has these parts: actuator. This prevents a hydraulic lock condition. Now
the pilot gives input to the ailerons through the
- Actuator mechanical stops after three degrees of control wheel
- Filter movement.
- Bypass valve
- Control valve Training Information Point
- Primary and secondary input cranks
27-11-CC-009 Rev 1 09/08/1998
- Primary and secondary slides The two aileron PCUs are the same and interchangeable
- External mechanical stops (2). with the elevator PCUs.
An aileron input goes through the input rods to the PCU

input cranks. The primary and secondary input cranks
27-11-CC
- 56 -
PCU (2) AILERON BODY

QUADRANT
ACTUATOR
AILERON BODY
QUADRANT (2)
PRESSURE
PORT
INPUT
ROD (2) FILTER
FWD
BYPASS
AILERON COMPONENTS VALVE
(MLG WHEEL WELL) SECONDARY
INPUT
CRANK
SECONDARY
SLIDE
PRIMARY INPUT
CRANK
PRIMARY
SLIDE
27-11-CC-009 Rev 1 09/08/1998
EXTERNAL
MECHANICAL
STOPS
CONTROL
VALVE
RETURN
AILERON PCU SCHEMATIC
AILERON AND AILERON TRIM CONTROL SYSTEM - AILERON POWER CONTROL UNIT
27-11-CC
- 57 -
AILERON AND AILERON TRIM CONTROL SYSTEM -- AILERON BODY QUADRANTS
Purpose If one hydraulic system is OFF, the other system PCU
moves the two quadrants through the fork and lug
The aileron body quadrants move the wing cables to assembly.
control the aileron position.
If one body quadrant cannot move, the related system
Location PCU moves its crankshaft and shears the three shear
rivets. Now both PCUs and crankshafts still can move
The body quadrants are on the forward bulkhead of the but input to the ailerons is only from the other body
main landing gear wheel well. quadrant.
Each aileron body quadrant connects to one crankshaft.

The PCU housing connects through a crank to the related
crankshaft.
Three shear rivets connect each quadrant and the

related output shaft.
The cables from the upper quadrant connect to the right

wing quadrant. The cables from the lower quadrant
connect to the left wing quadrant.
A fork and lug assembly connects the upper and lower

quadrants.
27-11-CC-010 Rev 1 09/08/1998
The PCU housing moves the crankshaft through the crank.

This moves the body quadrant and the related aileron.
27-11-CC
- 58 -
SYSTEM B
PCU OUTPUT
AILERON SPRING
CARTRIDGE
(TO RIGHT
AILERON)
(TO LEFT FORK AND LUG

AILERON) ASSEMBLY
SYSTEM A
PCU OUTPUT
FWD
FWD
SHEAR RIVETS AILERON BODY QUADRANTS
(3)
FWD UPPER BODY

QUADRANT
LUG
AILERON COMPONENTS
SHEAR RIVETS
(3)
27-11-CC-010 Rev 1 07/11/2000
FORK
LOWER BODY
QUADRANT
AILERON AND AILERON TRIM CONTROL SYSTEM - AILERON BODY QUADRANTS
27-11-CC
- 59 -
AILERON AND AILERON TRIM CONTROL SYSTEM -- AILERONS AND WING QUADRANTS
The aileron assemblies control the airplane around the When a wing cable moves, it moves the related wing
longitudinal axis. quadrant and aileron. The aileron tab rod gets input
from aileron movement and moves the tab in a direction
Location opposite to aileron movement.
The ailerons are on the outboard and trailing edge of The aileron and the tab on the other wing move an
each wing. equivalent amount but in the opposite direction
Physical Description The range of aileron travel is limited by the aileron

PCU stroke. The ailerons can move 20 degrees up and 20
The aileron assembly contains: degrees down.
- Wing quadrant Training Information Point

- Cable tension spring
- Aileron You balance the aileron and the tab independently.
- Balance panel
- Balance weights (not shown) A data plate attached to each tab has the correct
- Aileron tab control rods number of weights stamped on it.
- Aileron balance tab
- Pushrod connecting quadrant to aileron. If you replace the balance tabs and weights, it is not
necessary to balance the aileron again.
Each wing cable connects the body quadrant with the
aileron wing quadrant. A cable tension spring is at the
end of the cable run. The aileron front spar connects
27-11-CC-011 Rev 1 09/09/1998
to the wing structure by six hinges. The forward side

of the aileron connects to the balance panel. The
balance weights attach to the lower surface of the
balance panel. The tab connects to the aileron rear
spar by five hinge fittings.
27-11-CC
- 60 -
AILERON
CABLES AILERON WING
QUADRANT
AILERON CABLE
TENSION SPRING
BALANCE
PANEL
PUSHROD CONNECTING
QUADRANT TO AILERON
27-11-CC-011 Rev 1 09/09/1998
AILERON TAB
CONTROL RODS
FWD
AILERON
BALANCE TAB
AILERON ASSEMBLY
AILERON AND AILERON TRIM CONTROL SYSTEM - AILERONS AND WING QUADRANTS
27-11-CC
- 61 -
AILERON AND AILERON TRIM CONTROL SYSTEM -- BALANCE PANEL AND TAB
Purpose
The aileron balance panel and tab decrease the force

necessary to move the aileron in flight.
Location
The balance panel is in the wing trailing edge cavity,

outboard of the aileron wing quadrant.
The forward edge of the balance panel attaches to the

wing structure through an idler hinge. The aft edge
attaches to the aileron.
Seals connect the hinge assemblies along the two sides

of the balance panel. This makes two separate chambers.
The upper chamber vents to the airstream over the wing
and the lower to the airstream under the wing.
When there is no lateral input, pressure forces occur

across the balance panel and keep the aileron in the
neutral position. When the aileron moves, it causes a
27-11-CC-012 Rev 1 09/09/1998
differential pressure. This moves the balance panel in

the opposite direction of the aileron movement.
As the balance tab moves, differential forces occur at

the tail of the aileron. They help the power source
that moves the aileron. These forces are always applied
but they are most useful during manual control.
27-11-CC
- 62 -
HIGH PRESSURE
A TAB
LOW PRESSURE AILERON
A DEFLECTED
A-A
TAB OPERATION
AILERON
BALANCE TAB ADJUST
ADJUST WEIGHTS WEIGHTS
BALANCE PANEL
BALANCE HINGE (AFT) VENT AILERON
PANEL GAP
BALANCE TAB
BALANCE PANEL
HINGE (FWD)
27-11-CC-012 Rev 1 09/09/1998
AILERON
BALANCE VENT GAP HINGE POINT
PANEL
SEALS
WING
TRAILING
AILERON FIXED EDGE
BALANCE WEIGHTS
NEUTRAL
A-A
AILERON AND AILERON TRIM CONTROL SYSTEM - BALANCE PANEL AND TAB
27-11-CC
- 63 -
AILERON AND AILERON TRIM CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION
General Functional Description - Manual
The aileron control system and the flight spoilers use Manual operation is almost the same as normal operation
cable input from the control wheels. with one difference. There is three degrees of control
wheel movement at the aileron PCUs before the input
Physical Description crank touches the mechanical stops. Then the PCU
housing moves, but the pilot supplies the force.
The aileron control system has these cables:
Functional Description - One Control Can Not Move
- ACBA and ACBB - bus drum cables
- AA and AB - left and right body cables If one control wheel can not move, the related side
- ABSA and ABSB - left and right wing cables. cable does not move.
Two spring mechanisms isolate the aileron system from If the right control wheel can not move, the crew can
the flight spoilers. They are the transfer mechanism only use the left control wheel to move the ailerons
and the aileron spring cartridge. normally.
Functional Description - Normal If the left control wheel can not move, the crew can
only use the right control wheel. This moves the right
When the control wheels move, the left body cables move body cables after 12 degrees of control wheel movement.
and control the PCUs. The PCU housing moves and This controls the flight spoiler actuators to move
controls the aileron wing cables. after a set movement of the control wheel.
When the PCU housing moves, it also controls the right Functional Description - One Aileron Can Not Move
body cables and completes the loop to the right control
column. It also controls the spoiler wing cables If one aileron can not move, the shear rivets at the
27-11-CC-014 Rev 1 09/09/1998
through the spoiler mixer. This controls the flight body quadrants break and isolate that aileron. The
spoiler actuators to move after some control wheel other part of the aileron control system operates
movement. normally.
27-11-CC
- 64 -
FIRST OFFICER
CONTROL WHEEL
CAPTAIN BUS DRUM (2)

CONTROL ACBA SPOILER CONTROL DRUM
WHEEL
TRANSFER MECHANISM
ACBB
AILERON
CONTROL
DRUM
AA AB
AA AB
ABSA
AILERON ABSB
CONTROL
QUADRANT
WING
ABSB QUADRANT (2) AILERON (2)
SPOILER CONTROL
ABSA QUADRANT BALANCE TAB (2)
AILERON SPRING
27-11-CC-014 Rev 1 09/09/1998
CARTRIDGE
AILERON
BODY QUADRANT (2)
AILERON PCU (2)
MECHANICAL STOPS (2)
AILERON A/P (3 DEGREES WHEEL DELAY)
ACTUATOR (2)
INPUT RODS (2)
AILERON AND AILERON TRIM CONTROL SYSTEM - FUNCTIONAL DESCRIPTION
27-11-CC
- 65 -
AILERON AND AILERON TRIM CONTROL SYSTEM -- AILERON OPERATION
General The cables also move the input rod. This moves the
input cranks in the aileron PCUs. Now hydraulic
The ailerons and the flight spoilers make up the pressure goes to the PCU.
lateral system. The pilot moves the control wheels to
operate these surfaces. Below is a typical right turn Control Input Complete
input and how the lateral system operates.
Hydraulic pressure pushes the PCU housing to move left.
Neutral Position This moves the aileron body quadrants counterclockwise.
Wing cable tension moves the ailerons.
When the aileron control wheels are in the neutral
position, the aileron trim indicator on top of the When the aileron PCU housing moves, it also causes the
control wheel shows the amount of aileron trim. aileron spring cartridge to move left. This moves the
spoiler input rod and the right body cables. This
The feel and centering unit is balanced. The roller centers the lost motion device in the transfer
stays in the bottom of the cam and the springs are not mechanism.
extended.
When the spoiler input rod moves, it gives an input to
The aileron PCUs input cranks are at neutral. There is the spoiler mixer to control the position of the flight
no hydraulic input to the PCU. spoilers.
Right Roll Control Input Manual Operation
To roll right, the captain turns the control wheel If hydraulic pressure is OFF, the control sequence is
clockwise. This will also move the bus drum at the the same as described above.
first officer column within the limit of the lost
motion device.
27-11-CC-015 Rev 1 09/09/1998
The aileron control cables move the roller to roll up

on the cam of the feel and centering unit. The springs
extend and resist the input force to supply the feel
force.
27-11-CC
- 66 -
ACBA MECHANICAL STOPS (2)

(3 DEGREES WHEEL DELAY)
ACBB
AA AB AA AB
NEUTRAL POSITION
(PRESSURE IS PORTED
TO THE ACTUATOR)
TRANSFER MECHANISM
(12 DEGREES WHEEL)
RIGHT ROLL AILERON BODY

CONTROL INPUT PCU (2) QUADRANT (2)
27-11-CC-015 Rev 1 09/09/1998
(SPRING EXTENDED)
(ROLLER OUT OF NEUTRAL)
CONTROL INPUT COMPLETE

AILERON AND AILERON TRIM CONTROL SYSTEM - AILERON OPERATION
27-11-CC
- 67 -
FLIGHT SPOILER CONTROL SYSTEM -- INTRODUCTION
General in - inch
The spoilers help the ailerons control airplane roll PCU - power control unit
around the longitudinal axis. They also supply
RTO - refused takeoff
speedbrake control to decrease lift and increase drag
during landing and refused take-off. sect - section
spdbk - speedbrake
There are five spoilers on each wing. There is one sw - switch
spoiler inboard of each engine strut and four spoilers sys - system
outboard of each engine strut. Each spoiler has a TD - time delay
number, 0 thru 9 (from left to right). The ground
TE - trailing edge
spoilers are the two most outboard and the one most
inboard spoiler on each wing. All the other spoilers
are flight spoilers.
Roll Control
During roll control the flight spoilers on one wing

move up, and all the other spoilers stay down.
The pilots manually control roll with the control

wheels. When the autopilot is in command, autopilot
commands control the flight spoilers.

27-61-CC-001 Rev 1 09/09/1998
deg - degrees
FCC - flight control computer
ft - feet
fwd - forward
gnd - ground
Hz - hertz
27-61-CC
- 68 -
AILERON
FLIGHT
SPOILERS
(6 AND 7)
GROUND
SPOILERS
(5, 8, AND 9)
FLIGHT
SPOILERS
(2 AND 3) AILERON
GROUND
27-61-CC-001 Rev 1 09/09/1998
SPOILERS
(0, 1, AND 4)
LONGITUDINAL
AXIS
FLIGHT SPOILER CONTROL SYSTEM - INTRODUCTION
27-61-CC
- 69 -
FLIGHT SPOILER CONTROL SYSTEM -- GENERAL DESCRIPTION - 1
General actuators move the flight spoilers only if there is a
large trim.
The flight crew uses the control wheels and speedbrake
lever to manually move the flight spoilers. The See the ailerons section for more information on the
autopilot controls them during autoland. aileron and aileron trim control system.
Manual Operation - Control Wheels Autopilot Operation
The flight crew uses the control wheels to control the When the autopilot system engages, it gives mechanical
roll attitude of the airplane. The control wheel gives input to the aileron system. The aileron PCUs supply
mechanical input through the feel and centering unit to inputs to the flight spoiler actuators. The actuators
the aileron power control units (PCUs). The aileron move the flight spoilers if the flight control
PCUs supply mechanical inputs through the spoiler mixer computers (FCCs) command is for more than a specified
and ratio changer to the flight spoiler actuators. movement of the control wheel.
Hydraulic pressure from the spoiler shutoff valves goes
to the actuators. After 11 degrees of control wheel See the ailerons section for more information on the
movement a control valve in each flight spoiler aileron autopilot operation.
actuator lets hydraulic power move the actuators. Each
actuator moves a flight spoiler. Speedbrake Operation
You use the spoiler shutoff switches on the P5 aft The flight crew uses the speedbrake lever to control
overhead panel to close the spoiler shutoff valves. the speedbrake operation. The speedbrake lever supplies
This stops the hydraulic power to the flight spoiler mechanical inputs through the spoiler mixer and ratio
actuators, and the flight spoilers move down. changer to the flight spoiler actuators. The spoiler
mixer puts the control wheel input together with the
There is no manual reversion for the flight spoilers. speedbrake lever input. The actuators symmetrically
27-61-CC-002 Rev 1 07/25/2000
move the flight spoilers on each wing.

Manual Operation - Aileron Trim
See the speedbrake control system section for more
During aileron trim the aileron trim switches cause the information on the speedbrake control system.
trim actuator to move the feel and centering unit. This
movement goes to the flight spoiler actuators. The
27-61-CC
- 70 -
AILERON
SPOILER
A B
LEFT RIGHT
WING WING OFF OFF
CONTROL WHEELS DOWN DOWN
ON ON
AILERON TRIM
SWITCHES (P8) SPOILER SHUTOFF
SWITCHES (P5)
AILERON
TRIM SPEEDBRAKE LEVER
ACTUATOR SPOILER SHUTOFF
VALVES (2)
FEEL AND SPOILER MIXER FLIGHT SPOILER

CENTERING AILERON
PCU (2) AND RATIO CHANGER ACTUATORS (4)
UNIT
27-61-CC-002 Rev 1 07/25/2000
AILERON
FCC (2) AUTOPILOT
ACTUATOR (2)
FLIGHT SPOILERS (4)
FLIGHT SPOILER CONTROL SYSTEM - GENERAL DESCRIPTION - 1
27-61-CC
- 71 -
FLIGHT SPOILER CONTROL SYSTEM -- GENERAL DESCRIPTION - 2
General spoiler mixer then sends the flight spoiler commands
back to the ratio changer and sends the ground spoiler
These are the components of the flight spoiler control commands to the ground spoiler control valve. The
system: ground spoiler control valve lets the ground spoilers
operate.
- Spoiler control quadrant
- Spoiler ratio changer See the speedbrake control system section for more
- Spoiler mixer information on the ground spoilers and the ground
- Flight spoiler actuator quadrants (4) spoiler control valve (ATA 27-62).
- Flight spoiler actuators (4).
Flight Spoiler Actuator Quadrants
The flight spoiler control system gets inputs from the
control wheels and the speedbrake lever. The flight spoiler actuator quadrants send the commands
to the flight spoiler actuators.
Spoiler Control Quadrant
Flight Spoiler Actuators
The spoiler control quadrant gets inputs from the
control wheels and the aileron PCUs through the aileron The flight spoiler actuators use hydraulic power to
spring cartridge. The quadrant sends these inputs to move the flight spoilers.
the spoiler ratio changer.
Spoiler Ratio Changer
The spoiler ratio changer gets inputs from the spoiler

control quadrant and the speedbrake lever. The ratio
changer sends the commands to the spoiler mixer. The
27-61-CC-003 Rev 1 09/09/1998
commands then go from the spoiler mixer through the

ratio changer to the flight spoiler actuator quadrants.
Spoiler Mixer
The spoiler mixer puts together the inputs from the

spoiler control quadrant and the speedbrake lever. The
27-61-CC
- 72 -
7
6
GROUND SPOILER
CONTROL VALVE
SPOILER
RATIO CHANGER
SPOILER CONTROL
QUADRANT SPOILER
MIXER
3
FLIGHT
2 SPOILER
SPEEDBRAKE
LEVER ACTUATOR
CONTROL
WHEEL
AILERON FLIGHT SPOILER

SPRING ACTUATOR QUADRANT
CARTRIDGE
BODY
QUADRANT
27-61-CC-003 Rev 1 09/09/1998
AILERON PCU
FLIGHT SPOILER CONTROL SYSTEM - GENERAL DESCRIPTION - 2
27-61-CC
- 73 -
FLIGHT SPOILER CONTROL SYSTEM -- CONTROLS AND INDICATIONS
General
These are the flight spoiler controls and indications

in the flight compartment:
- Aileron control wheels (2)

- Speedbrake lever
- Aileron trim switches (2)
- SPOILER shutoff switches (2).
Controls
The control wheels control the ailerons and flight

spoilers.
The speedbrake lever controls the speedbrake operation.
The aileron trim switches control aileron and flight

spoiler electric trim. The switches are on the
aileron/rudder trim panel on the aft electronic P8
panel.
The SPOILER shutoff switches control the flight spoiler

shutoff valves. The switches are on the flight control
panel P5.
27-61-CC-014 Rev 1 01/14/2002
27-61-CC
- 74 -

A B LOW a
QUANTITY
STBY STBY
LOW a
RUD RUD PRESSURE
OFF OFF STBY a
RUD ON
A ON B ON
ALTERNATE FLAPS
OFF
LOW a LOW a UP
PRESSURE PRESSURE
OFF
SPOILER ARM
A B DOWN
OFF OFF
SPOILER FEEL a
DIFF PRESS
SHUTOFF ON ON SPEED TRIM
SWITCHES
FAIL
a
MACH TRIM
YAW DAMPER FAIL a
YAW AUTO SLAT

DAMPER a FAIL a
OFF
ON
SPEEDBRAKE
LEVER
RUDDER TRIM
15 10 5 0 5 10 15
27-61-CC-014 Rev 1 01/14/2002
LEFT RIGHT
AILERON
NOSE NOSE
LEFT R RIGHT
U
D
AILERON LEFT RIGHT D
E
TRIM WING
DOWN
WING
DOWN
R
SWITCHES
CONTROL STAND AILERON/RUDDER TRIM PANEL (P8) CONTROL WHEEL
FLIGHT SPOILER CONTROL SYSTEM - CONTROLS AND INDICATIONS
27-61-CC
- 75 -
FLIGHT SPOILER CONTROL SYSTEM -- COMPONENT LOCATION
General
The components of the flight spoiler control system are

in the main landing gear wheel well and the wings.
These components are in the MLG wheel well:
- Flight spoiler shutoff valve (2)

- Spoiler mixer and ratio changer
- Spoiler control quadrant
- Speedbrake cables
- Flight spoiler cables.
The spoiler shutoff valve, spoiler mixer, and spoiler

ratio changer are on the forward bulkhead in the MLG
wheel well. The spoiler control quadrant is above the
MLG wheel well. To get access to the spoiler control
quadrant, remove the floor panel in the passenger
compartment.
Wing Components
These components are at the fixed trailing edge (TE) of

the wings:
27-61-CC-004 Rev 1 09/09/1998
- Flight spoiler actuator quadrant

- Flight spoiler actuators
- Flight spoiler cables.
To get access to these components, extend the TE flaps.
27-61-CC
- 76 -
28 VOLTIO
FLIGHT SPOILER
SHUTOFF VALVE FLIGHT
SPOILERS
FLIGHT CONTROLS HYDRAULIC

MODULAR PACKAGE
SPOILER
CONTROL
QUADRANT
SPOILER MIXER AND

SPOILER RATIO CHANGER
27-61-CC-004 Rev 1 09/09/1998
FWD
FLIGHT
FWD SPOILER
ACTUATOR
FLIGHT SPOILER
MLG WHEEL WELL ACTUATOR QUADRANT
FLIGHT SPOILER CONTROL SYSTEM - COMPONENT LOCATION
27-61-CC
- 77 -
FLIGHT SPOILER CONTROL SYSTEM -- SPOILER SHUTOFF VALVES
Purpose The system B flight spoiler shutoff valve operates the
same as the system A flight spoiler shutoff valve. It
The flight spoiler shutoff valves control the system A stops the system B hydraulic power to the flight
and B pressure to the flight spoilers. spoiler actuators for spoilers 2 and 7.
Location Training Information Point
The flight spoiler shutoff valves are on the left side The flight controls shutoff valves and the spoiler
of each flight control hydraulic modular package in the shutoff valves are interchangeable.
main landing gear wheel well.
You can replace the valve and motor as a unit, or you
Physical Description can replace only the motor.
Each flight spoiler shutoff valve has a spool valve and

a 28v dc motor. When the motor operates, it moves the
valve.
Each valve has a manual override/position indicator

lever with positions 1 and 2. When the valve opens, the
indicator moves to position 1. When the valve closes,
the indicator moves to position 2.
The flight spoiler shutoff valves are normally open to

let pressure go to each flight spoiler. When you move
27-61-CC-020 Rev 1 09/09/1998
the spoiler system A shutoff switch (SPOILER A) to the

OFF position, the system A flight spoiler shutoff valve
closes. This stops the system A hydraulic power to the
flight spoiler actuators for spoilers 3 and 6. When you
move the switch to the ON position, the valve opens.
27-61-CC
- 78 -
28V DC OFF CLOSE

BUS 2
SPOILER ON
SHUTOFF
VALVE SPOILER
SYSTEM A
SHUTOFF OPEN DOS VALVE
P6 CB PANEL SWITCH
FLIGHT SPOILER SHUTOFF EN UN
SYSTEM A SHUTOFF
VALVE PAQUETE
MODULAR
OFF
CONTROL P5-
CLOSE
OFF-ON
A B LOW a
QUANTITY ON
STBY STBY
RUD RUD
LOW a
PRESSURE
SPOILER
OFF OFF STBY a SYSTEM B
A ON B ON
RUD ON
SHUTOFF OPEN FLIGHT CONTROLS
ALTERNATE FLAPS SWITCH SHUTOFF VALVE
OFF
FLIGHT SPOILER
FLIGHT CONTROL SYSTEM B SHUTOFF
UP
LOW a LOW a
PRESSURE PRESSURE PANEL (P5) VALVE
OFF
SPOILER ARM
A B DOWN
OFF OFF
FLIGHT SPOILER
FEEL a SHUTOFF VALVE
DIFF PRESS
ON ON POSITION INDICATOR
27-61-CC-020 Rev 1 09/09/1998
SPEED TRIM
FAIL
MACH TRIM
a
MANUAL OVERRIDE LEVER
YAW DAMPER FAIL a
YAW AUTO SLAT

DAMPER a FAIL a
OFF
ON
FLIGHT CONTROL HYDRAULIC
FLIGHT CONTROL PANEL (P5) MODULAR PACKAGE
FLIGHT SPOILER CONTROL SYSTEM - SPOILER SHUTOFF VALVES
27-61-CC
- 79 -
FLIGHT SPOILER CONTROL SYSTEM -- SPOILER CABLE SYSTEM
Purpose - AA and AB left body cables.
The flight spoiler cables transmit pilot input to the The flight spoiler control cables connect to the
flight spoiler actuators through the flight spoiler quadrants.
actuator quadrants.
Two spring mechanisms isolate the aileron system from
the flight spoilers. They are the transfer mechanism The pilot moves the control wheels or speedbrake lever
and the aileron spring cartridge. to control the spoiler ratio changer. This moves the
attached flight spoiler cables. The cables move and
Location control the input position of the flight spoiler
actuator quadrants and actuator input arm. When the
The flight spoiler cables are in the MLG wheel well and actuator input arm moves, it gives an input to the
go along the wing rear spar. Cables AA and AB start at actuators. The actuator rod end moves and controls the
the aileron transfer mechanism in the forward equipment flight spoiler position.
compartment and stop at the spoiler control quadrant in
the MLG wheel well. The spoiler control quadrant gives
input to the spoiler mixer and ratio changer. Spoiler
cables WSA and WSB start at the spoiler ratio changer
and stop at flight spoiler actuator quadrants.
The lateral control system has these spoiler cables:
- AA and AB right body cables

27-61-CC-015 Rev 1 01/14/2002
- WSA and WSB spoiler wing cables

- SBA and SBB speedbrake lever cables.
These are some of the aileron cables for the lateral

control system:
- ACBA and ACBB bus drum cables
27-61-CC
- 80 -
SPOILER CONTROL
QUADRANT
SPOILER MIXER
AND RATIO CHANGER
SPEEDBRAKE
CABLES
(REF)
SPOILER
CABLES
WSA-R
WSB-R
FLIGHT SPOILER
ACTUATOR QUADRANT
FWD
27-61-CC-015 Rev 1 01/14/2002
FWD
SPOILER
CABLES
WSA-L AILERON
WSB-L CABLES
(REF)
MAIN LANDING GEAR WHEEL WELL

FLIGHT SPOILER CONTROL SYSTEM - SPOILER CABLE SYSTEM
27-61-CC
- 81 -
FLIGHT SPOILER CONTROL SYSTEM -- SPOILER CONTROL QUADRANT
The spoiler control quadrant transmits inputs from the During normal operation of the lateral controls,
aileron control system to the flight spoiler control control wheel inputs go through the aileron spring
system. cartridge to the spoiler control quadrant shaft. The
shaft moves the spoiler ratio changer input rod to make
Location the spoiler cable system move. The shaft also moves the
quadrant, which causes the first officer control wheel
The spoiler control quadrant is above the MLG wheel cables to move.
well. To get access, remove a floor panel in the
passenger compartment. If the captain control wheel cables do not move freely,
inputs from the first officer control wheel cables go
The spoiler control quadrant shaft extends from the to the spoiler control quadrant. A lost motion device
quadrant through the MLG wheel well ceiling. The end of for the first officer control wheel cables gives a
the shaft attaches to the forward bulkhead of the MLG delay to the input. This lost motion device is part of
wheel well. the aileron transfer mechanism.
Physical Description See the aileron and aileron trim control system section
for more information on the aileron spring cartridge
The spoiler control quadrant and shaft have connections and the aileron transfer mechanism.(AMM PART I 27-11)
to these items:
Training Information Point
- First officer control wheel cables
- Aileron spring cartridge When you replace the shear rivets for the aileron
- Spoiler ratio changer input rod. spring cartridge crank, obey this caution:
27-61-CC-005 Rev 1 09/09/1998
The shaft has four shear rivets on the crank that CAUTION: DO NOT MAKE THE SHEAR RIVET HOLES LARGER. YOU
connects to the aileron spring cartridge. The shear WILL CAUSE DAMAGE TO THE QUADRANT SHAFT AND
rivets let the spoiler cable system move if the aileron THE AILERON INPUT CRANK.
cable system does not move freely and the aileron
spring cartridge jams.
27-61-CC
- 82 -
SPOILER
FLOOR PANEL CONTROL
(IN PASSENGER QUADRANT
COMPARTMENT FLOOR)
SPOILER CONTROL
QUADRANT SHAFT
SPOILER RATIO
CHANGER INPUT ROD
SPOILER MIXER
AND SPOILER
RATIO CHANGER
SPOILER
CONTROL SHEAR
QUADRANT RIVETS
FWD (4)
AILERON
27-61-CC-005 Rev 1 09/09/1998
SPRING
CARTRIDGE
FWD
PASSENGER COMPARTMENT FLOOR MLG WHEEL WELL

(LOOKING DOWN THROUGH (LOOKING FORWARD)
THE FLOOR PANEL)
FLIGHT SPOILER CONTROL SYSTEM - SPOILER CONTROL QUADRANT
27-61-CC
- 83 -
FLIGHT SPOILER CONTROL SYSTEM -- SPOILER MIXER AND RATIO CHANGER
The spoiler mixer and ratio changer put together inputs During removal of the spoiler mixer you must install
from the control wheel and the speedbrake lever. They the rig pin in the spoiler mixer and obey this caution.
send these commands to the flight spoilers and the
ground spoiler control valve. CAUTION: KEEP THE RIG PIN A/S-14 INSTALLED WHILE THE
SPOILER MIXER IS REMOVED. THE SPOILER MIXER
Location CAN BE DAMAGED IF YOU REMOVE THE RIG PIN.
The spoiler ratio changer is on the forward bulkhead of At specified times you must lubricate rollers in the
the MLG wheel well. The spoiler mixer attaches to the spoiler mixer with grease. To do this, remove the
ratio changer with four bolts and four splined shafts. roller access covers.
These are the components of the spoiler mixer:
- Aileron cam
- Centering cam
- Rollers (2)
- Output levers (not shown) (2)
- Links and bellcranks.
These are the components of the spoiler ratio changer:
- Ratio changer input rod

27-61-CC-006 Rev 1 07/25/2000
- Bellcrank
- Roller
- Bungee spring
- No-back brake
- Speedbrake input quadrant
- Spoiler output quadrants (2).
27-61-CC
- 84 -
SPOILER
CONTROL QUADRANT
SPOILER MIXER AND

MLG WHEEL WELL

RATIO FWD
CHANGER
BELLCRANK BELLCRANK INPUT ROD
PIVOT SPOILER
SPOILER BUNGEE SPRING CONTROL
RATIO QUADRANT
CHANGER SPEEDBRAKE ROLLER
INPUT QUADRANT
FWD NO-BACK TO GROUND
BRAKE SPOILER
UP UP CONTROL
VALVE
SPOILER
27-61-CC-006 Rev 1 07/25/2000
MIXER RIGHT
LEFT ROLLER ROLLER
ROLLER
ACCESS SPOILER
OUTPUT SPOILER
COVERS OUTPUT
QUADRANT
RIG PIN UP UP
QUADRANT
HOLE (A/S-14)
CENTERING CAM AILERON CAM
CONTROL WHEEL NEUTRAL AND SPEEDBRAKE LEVER DOWN
FLIGHT SPOILER CONTROL SYSTEM - SPOILER MIXER AND RATIO CHANGER
27-61-CC
- 85 -
FLIGHT SPOILER CONTROL SYSTEM -- SPOILER MIXER AND RATIO CHANGER - FUNCTIONAL DESCRIPTION
27-61-CC-007 Rev 1 09/09/1998
27-61-CC
- 86 -
General When the control wheel turns to roll left, the spoilers
on the left wing move up. The control wheel commands
The aileron spring cartridge and ratio changer input cause the spoiler control quadrant shaft to turn
rod connect to the spoiler control quadrant shaft. clockwise. This causes the ratio changer input rod to
Aileron input is made through the spoiler control move to the right. This rod turns the bellcrank and
quadrant shaft to the ratio changer input rod. The moves the lever down. The lever turns the aileron cam
other end of the ratio changer input rod connects to a clockwise. As the cam turns, the right roller moves and
bellcrank that has two rollers in a slot. The rollers causes the right output lever to turn clockwise a small
connect to a lever and a link. The lever turns the distance. This keeps the right spoilers down.
aileron cam. Rollers move on the aileron cam. Movement
of these rollers causes the output levers to turn. The aileron cam moves the left roller, which causes the
These levers move links and bellcranks to turn the left output lever to turn clockwise. This turns the
spoiler output quadrants. left spoiler output quadrant clockwise and the left
flight spoilers move up.
If the aileron input to the spoiler mixer disconnects,
input from the centering cam moves the aileron cam to Speedbrake Lever Operation
the neutral position. This makes the flight spoilers
move to the down position. Commands from the speedbrake lever go to the speedbrake
input quadrant.
A no-back brake attaches to the speedbrake input
quadrant. The no-back brake prevents movement of the When the speedbrake lever moves up, the speedbrake
quadrant if the speedbrake lever cables break. input quadrant turns counter-clockwise. This causes the
output levers to turn, and the spoiler output quadrants
A bungee spring holds the two-part link together. If turn in the up direction. This causes the flight
the ratio changer does not move freely, the bungee spoilers on the two wings to move up.
spring extends to permit the speedbrake input quadrant
27-61-CC-007 Rev 1 09/09/1998
to turn. This permits the speedbrake operation of the If the ratio changer does not move freely, the two-part
flight spoilers. link permits the speedbrake operation of the flight
spoilers. This is because the bungee spring extends to
Control Wheel Operation let the speedbrake input quadrant turn. The speedbrake
input quadrant can then move the output levers and the
Commands from the control wheel go through the spoiler spoiler output quadrants.
control quadrant shaft to the ratio changer input rod.
27-61-CC
- 87 -
Control Wheel and Speedbrake Lever Operation
When the speedbrake lever moves up, the roll control

for the flight spoilers decreases. This is because the
speedbrake input quadrant causes the linkage to move.
The linkage moves the roller in the slot of the
bellcrank. The roller moves in the direction of the
bellcrank pivot. This decreases the movement of the
lever when the bellcrank turns. The bellcrank turns
when the control wheels turn.
27-61-CC-007 Rev 1 09/09/1998
27-61-CC
- 88 -
BELLCRANK RATIO CHANGER
INPUT ROD
SPOILER
LEVER CONTROL
QUADRANT
NO-BACK
BRAKE RIGHT
SPOILER UP UP
UP UP OUTPUT
QUADRANT
LEFT RIGHT
SPOILER ROLLER
OUTPUT
QUADRANT UP
UP
UP UP
RIGHT
AILERON OUTPUT
CAM LEVER
CONTROL WHEEL NEUTRAL AND SPEEDBRAKE LEVER DOWN CONTROL WHEEL INPUT - LEFT SPOILERS UP
BUNGEE SPRING
BELLCRANK ROLLERS
TWO-PART LINK SLOT
PIVOT
SPEEDBRAKE BELLCRANK
INPUT QUADRANT PIVOT
TO GROUND
SPOILER
UP CONTROL VALVE UP UP
UP
27-61-CC-007 Rev 1 07/25/2000
LEFT RIGHT
SPOILER SPOILER
OUTPUT OUTPUT
QUADRANT QUADRANT
UP
UP
UP
UP LEVER
CONTROL WHEEL INPUT AND SPEEDBRAKE LEVER INPUT SPEEDBRAKE LEVER INPUT - LEFT AND RIGHT SPOILERS UP
FLIGHT SPOILER CONTROL SYSTEM - SPOILER MIXER AND RATIO CHANGER - FUNCTIONAL DESCRIPTION
27-61-CC
- 89 -
FLIGHT SPOILER CONTROL SYSTEM -- SPOILER ACTUATOR QUADRANT
The spoiler actuator quadrants receive mechanical You use the adjustment bolt on the input arm to rig the
inputs from the spoiler output quadrants on the spoiler flight spoiler actuator. The flight spoiler adjustment
ratio changer. The spoiler actuator quadrants send is done with the control wheel turned 11 degrees. The
these inputs to the spoiler actuators. flight spoiler should begin to move up when the control
wheel rotates to 11 degrees.
Location
There are eight spoiler actuator quadrants. One

quadrant attaches to the wing rear spar below each
flight spoiler. To get access to these quadrants,
extend the TE flaps.
Each spoiler actuator quadrant moves an actuator link.

The actuator link turns the input arm that connects to
the spoiler actuator.
There are two shear rivets on the shaft of the spoiler

actuator quadrant. If the spoiler actuator does not
move freely, the pilot turns the control wheel until
the shear rivets shear. This permits continuous
operation of the other flight spoilers.
27-61-CC-008 Rev 1 09/09/1998
The shear indication lines, on the upper and lower

parts of the spoiler quadrant shaft, show if the shear
rivets have sheared when the lines are not aligned.
27-61-CC
- 90 -
FLIGHT SPOILERS
SPOILER
ACTUATOR ADJUSTMENT
BOLT SHEAR
RIVET
(2)
SPOILER
FWD
27-61-CC-008 Rev 1 09/09/1998
INPUT ACTUATOR SPOILER SHEAR

ARM LINK ACTUATOR INDICATION
QUADRANT LINES
FLIGHT SPOILER CONTROL SYSTEM - SPOILER ACTUATOR QUADRANT
27-61-CC
- 91 -
FLIGHT SPOILER CONTROL SYSTEM -- FLIGHT SPOILER ACTUATOR
Purpose During retraction the control valve moves in the
opposite direction. This causes hydraulic pressure to
The flight spoiler actuators use hydraulic power to go through the extension check and relief valve to the
move the flight spoilers. retract side of the piston. The hydraulic pressure on
the extend side of the piston goes to return. This lets
Location the piston retract.
The flight spoiler actuators attach to the rear spar of The extension check and relief valve releases high
the wing below each flight spoiler. To get access, pressure fluid caused by thermal expansion.
extend the TE flaps.
The input crank on each flight spoiler actuator is set
Physical Description for a down-rig. When the control wheel turns 11
degrees, the input crank moves the control valve to
The flight spoiler actuator has these components: start the movement of the piston. When control wheel
movement is less than 11 degrees, the control valve
- Input crank continuously sends pressure to the retract side of the
- Control valve piston.
- Filter
- Extension check and relief valve Flight spoiler actuators 3 and 6 receive hydraulic
- Piston. power from system A.
Functional Description Flight spoiler actuators 2 and 7 receive hydraulic

power from system B.
The input crank receives inputs from the spoiler
actuator quadrant through the input arm. The input
crank moves the control valve.
27-61-CC-009 Rev 1 09/09/1998
During extension the control valve sends hydraulic

pressure to the extend side of the piston and to the
extension check and relief valve. The extension check
and relief valve opens to let fluid on the retract side
of the piston go to return. This lets the piston
extend.
27-61-CC
- 92 -
ADJUSTMENT
BOLT
SPOILER
SPOILER
ACTUATOR INPUT
ARM ACTUATOR
FWD
LINK EXTENSION CHECK AND
SPOILER
ACTUATOR RELIEF VALVE
CONTROL
QUADRANT VALVE
FILTER
SPOILER UP
27-61-CC-009 Rev 1 09/09/1998
SPOILER DOWN
PISTON
PRESSURE RETURN
PORT PORT INPUT CRANK
(SHOWN WITH CONTROL
WHEEL AT 11 DEG)
RETRACT EXTEND
FLIGHT SPOILER CONTROL SYSTEM - FLIGHT SPOILER ACTUATOR
27-61-CC
- 93 -
FLIGHT SPOILER CONTROL SYSTEM -- FLIGHT SPOILERS
The flight spoilers help control the roll of the When you rig the spoilers, keep a small gap between the
airplane. spoiler and the TE flap.
Location When you do maintenance around the spoilers, obey this

warning:
Each spoiler has a number, 0 through 9 (from left to
right). There are two flight spoilers on each wing. The WARNING: DO NOT PUT A PART OF YOUR BODY BETWEEN THE
flight spoilers are at the fixed trailing edge of the SPOILER AND THE WING UNLESS YOU REMOVE THE
wings, between the engine struts and the ailerons. HYDRAULIC POWER. THE SPOILERS CAN CAUSE INJURY
TO PERSONS.
The flight spoilers are composite materials. The flight

spoilers are interchangeable.
The flight spoilers operate in the air and on the

ground. They use inputs from the control wheel and the
speedbrake lever.
The flight spoilers start to move up when the control

wheel turns more than 11 degrees or when the speedbrake
lever moves more than the ARMED detent. The flight
27-61-CC-011 Rev 1 09/09/1998
spoilers are at their maximum positions when the

control wheel turns more than 87 degrees or when the
speedbrake lever moves to the UP position.
The flight spoilers move up a maximum of 40 degrees.
27-61-CC
- 94 -
FLIGHT
4 SPOILERS
3
2
1
SPOILER 0
SPOILER PANEL
SPOILER UP
SPOILER DOWN
27-61-CC-011 Rev 1 09/09/1998
FWD
FLIGHT SPOILER CONTROL SYSTEM - FLIGHT SPOILERS
27-61-CC
- 95 -
FLIGHT SPOILER CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION
27-61-CC-013 Rev 1 09/09/1998
27-61-CC
- 96 -
General When the pilot turns the control wheel counter-
clockwise, the left flight spoilers move the same as
The pilot uses the control wheels and speedbrake lever for the right flight spoilers.
to manually move the flight spoilers. The autopilot
automatically controls them. There is no manual reversion for the spoilers.
Two spring mechanisms isolate the aileron system from Functional Description - One Control Wheel Cannot Move
the flight spoilers. They are the transfer mechanism
and the aileron spring cartridge. If one control wheel can not move, the related cable
side does not move.
Functional Description - Roll Control
If the right control wheel can not move, the spoiler
When the control wheels move, the AA and AB left body control quadrant can not move. When the pilot moves the
cables move and control the aileron PCUs. The PCU moves left control wheel, the aileron spring cartridge
the body quadrant, which moves the AA and AB left and compresses or extends. This prevents flight spoiler
right aileron wing cables. movement.
The aileron spring cartridge connects the body quadrant If the left control wheel can not move, the crew can
to the spoiler control quadrant. The spoiler control only use the right control wheel. The AA and AB right
quadrant supplies the control wheel inputs to the body cables do not move until 12 degrees of control
spoiler ratio changer and mixer. The spoiler ratio wheel movement. The aileron spring cartridge compresses
changer moves the WSA and WSB spoiler wing cables. The or extends and lets the AA and AB right body cables
spoiler wing cables move the flight spoiler quadrants move the spoiler control quadrant. The spoiler mixer
and give an input to the flight spoiler actuators. moves the WSA and WSB spoiler wing cables, and the
flight spoilers start to move.
When the pilot turns the control wheel clockwise, the
27-61-CC-013 Rev 1 09/09/1998
flight spoilers on the right wing start to move up. Functional Description - Speedbrake Control
When the control wheel turns more, the flight spoilers
on the right wing move more. The flight spoilers on the When the pilot moves the speedbrake lever, the SBA and
right wing move to their maximum positions when the SBB speedbrake lever cables move a quadrant in the
control wheel moves more than 87 degrees. spoiler ratio changer. The spoiler ratio changer moves
the WSA and WSB spoiler wing cables. The flight
spoilers start to move up after 5 degrees of speedbrake
27-61-CC
- 97 -
lever movement. The flight spoilers on each wing move
symmetrically.
When the speedbrake lever moves more, the flight

spoilers on the two wings move more. When the
speedbrake lever is in the flight detent, the flight
spoilers move to 20 degrees. When the speedbrake lever
is at the UP position, these spoilers move to a maximum
of 40 degrees.
The spoiler mixer puts together the control wheel input

with the speedbrake lever input. The ratio changer
decreases the movement caused by the control wheel as
the speedbrake lever moves up.
See the speedbrake control system section for more

information (ATA 27-62).
27-61-CC-013 Rev 1 09/09/1998
27-61-CC
- 98 -
7
6
GROUND SPOILER
CONTROL VALVE
WSA
SPOILER
WSB RATIO
CHANGER
SPOILER CONTROL SPOILER
QUADRANT MIXER
3
WSB 2
SPEEDBRAKE AB
LEVER
AA
CONTROL FLIGHT
WHEEL WSA SPOILER
ACTUATOR
AILERON
SPRING FLIGHT SPOILER
CARTRIDGE ACTUATOR QUADRANT
TRANSFER
MECHANISM SBB BODY
QUADRANT
SBA
27-61-CC-013 Rev 1 09/09/1998
ACBB
AB
ACBA
AILERON PCU
AA
FLIGHT SPOILER CONTROL SYSTEM - FUNCTIONAL DESCRIPTION
27-61-CC
- 99 -
SPPEDBRAKE CONTROL SYSTEM -- INTRODUCTION
Purpose inbd - inboard
kts - knots
The speedbrake control system decreases lift and LI - left inboard
increases drag during landing and refused takeoff.
The ground spoilers are the most outboard and the most PCU - power control unit
inboard spoiler on each wing. prox - proximity
REF - reference
Speedbrake Control REV - reverser
RO - right outboard
During speedbrake control the spoilers on the two wings
RTO - refused takeoff
move symmetrically.
R/A - radio altitude
The pilots manually give commands for speedbrake sect - section
control with a speedbrake lever on the control stand. SNSR - sensor
The autopilot does not control the speedbrake function. spdbk - speedbrake
sw - switch
Auto Speedbrake Control
sys - system
The auto speedbrake function supplies automatic TE - trailing edge
extension or retraction of all the spoilers during TD - time delay
landing or refused takeoff. v - volts
ww - wheel well
AMM - aircraft maintenance manual

27-62-CC-016 Rev 1 09/09/1998
dc - direct current
ft - feet
fwd - forward
FWD - forward
gnd - ground
27-62-CC
- 100 -
AILERON
FLIGHT
SPOILERS
(6 AND 7)
GROUND
SPOILERS
(5, 8, AND 9)
FLIGHT
SPOILERS
(2 AND 3) AILERON
GROUND
27-62-CC-016 Rev 1 09/09/1998
SPOILERS
(0, 1, AND 4)
LONGITUDINAL
AXIS
SPPEDBRAKE CONTROL SYSTEM - INTRODUCTION
27-62-CC
- 101 -
SPEEDBRAKE CONTROL SYSTEM -- GENERAL DESCRIPTION - 1
27-62-CC-001 Rev 1 10/19/2000
27-62-CC
- 102 -
General - Speedbrake takeoff warning switch
- Ground spoiler bypass valve proximity sensors.
The pilot uses the speedbrake lever to manually move
the ground spoilers. The auto speedbrake actuator The speedbrake takeoff warning switch sends lever
automatically controls them. The ground spoilers only position data to the landing gear logic shelf. The
move when the speedbrake lever moves while the airplane logic shelf uses this data for takeoff warning. See the
is on the ground. takeoff warning system section for more information
(ATA 27-09).
Manual Operation
The two ground spoiler bypass valve proximity sensors
The flight crew uses the speedbrake lever to move the are used for air/ground indication and control. See the
ground spoilers up. The speedbrake lever gives air/ground system section for more information (ATA 32-
mechanical input through the speedbrake forward drum 09).
and lever brake to the spoiler mixer and ratio changer.
The spoiler mixer mechanically moves the ground spoiler Automatic Operation
control valve. The ground spoiler control valve sends
hydraulic system A pressure to the ground spoiler The auto speedbrake module controls the automatic
bypass valve. A cable from the right main landing gear operation of the speedbrakes. The auto speedbrake
torsion links moves the ground spoiler bypass valve module uses data from these sources:
when the airplane is on the ground. The ground spoiler
bypass valve then sends hydraulic power to the ground - Speedbrake arming switch
spoiler actuators, which move all the ground spoilers. - Speedbrake refused takeoff switch
There is one actuator for each outboard ground spoiler - Antiskid/autobrake control unit (ACU)
and two actuators for each inboard ground spoiler. - Air/ground relays (2)
- Autothrottle switches (2).
There is no manual reversion for the ground spoilers.
27-62-CC-001 Rev 1 10/19/2000
The auto speedbrake module sends commands to the auto

The speedbrake lever position sensor sends data to the speedbrake actuator during a landing or a refused
flight data recorder. takeoff. The auto speedbrake actuator moves the
speedbrake forward drum and lever brake. This causes
These components send data to the E11 landing gear the speedbrake lever to move. The input to the spoiler
logic shelf: mixer and ratio changer is the same as the manual
27-62-CC
- 103 -
operation. This causes all the ground spoilers to move
up.
Indications
The auto speedbrake module controls the amber SPEED

BRAKE DO NOT ARM light and the green SPEED BRAKE ARMED
light. The SPEED BRAKE ARMED light shows when the
automatic operation of the speedbrake system arms
correctly. The SPEED BRAKE DO NOT ARM light shows when
the automatic operation of the speedbrake system does
not arm correctly.
27-62-CC-001 Rev 1 10/19/2000
27-62-CC
- 104 -
SPEEDBRAKE SPOILER MIXER HYDRAULIC

FORWARD DRUM AND SYSTEM A
AND LEVER BRAKE - ANTISKID CONTROL RATIO CHANGER
UNIT
- AIR/GROUND
RELAYS (2)
- AUTOTHROTTLE FLIGHT SPOILER
SWITCHES (2) SYSTEM GROUND SPOILER
CONTROL VALVE
AUTO SPEEDBRAKE
ACTUATOR
GROUND SPOILER
BYPASS VALVE
SPEEDBRAKE PROXIMITY
REFUSED TAKEOFF RIGHT MAIN LANDING SENSOR (2)
(RTO) SWITCH GEAR TORSION LINKS
SPEEDBRAKE LEVER
SPEED BRAKE
SPEEDBRAKE DO NOT ARM
ARMING SWITCH a
SPEED BRAKE GROUND SPOILER

ARMED g ACTUATORS (8)
AUTO SPEEDBRAKE SPEEDBRAKE
MODULE (E4-2) LIGHTS (P1)
27-62-CC-001 Rev 1 10/19/2000
SPEEDBRAKE - AIR/GRD
TAKEOFF WARNING - TAKEOFF WARN
SWITCH GROUND SPOILERS (6)
LANDING GEAR LOGIC SHELF (E11)
SPEEDBRAKE FLIGHT DATA

LEVER POSITION RECORDER
SENSOR
SPEEDBRAKE CONTROL SYSTEM - GENERAL DESCRIPTION - 1
27-62-CC
- 105 -
General Ground Spoiler Bypass Valve
These are the components of the speedbrake control A push/pull cable moves the ground spoiler bypass valve
system: when the airplane is on the ground. When the bypass
valve moves, it permits hydraulic system A pressure to
- Speedbrake lever go from the ground spoiler control valve to the ground
- Auto speedbrake actuator spoiler actuators.
- Ground spoiler control valve
- Ground spoiler bypass valve Ground Spoiler Actuators
- Ground spoiler actuators.
The ground spoiler actuators use hydraulic system A
Speedbrake Lever pressure to move the ground spoilers.
The speedbrake lever sends mechanical inputs to the

spoiler ratio changer. The ratio changer sends the
inputs to the spoiler mixer. When the speedbrake lever
moves 31 degrees, the spoiler mixer moves the ground
spoiler control valve.
Auto Speedbrake Actuator
The auto speedbrake actuator moves the speedbrake lever

during landings and refused takeoffs (RTOs).
Ground Spoiler Control Valve

27-62-CC-002 Rev 1 09/09/1998
The ground spoiler control valve sends hydraulic power

to the ground spoiler bypass valve when the speedbrake
lever moves 31 degrees.
27-62-CC
- 106 -
GROUND
SPOILERS
GROUND
SPOILER
GROUND SPOILER
CONTROL VALVE
GROUND
SPOILER
FLIGHT
SPOILERS
GROUND
PUSH/PULL SPOILERS
CABLE
GROUND SPOILER
BYPASS VALVE SPOILER
SPEEDBRAKE MIXER
LEVER GROUND
SPOILER
RATIO SPOILER
CHANGER ACTUATOR
27-62-CC-002 Rev 1 09/09/1998
AUTO SPEEDBRAKE
ACTUATOR SPEEDBRAKE
LEVER
CABLES
FWD
SPEEDBRAKE CONTROL SYSTEM - GENERAL DESCRIPTION - 2
27-62-CC
- 107 -
SPEEDBRAKE CONTROL SYSTEM -- CONTROLS AND INDICATIONS
27-62-CC-005 Rev 1 02/07/2002
27-62-CC
- 108 -
General - Ground spoilers 0, 1, 8, and 9 move to 40 degrees.
These are the speedbrake controls and indications in When the speedbrake lever is at the FLIGHT detent (35
the flight compartment: degrees):
- Speedbrake lever - Flight spoilers 2, 3, 6, and 7 move to 26 degrees.

- Speedbrake placard
- SPEEDBRAKE DO NOT ARM light When the speedbrake lever is full up (48 degrees):
- SPEEDBRAKE ARMED light.
- Flight spoilers 2, 3, 6, and 7 move to 40 degrees.
Controls
The table below shows the position of the flight
The pilots use the speedbrake lever to move the spoilers and the ground spoilers at some of the
spoilers. All the spoilers move up when the airplane is speedbrake lever positions. All positions are in
on the ground, and only the flight spoilers move up degrees.
when the airplane is in the air. The speedbrake lever
is on the P10 control stand.
Flight Ground
The speedbrake lever has detents at these positions: Speedbrake
Detent Spoiler Spoiler
Lever Angle
Position Position
- Down
0 DOWN 0 0
- Armed
- Flight detent. 4 ARMED 0 0
start to
5 - 8 - 0
A placard adjacent to the speedbrake lever shows the move
position of the lever. The up position on the placard moving
27-62-CC-005 Rev 1 02/07/2002
29 - 60
shows the maximum position of the lever. toward 26
35 FLIGHT 26 60
Full movement of the speedbrake lever is 48 degrees UP (no
from the down detent to the up position. The friction 48 60 60
detent)
force on the speedbrake lever is 20 - 28 lbs.
When the speedbrake lever is 29 degrees or more:
27-62-CC
- 109 -
Indications
The SPEEDBRAKE DO NOT ARM light on the P1 panel comes

on when the auto speedbrake module senses a failure in
the auto speedbrake system.
The SPEEDBRAKE ARMED light on the P1 panel comes on

when the auto speedbrake system arms.
27-62-CC-005 Rev 1 02/07/2002
27-62-CC
- 110 -
SPEED BRAKE
ARMED LIGHT SPEED BRAKE
SPEED BRAKE ARMED
g
DO NOT ARM LIGHT SPEED BRAKE

DO NOT ARM
a
P1 DOWN
ARMED
SPEEDBRAKE
LEVER
DOWN
INCREASE
THRUST
ARMED
FLAP
UP
0
STAB
TRIM 1 STAB
TRIM FLIGHT
FLIGHT
DETENT
1 2 2 DETENT
5
UP
10
15
27-62-CC-005 Rev 1 02/07/2002
25
HORN
30 UP
CUTOUT 40
FLAP
PARKING DOWN
BRAKE
PULL
1 2 SPEEDBRAKE
CONTROL STAND LEVER PLACARD
SPEEDBRAKE CONTROL SYSTEM - CONTROLS AND INDICATIONS
27-62-CC
- 111 -
SPEEDBRAKE CONTROL SYSTEM -- COMPONENT LOCATION - 1
General Electronic Equipment Compartment
The components of the speedbrake control system are in These components are in the electronic equipment
these areas: compartment:
- Flight compartment - Auto speedbrake module

- Forward equipment compartment - Autothrottle mechanisms.
- Electronic equipment compartment
- Wings.
Flight Compartment
These components are in the flight compartment on the

control stand:
- Speedbrake lever
- Speedbrake takeoff warning switch
- Speedbrake refused takeoff (RTO) switch.
Forward Equipment Compartment
These components are in the forward equipment

compartment:
- Auto speedbrake actuator

27-62-CC-017 Rev 1 01/14/2002
- Speedbrake lever position sensor

- Speedbrake lever position switch
- Speedbrake arming switch
- Speedbrake cables - to get access, remove the
floor panels in the passenger compartment.
27-62-CC
- 112 -
DS 1
R
OUTBD
DS 3
L
INBD
DS 4
RT
INBD
DS 2
L
OUTBD
ELECTRONIC EQUIPMENT AUT EED

COMPARTMENT BRAKE NTROL
P/N 65-
S/N
ENGINE 2
SWITCH
MODULE
AUTO SPEEDBRAKE
MODULE (E3-2)
SPEEDBRAKE
FLIGHT LEVER SPEEDBRAKE
COMPARTMENT TAKEOFF
FLOOR WARNING
ENGINE 1 SWITCH
SWITCH
MODULE
AUTOTHROTTLE MECHANISMS
SPEEDBRAKE
SPEEDBRAKE RTO SWITCH
27-62-CC-017 Rev 1 01/14/2002
LEVER POSITION
SENSOR
SPEEDBRAKE AUTO
CONTROL STAND LEVER POSITION SPEEDBRAKE
SWITCH AND FWD ACTUATOR
SPEEDBRAKE
ARMING SWITCH FORWARD COMPONENTS
SPEEDBRAKE CONTROL SYSTEM - COMPONENT LOCATION - 1
27-62-CC
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SPEEDBRAKE CONTROL SYSTEM -- COMPONENT LOCATION - 2
General
The components of the speedbrake control system are in

these areas:
- Nose landing gear wheel well
- Wings.
These components are at the components in the MLG wheel

well:
- Speedbrake cables
- Spoiler mixer and spoiler ratio changer (ref)
- Ground spoiler control valve.
Wing Components
These components are at the fixed trailing edge (TE) of

the wings:
27-62-CC-018 Rev 1 01/14/2002
- Inboard ground spoiler actuators

- Outboard ground spoiler actuators
- Inboard ground spoilers
- Outboard ground spoilers.
To get access to these components, extend the TE flaps.
27-62-CC
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INBOARD
GROUND
SPOILER OUTBOARD
GROUND
SPOILERS
SPOILER MIXER AND

SPEEDBRAKE
CABLES GROUND SPOILER
CONTROL VALVE
OUTBOARD GROUND
SPOILER ACTUATOR
LEFT OUTBOARD GROUND SPOILER

27-62-CC-018 Rev 1 01/14/2002
(LOOKING FORWARD)
FWD
MLG WHEEL WELL
SPEEDBRAKE CONTROL SYSTEM - COMPONENT LOCATION - 2
27-62-CC
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SPEEDBRAKE CONTROL SYSTEM -- SPEEDBRAKE LEVER
Purpose speedbrake lever is full up (48 degrees), the flight
spoilers move 40 degrees.
The pilots use the speedbrake lever to move the
spoilers. All the spoilers move up when the airplane is This table shows the position of the flight spoilers
on the ground, and only the flight spoilers move up and the ground spoilers at some of the speedbrake lever
when the airplane is in the air. positions. All positions show in degrees.
Location
Speedbrake Ground
The speedbrake lever is on the control stand. Flight Spoiler
Lever Detent Spoiler
Position
Angle Position
0 DOWN 0 0
The speedbrake lever has detents at these positions: 4 ARMED 0 0
5 - 8 - start to move 0
- Down between 0 and
31 - 60
- Armed 40
- Flight detent. 36 FLIGHT 26 60
48 UP (no detent) 40 60
A placard adjacent to the speedbrake lever shows the
position of the lever. The up position on the placard
shows the maximum position of the lever.
Full travel of the speedbrake lever is 48 degrees from

the down detent to the up position. The friction force
on the speedbrake lever is approximately 25 lb.
27-62-CC-003 Rev 1 09/09/1998
When the speedbrake lever is more than 31 degrees, the

ground spoilers move 60 degrees.
When the speedbrake lever is at the FLIGHT detent (36

degrees), the flight spoilers move 26 degrees. When the
27-62-CC
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SPEED BRAKE
SPEED BRAKE ARMED
g
DOWN
DO NOT ARM LIGHT SPEED BRAKE
DO NOT ARM
a
P1 ARMED
SPEEDBRAKE
LEVER
FLIGHT
DETENT
UP
27-62-CC-003 Rev 1 08/27/1999
SPEEDBRAKE
LEVER
PLACARD
CONTROL STAND
SPEEDBRAKE CONTROL SYSTEM - SPEEDBRAKE LEVER
27-62-CC
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SPEEDBRAKE CONTROL SYSTEM -- FORWARD COMPONENTS
27-62-CC-004 Rev 1 09/09/1998
27-62-CC
- 118 -
Purpose Speedbrake Lever Brake
The speedbrake lever brake causes speedbrake lever The lever brake receives inputs from the speedbrake
movement to go to the forward drum. It also supplies a lever and the auto speedbrake actuator. The lever brake
friction force to the speedbrake lever to prevent uses these inputs to move the forward drum.
accidental movement of the speedbrake lever.
The lever brake has a no-back brake assembly. This
The speedbrake forward drum connects the speedbrake permits movement of the auto speedbrake actuator to
lever to the speedbrake lever cables. The speedbrake cause a backdrive of the speedbrake lever but prevents
forward drum also has a cam that operates the movement of the speedbrake actuator from the speedbrake
speedbrake arming switch. The switch operates the auto lever. It also lets the pilot do an override of the
speedbrake function. position of the auto speedbrake actuator.
The auto speedbrake actuator moves the speedbrake lever Speedbrake Forward Drum
to operate the ground spoilers during landings and
refused takeoffs. The speedbrake forward drum receives inputs from the
lever brake and operates these components:
Location
- Speedbrake lever cables
These components are below the flight compartment - Speedbrake arming switch
floor: - Speedbrake lever position sensor.
- Speedbrake lever brake The speedbrake forward drum also has a detent cam. The
- Speedbrake forward drum detent cam has the arm detent and the flight detent for
- Speedbrake arming switch the speedbrake lever.
- Speedbrake lever position sensor
27-62-CC-004 Rev 1 09/09/1998
- Auto speedbrake actuator. The speedbrake lever cables supply inputs to the
spoiler ratio changer.
To get access, go through the forward equipment
compartment access door. Speedbrake Arming Switch
The speedbrake arming switch supplies inputs to the

auto speedbrake module for the auto speedbrake
27-62-CC
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operation. This switch operates when the speedbrake
lever moves from the DOWN detent to the ARM detent.
Speedbrake Lever Position Sensor
The speedbrake lever position sensor sends data to the

flight data recorder. The speedbrake lever position
sensor is interchangeable with some of the other
position transmitters that send data to the flight data
recorder.
Auto Speedbrake Actuator
The auto speedbrake actuator connects to the speedbrake

lever brake. The actuator uses 28v dc and has internal
limit switches. When the actuator extends, the lever
brake moves the speedbrake lever and the forward drum.
The forward drum moves the speedbrake lever cables to
operate the spoilers.
The auto speedbrake actuator does not move when the

pilot moves the speedbrake lever manually.
27-62-CC-004 Rev 1 09/09/1998
27-62-CC
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SPEEDBRAKE LEVER
FLIGHT
COMPARTMENT
FLOOR CONTROL
ROD
LEVER
BRAKE
CONTROL STAND
AUTO
CONTROL SPEEDBRAKE
ROD ACTUATOR
FWD
ARM
DETENT
SPEEDBRAKE
FLIGHT ARMING SWITCH
DETENT
27-62-CC-004 Rev 1 09/09/1998
SPEEDBRAKE
SPEEDBRAKE LEVER POSITION
FORWARD DRUM SENSOR
AUTO
SPEEDBRAKE SPEEDBRAKE
LEVER POSITION ACTUATOR
SENSOR SHAFT
SPEEDBRAKE LEVER
FWD CABLES TO SPOILER
RATIO CHANGER FWD
SPEEDBRAKE CONTROL SYSTEM - FORWARD COMPONENTS
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SPEEDBRAKE CONTROL SYSTEM -- SPEEDBRAKE RTO AND TAKEOFF WARNING SWITCHES
Purpose See the takeoff warning section for more information
about takeoff warning (ATA 27-09).
The speedbrake RTO switch sends a signal to the auto
speedbrake module. This operates the auto speedbrake
function during refused takeoffs.
The speedbrake takeoff warning switch sends a signal to

the landing gear logic shelf for the takeoff warning
function.
Location
The speedbrake RTO and takeoff warning switches are in

the control stand. To get access, remove the manual
stabilizer trim wheel and the panel on the left side of
the control stand.
The speedbrake RTO switch (S650) operates when a thrust

reverser lever moves to the reverse thrust position.
The thrust reverser lever moves the thrust reverser
cam. The cam turns the cam follower. The cam follower
turns the lifting arm and operates the speedbrake RTO
switch. The lifting arm touches the lifting tab, and
this lifts the speedbrake lever.
27-62-CC-006 Rev 1 07/25/2000
The speedbrake takeoff warning switch (S651) operates

when the speedbrake lever moves out of the down detent.
The takeoff warning switch tab on the speedbrake lever
operates the speedbrake takeoff warning switch when the
speedbrake lever moves down into the down detent.
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THRUST
SPEEDBRAKE REVERSER
LEVER LEVERS
FWD TAKEOFF
WARNING
SWITCH SPEEDBRAKE LEVER
TAB LIFTING TAB
SPEEDBRAKE
TAKEOFF
WARNING
SWITCH
LIFTING ARM
CAM FOLLOWER
THRUST
REVERSER
CAM
27-62-CC-006 Rev 1 07/25/2000
SPEEDBRAKE
RTO SWITCH THRUST
REVERSER
DRUM
SPEEDBRAKE CONTROL SYSTEM - SPEEDBRAKE RTO AND TAKEOFF WARNING SWITCHES
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SPEEDBRAKE CONTROL SYSTEM -- ENGINE THROTTLE SWITCHES
Purpose
The engine throttle switches supply data to the auto

speedbrake module for the auto speedbrake function. The
auto speedbrake module uses this data to move the
spoilers down after an auto speedbrake operation.
Location
The engine throttle switches are in the engine switch

modules in the autothrottle mechanisms. The
autothrottle mechanisms are above the E2 and E3 racks
in the electronic equipment compartment. To get access,
go through the electronic equipment compartment access
door.
The engine throttle switches operate when the thrust

levers move more than the idle position.
27-62-CC-007 Rev 1 09/09/1998
27-62-CC
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ENGINE 2
SWITCH
MODULE
(M1640)
FLOOR BEAM
(STA 360)
ENGINE 2
THROTTLE
CABLES
27-62-CC-007 Rev 1 09/09/1998
FWD
ENGINE 1
SWITCH
ENGINE 1 MODULE
THROTTLE (M1639)
CABLES
AUTOTHROTTLE MECHANISMS
SPEEDBRAKE CONTROL SYSTEM - ENGINE THROTTLE SWITCHES
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SPEEDBRAKE CONTROL SYSTEM -- AUTO SPEEDBRAKE MODULE
Purpose the main landing gear wheels turn faster than 60 knots,
and the speedbrake arming switch or the speedbrake
The auto speedbrake module controls the auto speedbrake refused takeoff switch closes. There is one light for
function. each wheel.
Location Two of the lights (DS3 and DS4) also come on for four
seconds after the airplane goes from in the air to on
The auto speedbrake module is on the E3-2 rack in the the ground.
electronic equipment compartment.
Interfaces
The auto speedbrake module receives data from these

components:
- Speedbrake arming switch

- Speedbrake refused takeoff switch
- Engine throttle switches
- Antiskid control unit
- Air/ground relays.
The auto speedbrake module controls these components:
- Auto speedbrake actuator

- SPEEDBRAKE ARMED light
- SPEEDBRAKE DO NOT ARM light
27-62-CC-008 Rev 1 09/09/1998
- Wheel spin-up lights on the auto speedbrake module

front panel.
Wheel Spin-Up Lights
There are four wheel spin-up lights on the auto

speedbrake module front panel. The lights come on when
27-62-CC
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WHEEL SPIN-UP
LIGHTS (4)
DS 1
R
AUTO OUTBD
SPEEDBRAKE
MODULE DS 3
L
ANTISKID INBD
CONTROL
DS 4
UNIT (REF) RT
INBD
AUTO
DS 2 SPEEDBRAKE
L ACTUATOR
OUTBD
ELECTRONIC EQUIPMENT COMPARTMENT
AUT EED SPEED BRAKE

SPEEDBRAKE ARMING SWITCH BRAKE NTROL DO NOT ARM
a
SPEEDBRAKE REFUSED TAKEOFF SWITCH
P/N 65- SPEED BRAKE
ENGINE THROTTLE SWITCHES
S/N ARMED g
27-62-CC-008 Rev 1 09/09/1998
ANTISKID CONTROL UNIT

SPEEDBRAKE
AIR/GROUND RELAYS LIGHTS (P1)
AUTO SPEEDBRAKE MODULE

(E3-2)
SPEEDBRAKE CONTROL SYSTEM - AUTO SPEEDBRAKE MODULE
27-62-CC
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SPEEDBRAKE CONTROL SYSTEM -- SPEEDBRAKE CABLE SYSTEM
Purpose
The speedbrake cables transmit pilot inputs to the

spoiler mixer and the ratio changer. The spoiler mixer
and ratio changer make inputs to the flight spoilers
and the ground spoiler control valve.
Location
The speedbrake cables are under the floor. They start

at the speedbrake forward drum in the forward equipment
compartment and stop at the spoiler ratio changer in
the MLG wheel well.
Each cable attaches to the speedbrake forward drum and

the ratio changer quadrant.
The pilot moves the speedbrake lever to control the

speedbrake forward drum. This moves the attached
speedbrake cables. The cables move and control the
position of the ratio changer. When the ratio changer
moves, it gives an input to the flight spoilers and
27-62-CC-019 Rev 1 02/07/2002
ground spoiler control valve.
27-62-CC
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SPOILER MIXER AND

SPEEDBRAKE
CABLES
(SBA & SBB)
SPEEDBRAKE
LEVER
FLIGHT
DECK FLOOR
FWD
MLG WHEEL WELL
SPEEDBRAKE
FORWARD
27-62-CC-019 Rev 1 02/07/2002
DRUM
SPEEDBRAKE
CABLES
(SBA & SBB) FWD
FORWARD EQUIPMENT COMPARTMENT
SPEEDBRAKE CONTROL SYSTEM - SPEEDBRAKE CABLE SYSTEM
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SPEEDBRAKE CONTROL SYSTEM -- GROUND SPOILER CONTROL VALVE
Purpose
The ground spoiler control valve receives inputs from

the spoiler mixer and sends hydraulic system A pressure
to the ground spoiler bypass valve.
Location
The ground spoiler control valve is on the forward

bulkhead of the main landing gear wheel well. It is
right of the spoiler mixer and ratio changer.
A control rod connects the ground spoiler control valve

to the spoiler mixer. During speedbrake lever movement,
the control rod moves the ground spoiler control valve.
You may use the rigging tool to connect and adjust the
control rod, but it is not necessary.
27-62-CC-009 Rev 1 09/09/1998
27-62-CC
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RIGGING
TOOL
CONTROL
ROD FWD
SPOILER MIXER AND CONTROL
RATIO CHANGER ROD
GROUND SPOILER CONTROL VALVE

27-62-CC-009 Rev 1 09/09/1998
FWD
MLG WHEEL WELL

SPEEDBRAKE CONTROL SYSTEM - GROUND SPOILER CONTROL VALVE
27-62-CC
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SPEEDBRAKE CONTROL SYSTEM -- GROUND SPOILER BYPASS VALVE
The ground spoiler bypass valve lets the ground You can rig the ground spoiler bypass valve with the
spoilers operate only when the airplane is on the airplane weight on the wheels or with the airplane on
ground. jacks.
This valve sends hydraulic system A pressure from the

ground spoiler control valve to the ground spoiler
actuators when the right main landing gear compresses.
Location
The ground spoiler bypass valve is in the forward,

upper, right corner of the main landing gear wheel
well. It is outboard of the hydraulic system B
reservoir.
The ground spoiler bypass valve is a mechanically

operated hydraulic valve that is spring loaded to the
air mode position.
A push-pull cable attaches to the ground spoiler bypass

valve and to the right main landing gear upper torsion
link. When the right main landing gear compresses
27-62-CC-010 Rev 1 09/09/1998
during landing, the cable pulls on the input crank of

the bypass valve. The bypass valve then moves to the
ground mode position and sends hydraulic power from the
ground spoiler control valve to the ground spoiler
actuators.
27-62-CC
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PUSH-PULL
CABLE
AIR SAFETY
SENSOR (REF)
FWD
PUSH-PULL
CABLE
GROUND SAFETY
SENSOR (REF)
27-62-CC-010 Rev 1 09/09/1998
FWD
GROUND SPOILER BYPASS VALVE

SPEEDBRAKE CONTROL SYSTEM - GROUND SPOILER BYPASS VALVE
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SPEEDBRAKE CONTROL SYSTEM -- GROUND SPOILER ACTUATORS
Purpose When the outboard ground spoiler actuator receives
extend pressure, the pressure causes the locking piston
The ground spoiler actuators use hydraulic power to to compress the spring. This permits the locking keys
move the ground spoilers. to move in. This unlocks the piston assembly and
permits it to extend.
Location
When the inboard ground spoiler actuator receives
There are two ground spoiler actuators for each inboard extend pressure, the pressure causes the locking piston
ground spoiler and one ground spoiler actuator for each to compress the spring. This permits the locking keys
outboard ground spoiler. to move in. This unlocks the piston assembly and
permits it to retract. The inboard ground spoiler
The ground spoiler actuators attach to the rear spar of actuator operates the inboard ground spoiler through an
the wing below each ground spoiler. To get access, idler crank and pushrod.
raise the spoiler panels and extend the TE flaps.
Each ground spoiler actuator has these components:
- Piston assembly
- Locking piston
- Locking keys
- Spring.
Each ground spoiler actuator has an internal mechanical

lock which locks the actuator in the retract position.
27-62-CC-011 Rev 1 09/09/1998
With no extend pressure, the spring moves the locking

piston in the direction of the locking keys. This
causes the locking keys to move away from the locking
piston. This keeps the piston assembly in the retract
position.
27-62-CC
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INBOARD OUTBOARD
GROUND GROUND
SPOILER SPOILERS
SPOILER PANEL
FWD
FWD
INBOARD
GROUND INBOARD
SPOILER GROUND
ACTUATORS SPOILER
OUTBOARD GROUND
SPOILER ACTUATOR
IDLER
CRANK EXTEND RETRACT
LOCKING LOCKING
PISTON KEY FWD
PUSHROD PISTON
ASSEMBLY
RETRACT EXTEND
27-62-CC-011 Rev 1 09/09/1998
INBOARD LOCKING
GROUND KEY
SPOILER
ACTUATOR
PISTON LOCKING
INBOARD GROUND SPOILER ACTUATOR ASSEMBLY PISTON OUTBOARD GROUND SPOILER ACTUATOR
SPEEDBRAKE CONTROL SYSTEM - GROUND SPOILER ACTUATORS
27-62-CC
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SPEEDBRAKE CONTROL SYSTEM -- GROUND SPOILERS
Purpose When you do maintenance around the spoilers, obey this
warning:
The ground spoilers reduce lift and increase drag of
the airplane during landing and refused takeoffs. WARNING: DO NOT PUT A PART OF YOUR BODY BETWEEN THE
SPOILER AND THE WING UNLESS YOU REMOVE THE
Location HYDRAULIC POWER. THE SPOILERS CAN CAUSE INJURY
TO PERSONS.
There are three ground spoilers on each wing. The
ground spoilers are at the fixed trailing edge of the
wings. On each wing, there is one ground spoiler
inboard of the engine strut and two ground spoilers
just inboard of the aileron.
The ground spoilers are made of composite materials.

Both inboard ground spoilers are interchangeable. All
of the outboard ground spoilers are interchangeable.
The ground spoilers operate on the ground only. They

use inputs from the speedbrake lever.
The ground spoilers move up when the speedbrake lever

moves more than 31 degrees. All of the ground spoilers
27-62-CC-012 Rev 1 09/09/1998
move up 60 degrees. Stops in the ground spoiler

actuators limit the movement of the ground spoilers.
When you rig the spoilers, keep a small gap between the
spoiler and the TE flap.
27-62-CC
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GROUND
SPOILER 4 GROUND
SPOILER 1
GROUND
SPOILER 0
SPOILER PANE
(SHOWN UP)
27-62-CC-012 Rev 1 09/09/1998
(VIEW LOOKING FORWARD)
SPEEDBRAKE CONTROL SYSTEM - GROUND SPOILERS
27-62-CC
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SPEEDBRAKE CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION - AUTO SPEEDBRAKE
27-62-CC-013 Rev 1 09/09/1998
27-62-CC
- 138 -
General The auto speedbrake actuator does not retract when you
move the speedbrake lever to the down position.
The auto speedbrake module and the auto speedbrake
relays control the automatic operation of the Refused Takeoffs (RTO)
speedbrakes. The auto speedbrake module and the auto
speedbrake relays use data from these sources: During an RTO when the pilot moves at least one of the
thrust reverser levers, the speedbrake refused takeoff
- Speedbrake arming switch switch closes. This lets the auto speedbrake actuator
- Speedbrake refused takeoff switch extend fully. This gives a command for all spoilers to
- Engine switch modules move up.
- Antiskid control unit
- Air/ground relays. The auto speedbrake actuator retracts if one or the
other thrust lever is more than the idle position.
Landing
Indications
During landing the auto speedbrake operates when all
these conditions occur: The auto speedbrake module controls the amber
SPEEDBRAKE DO NOT ARM light and the green SPEEDBRAKE
- The main landing gear is on the ground, or the main ARMED light.
landing gear wheels do a spin-up
- The speedbrake lever is in the armed position The SPEEDBRAKE DO NOT ARM light comes on when the
- Left and right thrust levers are at idle. automatic operation of the speedbrake system does not
arm correctly. This occurs when the speedbrake lever is
Before the pilots make a landing, they arm the in the ARMED detent, or a thrust lever is in reverse,
speedbrake lever. During the flare or at touchdown the and one of the these occurs:
pilots move the two thrust levers to idle. Immediately
27-62-CC-013 Rev 1 09/09/1998
after touchdown the auto speedbrake actuator fully - Antiskid system not in operation
extends the speedbrake lever. This gives a command for - Auto speedbrake actuator not retracted
all spoilers to move up. - Disagreement between the wheel spin speeds and
air/ground signals
The auto speedbrake actuator retracts if one or the - Internal faults in the auto speedbrake module.
other thrust lever is more than the idle position.
27-62-CC
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The SPEEDBRAKE ARMED light comes on when the automatic
operation of the speedbrake system arms. This occurs
when the speedbrake lever is in the ARMED detent, or a
thrust lever is in reverse, and all of these occur:
- At least one antiskid channel operates

- Auto speedbrake actuator retracted
- No disagree in the wheel spin speeds and
air/ground signals.
The SPEEDBRAKE ARMED light also comes on when the auto

speedbrake module sends a lift command to the auto
speedbrake relays.
There are four wheel spin-up lights on the auto

speedbrake module face plate. The lights come on when
the main landing gear wheels turn faster than 60 knots,
and the speedbrake arming switch closes, or the
speedbrake refused takeoff switch closes. There is one
light for each wheel.
Two of the lights (DS3 and DS4) also come on for four
seconds after the airplane goes from in the air to on
the ground.
27-62-CC-013 Rev 1 09/09/1998
27-62-CC
- 140 -
28V DC
BUS 2 DS 1
AUTO REVERSE THRUST R

OUTBD
SPEEDBRAKE S650 SPEEDBRAKE
REFUSED TAKEOFF DS 3
P6 CB PANEL (RTO) SWITCH R165 REJECTED L
INBD
TAKEOFF RELAY WHEEL SPIN-UP
(E3-2) DS 4 LIGHTS (4)
RT
INBD
DS 2
L
ARM AUTOBRAKE OUTBD RAISE
DISARM AUTO
S276 SPEEDBRAKE SPEEDBRAKE
ARMING SWITCH RETRACT ACTUATOR
ADVANCED
LEFT AND RIGHT THRUST IDLE
M1639 (S4) ANTISKID

ENGINE 1 CONTROL UNIT AND
SWITCH MODULE
SPDBK ARMING SW CLOSED, OR
ADVANCED SPDBK RTO SW CLOSED
AND
M1640 (S4) RO WHEEL >60 KTS, OR

GND LI WHEEL >60 KTS, OR
ENGINE 2
GND SENSING ON GROUND SPEED BRAKE
27-62-CC-013 Rev 1 09/09/1998
SWITCH MODULE R283 GROUND DO NOT ARM

SENSING RELAY (E11) a
AND
RI WHEEL >60 KTS, OR SPEED BRAKE
LO WHEEL >60 KTS, OR ARMED
g
AIR AIR SENSING NOT IN AIR
SPEEDBRAKE
LIGHTS (P1)
R280 AIR
SENSING RELAY (E11) AUTO SPEEDBRAKE MODULE (E3-2)
SPEEDBRAKE CONTROL SYSTEM - FUNCTIONAL DESCRIPTION - AUTO SPEEDBRAKE
27-62-CC
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SPEEDBRAKE CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION - HYDRAULIC
General When the speedbrake lever moves, the spoiler ratio
changer also operates the flight spoilers. See the
The pilots use the speedbrake lever to operate the flight spoiler control section for more information
ground spoilers. The auto speedbrake module (ATA 27-61).
automatically operates all the spoilers on the ground.
Manual Speedbrake Control
When the speedbrake lever moves, the speedbrake lever

cables move a quadrant in the spoiler ratio changer.
The ratio changer moves the spoiler mixer, which
supplies an input to the ground spoiler control valve.
When the speedbrake lever moves 31 degrees, the ground
spoiler control valve sends hydraulic power to the
ground spoiler bypass valve.
A push-pull cable connects the ground spoiler bypass

valve to the right main landing gear torsion link. When
the airplane is on the ground, this cable opens the
ground spoiler bypass valve. This permits hydraulic
pressure to go to the ground spoiler actuators. This
causes the ground spoilers to move up.
Auto Speedbrake Control
During landing and refused takeoffs the auto speedbrake

27-62-CC-014 Rev 1 09/09/1998
module operates the auto speedbrake actuator. This

actuator moves the speedbrake lever. This operates the
speedbrake cable system the same as during manual
speedbrake control. This causes the ground spoilers to
move up.
27-62-CC
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SPOILER MIXER HYDRAULIC

AND SYSTEM A
RATIO CHANGER
SPOILER DOWN
SPOILER UP
SPEEDBRAKE AUTO
LEVER SPEEDBRAKE
ACTUATOR GROUND SPOILER
CONTROL VALVE
AIR
GROUND
GROUND SPOILER
BYPASS VALVE
RIGHT MAIN LANDING RAISE LOWER

GEAR TORSION LINKS
27-62-CC-014 Rev 1 09/09/1998
OUTBOARD GROUND INBOARD GROUND INBOARD GROUND OUTBOARD GROUND

SPOILER ACTUATORS SPOILER ACTUATORS SPOILER ACTUATORS SPOILER ACTUATORS
SPEEDBRAKE CONTROL SYSTEM - FUNCTIONAL DESCRIPTION - HYDRAULIC
27-62-CC
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ELEVATOR AND TAB CONTROL SYSTEM -- INTRODUCTION
Purpose S/B - speedbrake
SOV - shutoff valve
The elevators control the pitch attitude of the stab - stabilizer
airplane around the lateral axis.
sec - section
Location TE - trailing edge
vlv - valve
The elevators are on the trailing edge of the xfer - transfer
horizontal stabilizer.
Pitch control
The pilots control the position of the elevators with

forward and aft movement of the control column.
When the autopilot engages, it controls the position of

the elevators. During autopilot operation inputs from
the autopilot actuators cause a backdrive of the
control columns through the elevator control system.
A/P - autopilot
A/S - airspeed
C/W - control wheel
27-31-CC-001 Rev 1 09/09/1998
cntl - control
gnd - ground
LE - leading edge
27-31-CC
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ELEVATOR (2)
LATERAL
AXIS
HORIZONTAL
STABILIZER
27-31-CC-001 Rev 1 09/09/1998
PITCH
ELEVATOR AND TAB CONTROL SYSTEM - INTRODUCTION
27-31-CC
- 145 -
ELEVATOR AND TAB CONTROL SYSTEM -- GENERAL DESCRIPTION - 1
General it gives a mechanical input to the elevator PCUs. See
the horizontal stabilizer trim control section for more
The pilot controls the elevators manually. The information about the elevator neutral shift functional
autopilot system controls them automatically. description.
Manual Operation - Control Columns Airspeed Input - Pitot Tubes
The pilot moves the control column forward or aft to Pitot tubes give pitot pressure to the feel computer.
control the pitch attitude of the airplane. The control The feel computer increases metered pressure to the
column gives mechanical input to the elevator power dual feel actuator in the feel and centering unit. The
control unit (PCU) through cables and linkages. The feel force increases as the airspeed increases.
elevator PCU uses hydraulic pressure to mechanically
move the elevator through the output torque tube. Elevator Tab
Autopilot Operation The elevator tab balances the elevator. As the elevator
moves, the tab moves in a direction that is opposite to
When you engage the autopilot, the autopilot system the elevator movement.
gives a mechanical input to the elevator PCU. See the
digital flight control system section for more
information.
Autopilot Operation - Mach Trim Actuator
The flight control computer (FCC) controls the mach

trim actuator. The mach trim actuator moves and gives a
mechanical input to the elevator PCUs. The mach trim
27-31-CC-002 Rev 1 09/09/1998
system moves the elevators to prevent nose down forces

at high speeds.
Stabilizer Operation - Neutral Shift
The neutral shift function causes the elevators to move

when the stabilizer moves. When the stabilizer moves,
27-31-CC
- 146 -
CONTROL
COLUMN (2)
FCC (2)
AUTOPILOT
ACTUATOR (2) ELEVATOR
TAB (2)
FEEL AND
CENTERING ELEVATOR ELEVATOR (2)
UNIT PCU (2)
MACH TRIM DUAL FEEL

ACTUATOR ACTUATOR
ELEVATOR
STABILIZER FEEL
COMPUTER
27-31-CC-002 Rev 1 07/11/2000
LEGEND
ELECTRICAL
MECHANICAL HYDRAULIC PITOT HYDRAULIC
HYDRAULIC SYSTEM A TUBE (2) SYSTEM B
PNEUMATIC
ELEVATOR AND TAB CONTROL SYSTEM - GENERAL DESCRIPTION - 1
27-31-CC
- 147 -
27-31-CC-016 Rev 1 07/11/2000
27-31-CC
- 148 -
General Elevator Control Cables
These are the components of the elevator and tab The elevator left and right body control cables EA and
control system: EB move the elevator aft control quadrant, which
provides an input to the elevator input torque tube.
- Control columns (2)
- Elevator forward control quadrants (2) Elevator Input Torque Tube
- EA and EB; left and right body cables
- Elevator aft control quadrants (2) Pilot and flight control computer inputs move the
- Elevator input torque tube elevator input torque tube. The elevator input torque
- Elevator power control units (2) tube moves the elevator PCU input rods.
- Elevator output torque tube
- Elevators (2) Elevator Power Control Units
- Elevator feel computer
- Elevator feel and centering unit The two elevator power control units (PCUs) move the
- Balance panels (6) and tabs (2) elevator output torque tube. The PCU rod end is fixed
- Neutral shift rods (2). and the housing moves the elevator output torque tube.
Input from the input torque tube is transmitted through
Control Columns input rods to the PCUs.
The control columns move the elevator forward quadrant Elevator Output Torque Tube
and the elevator control cables.
The output torque tube moves the elevators through the
If a jam occurs in one column, a breakout mechanism elevator control rods.
allows elevator input by the other column.
Elevators
27-31-CC-016 Rev 1 07/11/2000
Elevator Forward Control Quadrants

The elevators attach to the rear spar of the horizontal
The elevator forward control quadrants connect to the stabilizer. They control the pitch attitude of the
control columns and transmit pilot forces through airplane by up or down movement.
control cables to the elevator input torque tube.
27-31-CC
- 149 -
Elevator Feel Computer Elevator Neutral Shift - Stabilizer Input
The elevator feel computer controls hydraulic pressure The stabilizer moves two elevator neutral shift rods.
to the elevator dual feel actuator. The feel computer The neutral shift rods provide an input to the
gets inputs from the horizontal stabilizer, pitot elevators through the mach trim actuator, the feel and
tubes, and hydraulic system A and B. centering unit, and the elevator input torque tube to
the PCUs. When the elevator input torque tube moves, it
Elevator Feel and Centering Unit also backdrives the control cables which move the
control columns to their new neutral position.
Feel force is provided by the feel and centering unit
and the dual feel actuator. Inputs to the feel and
centering unit are provided by the stabilizer, the
flight control computers, and elevator feel computer.
The stabilizer inputs go through the elevator neutral
shift rods. The flight control computer inputs go
through the mach trim actuator. The elevator feel
computer inputs go through the dual feel actuator. The
dual feel actuator adds a variable feel force to the
spring force in the feel and centering unit.
Balance Panels and Tabs
The elevator balance panels and tabs use aerodynamic

forces to help decrease the force necessary to move the
elevators in flight.
27-31-CC-016 Rev 1 07/11/2000
Elevator Tab Control
The elevator tab functions as a balance tab. Elevator

movement causes pushrods to move the tab in the
opposite direction by an amount proportional to
elevator travel.
27-31-CC
- 150 -
ELEVATOR OUTPUT
TORQUE TUBE
ELEVATOR
PCU
ELEVATOR
CONTROL ROD
ELEVATOR PCU
HORIZONTAL INPUT ROD
STABILIZER
ELEVATOR
CONTROL MACH TRIM

COLUMN ACTUATOR
ELEVATOR FEEL AND
CENTERING UNIT
ELEVATOR
NEUTRAL
SHIFT RODS
ELEVATOR
27-31-CC-016 Rev 1 07/11/2000
AUTOPILOT
ACTUATOR
INPUT
ELEVATOR INPUT
TORQUE TUBE
ELEVATOR ELEVATOR AFT
ELEVATOR FORWARD CONTROL CABLES CONTROL QUADRANT
CONTROL QUADRANT
ELEVATOR AND TAB CONTROL SYSTEM - GENERAL DESCRIPTION - 2
27-31-CC
- 151 -
ELEVATOR AND TAB CONTROL SYSTEM -- CONTROLS AND INDICATIONS
General
These are the elevator controls and indications in the

flight compartment:
- Elevator control columns (2)

- FLIGHT CONTROL switches (2)
- Elevator FEEL DIFF PRESS light.
Controls
The elevator control columns control the elevators. The

control columns are forward of the captain and first
officer seats.
The FLIGHT CONTROL switches control the flight control

system A and system B shutoff valves. The switches are
on the flight control panel.
Indications
The FEEL DIFF PRESS light comes on when the

differential pressure switch in the elevator feel
computer closes for more than 30 seconds. The
differential pressure switch closes when the
differential pressure is more than 25 percent between
27-31-CC-018 Rev 1 11/27/2001
flight control hydraulic system A and system B.
27-31-CC
- 152 -

A B LOW a
QUANTITY
STBY STBY
LOW a
RUD RUD PRESSURE
OFF OFF STBY a
RUD ON
A ON B ON
ALTERNATE FLAPS
OFF
FLIGHT a a UP
CONTROL LOW
PRESSURE
LOW
PRESSURE
SWITCHES OFF
SPOILER ARM
A B DOWN
FEEL DIFF
PRESS LIGHT
OFF OFF
FEEL DIFF
PRESS
a
ON ON SPEED TRIM
FAIL
a
MACH TRIM
YAW DAMPER FAIL a
YAW AUTO SLAT

DAMPER a FAIL a
OFF
ON
FLIGHT CONTROL PANEL

(P5)
27-31-CC-018 Rev 1 11/27/2001
CONTROL COLUMN
ELEVATOR AND TAB CONTROL SYSTEM - CONTROLS AND INDICATIONS
27-31-CC
- 153 -
ELEVATOR AND TAB CONTROL SYSTEM -- COMPONENT LOCATION
General - Elevator input torque tube
- Elevator PCUs (2)
The elevator components are in these six locations: - Elevator output torque tube
- Elevator feel and centering unit.
- Forward equipment compartment Vertical Stabilizer Components
- Empennage
- Vertical stabilizer The feel system pitot tubes are in the vertical
- Stabilizer jackscrew compartment stabilizer.
- Horizontal stabilizer.
Stabilizer Jackscrew Compartment Components
Flight Compartment Components
The elevator feel computer is in the stabilizer
These are the elevator components in the flight jackscrew compartment.
compartment:
Horizontal Stabilizer Components
- Control columns (2)
- FEEL DIFF PRESS light on the P5 forward overhead These are the elevator components on the horizontal
panel (not shown). stabilizer:
Forward Equipment Compartment Components - Elevators (2)

- Balance panels (6)
These are the elevator components in the forward - Elevator tab control mechanisms (2)
equipment compartment: - Elevator tabs (2).
- Elevator forward control quadrants (2)

27-31-CC-003 Rev 1 09/09/1998
- Balance weights (2).
Empennage Components
These are the elevator components in the empennage:
- Elevator aft control quadrants (2)
27-31-CC
- 154 -
FWD
ELEVATOR TAB (2)

ELEVATOR (2)
ELEVATOR
ELEVATOR OUTPUT TORQUE
CONTROL TUBE
CABLES
PITOT
TUBE (2)
FWD ELEVATOR
FEEL FWD
COMPUTER
CONTROL
COLUMN (2)
ELEVATOR
PCU (2)
27-31-CC-003 Rev 1 09/09/1998
ELEVATOR FEEL
AND CENTERING
ELEVATOR UNIT
FORWARD CONTROL
QUADRANT (2)
ELEVATOR
ELEVATOR ELEVATOR INPUT TORQUE
FWD TUBE
BALANCE AFT CONTROL
WEIGHT (2) QUADRANT (2)
ELEVATOR AND TAB CONTROL SYSTEM - COMPONENT LOCATION
27-31-CC
- 155 -
ELEVATOR AND TAB CONTROL SYSTEM -- CONTROL COLUMN AND ELEVATOR FORWARD CONTROL QUADRANT
Each pilot uses a control column for pitch control The control columns move the forward input torque tube.
through the elevator forward control quadrants. This moves the elevator forward control quadrants and
the cables to control the elevator position.
Location
The column balance weights balance out the weight of
The two control columns are in the flight compartment. the upper part of the control column. This prevents
The elevator forward control quadrants are under the elevator input from the weight of the control column
flight compartment. when the pilot does not make a control input.
The control columns extend through the flight

compartment floor and attach to the elevator forward
control quadrants. The balance weights attach on each
forward control quadrant. There is a pitch force
transducer in each forward control quadrant.

information on the pitch force transducer.(AMM PART I
22-11)
The elevator control cables attach at the lower surface

of the quadrants. Each cable attaches to the quadrant.
Elevator up cables (EB) go directly aft. Elevator down
27-31-CC-004 Rev 1 09/09/1998
cables (EA) go forward around the turnaround pulley and

then go aft.
27-31-CC
- 156 -
ELEVATOR
CONTROL
CABLES
ELEVATOR
CONTROL
COLUMN (2)
FLIGHT
COMPARTMENT
FLOOR (REF)
FORWARD INPUT
TORQUE TUBE
FWD
EA
27-31-CC-004 Rev 1 09/09/1998
EB
PITCH FORCE ELEVATOR

TRANSDUCER BALANCE
EA WEIGHTS (2)
EB
ELEVATOR
FORWARD CONTROL
QUADRANT (2)
ELEVATOR AND TAB CONTROL SYSTEM - CONTROL COLUMN AND ELEVATOR FORWARD CONTROL QUADRANT
27-31-CC
- 157 -
ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR CABLE SYSTEM
Purpose
The elevator cables transmit the pilot force to the

elevator PCUs.
Location
The elevator cables are under the floor. They start at

the elevator forward control quadrants in the forward
equipment compartment and end at the aft control
quadrants in the empennage.
The elevator control cables are in the grooves at the

lower surface of the quadrants. Each cable attaches to
the quadrant. Elevator up cables (EB) go directly aft.
Elevator down cables (EA) go forward around the
turnaround pulley and then go aft.
The pilot moves the control columns to control the

forward input torque tube. This moves the elevator
forward control quadrants and the attached cables. The
cables move and control the position of the input
27-31-CC-013 Rev 1 09/09/1998
torque tube through the elevator aft control quadrants.

When the input torque tube moves, it gives an input to
the PCUs. The PCU housing moves and controls the
elevator position.
27-31-CC
- 158 -
EB EA ELEVATOR
EA EB PCU (2)
ELEVATOR FWD
CONTROL
CABLES
AFT ELEVATOR
CONTROL QUADRANT (2)
27-31-CC-013 Rev 1 09/09/1998
TORQUE TUBE
FWD
FORWARD ELEVATOR EA = ELEVATOR DOWN CABLES

CONTROL QUADRANT (2) EB = ELEVATOR UP CABLES
ELEVATOR AND TAB CONTROL SYSTEM - ELEVATOR CABLE SYSTEM
27-31-CC
- 159 -
ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR INPUT TORQUE TUBE
Purpose When the elevator aft control quadrants move, they move
the elevator input torque tube. This moves the elevator
The elevator input torque tube transmits elevator PCU input cranks.
inputs to the elevator PCUs.
Location
The elevator input torque tube is the bottom of the two

elevator torque tubes in the empennage.
The elevator input torque tube has these components:
- Elevator aft control quadrants (2)

- Autopilot input crank
- Elevator feel and centering unit crank
- Elevator PCU input cranks (2).
The elevator input torque tube receives these inputs:
- Pilot inputs through the elevator aft control

quadrants
- Autopilot inputs through the elevator autopilot
27-31-CC-005 Rev 1 09/09/1998
actuator input crank

- Stabilizer position through the neutral shift rods
and elevator feel and centering unit
- Mach trim actuator position through the elevator
feel and centering unit.
27-31-CC
- 160 -
ELEVATOR
NEUTRAL SHIFT
RODS
ELEVATOR
PCU (2)
MACH TRIM
ACTUATOR
ELEVATOR FEEL AND

CENTERING UNIT
ELEVATOR FEEL AND

ELEVATOR CENTERING UNIT
27-31-CC-005 Rev 1 07/11/2000
PCU INPUT INPUT CRANK

CRANK (4)
ELEVATOR
FWD A/P INPUT
CRANK
ELEVATOR AFT ELEVATOR
CONTROL INPUT TORQUE
QUADRANT (2) TUBE
ELEVATOR AND TAB CONTROL SYSTEM - ELEVATOR INPUT TORQUE TUBE
27-31-CC
- 161 -
ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR POWER CONTROL UNIT
Purpose pressure to the actuator. This causes the housing to
move and changes the output torque tube position.
The elevator power control units (PCUs) use hydraulic
power to move the elevators. The lower input crank connects to the primary slide and
the upper input crank connects to the secondary slide.
Location A linkage inside the PCU connects the two input cranks.
Movement of the primary slide supplies one half the
The two elevator PCUs are on the empennage wall. The total flow rate, the movement of the secondary slide
right PCU gets system B pressure and the left PCU gets supplies the other half. The primary slide moves to its
system A pressure. full effective stroke before the secondary crank starts
moving the secondary slide.
If the primary slide becomes disconnected from the
The elevator PCU has these parts: primary input crank, the secondary input crank operates
the actuator as a backup.
- Movable housing connected to the output torque
tube During a manual reversion, a spring moves the bypass
- Fixed piston connected to structure. valve to the bypass position and connects the two sides
of the actuator. This prevents a hydraulic lock
The elevator PCU housing contains these components: condition. The pilot then gives an input to the
elevators through the mechanical stops after one degree
- Main Actuator of control column movement.
- Filter
- Bypass valve Training Information Point
- Main Control valve
- Primary and a secondary input cranks The two elevator PCUs are identical and interchangeable
27-31-CC-006 Rev 1 09/09/1998
- External mechanical stops (2). with each other and with the aileron PCUs.
An elevator input goes through the input rods to the

PCU input cranks. The primary and secondary input
cranks move the slides in the control valve and supply
27-31-CC
- 162 -
ELEVATOR OUTPUT
TORQUE TUBE
ACTUATOR
PRESSURE
ELEVATOR PORT
PCU (2)
FILTER
BYPASS
VALVE
ELEVATOR SECONDARY
INPUT TORQUE SECONDARY INPUT
TUBE SLIDE CRANK
FWD PRIMARY PRIMARY

SLIDE INPUT
CRANK
27-31-CC-006 Rev 1 09/09/1998
EXTERNAL
CONTROL MECHANICAL
VALVE STOPS
RETURN
ELEVATOR PCU SCHEMATIC
ELEVATOR AND TAB CONTROL SYSTEM - ELEVATOR POWER CONTROL UNIT
27-31-CC
- 163 -
ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR OUTPUT TORQUE TUBE
Purpose
The elevator output torque tube transmits the motion of

the elevator PCUs to the elevators.
Location
The elevator output torque tube is the torque tube at

the top of the elevator components in the empennage.
The elevator output torque tube has these components:
- Outer torque tube

- Inner torque tubes (2)
- Elevator bus crank.
The elevator output torque tube connects with the two

elevator PCUs. It also connects to both elevators
through elevator control rods.
The elevator output torque tube receives inputs from

the two elevator PCUs. When one or both of the PCUs
27-31-CC-007 Rev 1 09/09/1998
move, they move the torque tube and both elevators.
The elevator bus crank operates the elevators if an

inner torque tube breaks.
27-31-CC
- 164 -
ELEVATOR OUTPUT
TORQUE TUBE
ELEVATOR
CONTROL ROD
(2) ELEVATOR
(2)
ELEVATOR
PCU
FWD
ELEVATOR OUTER
TORQUE TUBE
ELEVATOR PCU
INPUT (2) INNER TORQUE TUBE
ELEVATOR
BUS CRANK (2)
ELEVATOR
27-31-CC-007 Rev 1 07/11/2000
CONTROL ROD
(2)
OUTER TORQUE TUBE

FWD
SIDE VIEW OF TORQUE TUBE
ELEVATOR AND TAB CONTROL SYSTEM - ELEVATOR OUTPUT TORQUE TUBE
27-31-CC
- 165 -
ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR FEEL AND CENTERING UNIT
27-31-CC-012 Rev 1 09/09/1998
27-31-CC
- 166 -
The elevator feel and centering unit gives variable The centering springs hold the roller in the center of
feel force to the pilot. It also moves the control the cam. When the control column moves, the cam turns
column to a neutral position when there is no input. with the shaft and moves the roller up on the cam. This
extends the springs and supplies a feel force to the
Location pilot.
The elevator feel and centering unit attaches to When the pilot releases the control column, the spring
structure on the empennage. force causes the roller to move to the cam detent. The
system moves to the neutral position.
Functional Description - Dual Feel Actuator
The elevator feel and centering unit has these
components: At high airspeeds, the elevator feel computer increases
the metered pressure to the dual feel actuator. The
- Housing system A and system B metered pressures are not equal.
- Centering spring (2) This moves the housing of the dual feel actuator to the
- Centering cam end of travel.
- Roller
- Centering linkage When the centering cam turns, the centering linkage
- Dual feel actuator. pulls against the highest of the two computed
pressures. This adds an adjustable extra feel force to
The mach trim actuator attaches on the top of the the feel and centering spring.
housing.
Autopilot Operation - Mach Trim
27-31-CC-012 Rev 1 09/09/1998
The horizontal stabilizer connects with the housing

through the neutral shift rods, bellcrank, and the mach At high air speeds, the mach trim actuator rotates the
trim actuator. housing and centering cam. This gives a mechanical
input to the elevator system.
27-31-CC
- 167 -
information about the mach trim actuator operation.(AMM
PART I 22-11)
Stabilizer Trim
During stabilizer trim movement, the neutral shift rods

move and give mechanical input to the housing through
the bellcrank and the mach trim actuator. This moves
the elevators to a new neutral position.
See the horizontal stabilizer trim control system

section 27-41 for more information on the stabilizer
operation. (AMM PART I 27-41)
27-31-CC-012 Rev 1 09/09/1998
27-31-CC
- 168 -
HORIZONTAL
STABILIZER
CONTROL ELEVATOR
COLUMN (2) PCU (2) ELEVATOR (2)
HORIZONTAL MACH TRIM

STABILIZER ACTUATOR
CENTERING
LINKAGE
ROLLER
FWD
HOUSING
ROLLER
ARM CENTERING
CAM
CENTERING
MACH TRIM SPRING (2)
ACTUATOR
DUAL FEEL
NEUTRAL SYSTEM B RETURN SYSTEM A ACTUATOR
27-31-CC-012 Rev 1 09/09/1998
SHIFT METERED METERED

RODS FEEL AND PRESS PRESS
CENTERING
UNIT
BELLCRANK
ELEVATOR FEEL
COMPUTER
FWD
ELEVATOR AND TAB CONTROL SYSTEM - ELEVATOR FEEL AND CENTERING UNIT
27-31-CC
- 169 -
ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR FEEL COMPUTER
Purpose
The elevator feel computer changes the control column

forces as the airspeed changes, and the horizontal
stabilizer moves.
Location
The elevator feel computer is on the aft right wall of

the stabilizer compartment.
The elevator feel computer is a dual unit. The housing

has components for system A that are the same as the
components for system B.
The elevator feel computer receives inputs from these

items:
- Pitot tubes through the pitot ports

- Hydraulic system A and B
- Horizontal stabilizer through the input rod.
27-31-CC-010 Rev 1 09/09/1998
The elevator feel computer uses these inputs to control

the hydraulic pressure to the dual feel actuator on the
elevator feel and centering unit.
27-31-CC
- 170 -
PITOT TUBES
AFT PRESSURE
BULKHEAD
STABILIZER
INPUT ROD
ACCESS THROUGH SECTION 48

ACCESS AND BLOWOUT DOOR
FWD
PITOT PORT (2)

27-31-CC-010 Rev 1 09/09/1998
STATIC PORT (2)
FWD
ELEVATOR FEEL COMPUTER
ELEVATOR AND TAB CONTROL SYSTEM - ELEVATOR FEEL COMPUTER
27-31-CC
- 171 -
ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR FEEL COMPUTER - FUNCTIONAL DESCRIPTION
General and system B, pitot pressure, and stabilizer mechanical
inputs.
The elevator feel computer receives pitot pressure,
hydraulic pressure, and mechanical inputs. The elevator Hydraulic pressure from the system A and B flight
feel computer sends metered hydraulic pressure output control modules goes to the pressure ports.
to the dual feel actuator on the elevator feel and
centering unit. As the airspeed increases, pitot pressure goes through
the pitot port and pushes on the Q diaphragm. The Q
Physical Description diaphragm pushes and moves the relief valve. This
movement is in proportion to the airspeed. When the
The elevator feel computer has these components: relief valve moves, it pushes the force balance valve.
The force balance valve controls hydraulic pressure
- Stabilizer actuated cam (2) that goes to the dual feel actuator. As the airspeed
- Q diaphragm (2) increases, the feel force increases.
- Droop spring (2)
- Relief valve (2) The stabilizer-operated cam position has an effect on
- Force balance valve (2) the range that the Q diaphragm can move because of the
- Differential pressure switch. pitot pressure. As the stabilizer moves from 0 to 17
units of trim, the cam turns. This sets a limit on the
The elevator feel computer has these ports: increase in feel force because of increased airspeed.
If the stabilizer input to the elevator feel computer
- Pneumatic pitot port (2) disconnects, the spring moves the cam to the maximum
- Pneumatic static port (2) feel pressure position.
- Hydraulic pressure port (2)
- Hydraulic return port (2) Monitor
- Hydraulic computed pressure port (2).
27-31-CC-011 Rev 1 07/11/2000
The feel differential pressure switch monitors the two

Functional Description computer metered pressures. The switch closes when it
measures a difference of 25 percent between system A
Feel hydraulic pressure in the elevator feel computer and B metered pressure. The FEEL DIFF PRESS light on
changes between 180 psi (base feel) and 1400 psi the P5 panel comes on when there is this difference,
(maximum). The actual feel pressure to the dual feel and the trailing edge flaps are up.
actuator is set by the hydraulic pressure from system A
27-31-CC
- 172 -
PITOT TUBE PITOT TUBE

DUAL FEEL
ACTUATOR Q DIAPHRAGM (2)
SYSTEM B SYSTEM A
METERED METERED STATIC PORT (2)
PRESSURE PRESSURE
DROOP SPRING
STABILIZER-
OPERATED CAM:
17 UNITS TRIM
0 UNITS TRIM
RELIEF
VALVE
STABILIZER
FORCE
BALANCE
VALVE
27-31-CC-011 Rev 1 07/11/2000
SYSTEM B SYSTEM A
FLIGHT CONTROL FLIGHT CONTROL
MODULE MODULE FLAPS UP
28V DC
DIFF > 25%
INDICATOR
MASTER DIM FEEL DIFF DIFFERENTIAL NOT UP
SECT 4 PRESS a PRESSURE SW
MACH TRIM SW
P6 CB PANEL (P5) (FLAP CONTROL UNIT)
ELEVATOR AND TAB CONTROL SYSTEM - ELEVATOR FEEL COMPUTER - FUNCTIONAL DESCRIPTION
27-31-CC
- 173 -
ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR AND TAB
Purpose elevator tab in a direction opposite to the elevator
movement.
The elevators control the pitch attitude of the
airplane around the lateral axis. Elevator travel has a limit set by the stroke of the
elevator power control units. The stabilizer neutral
Location position is three units of trim. When the stabilizer is
neutral, and there is no FCC input to the mach trim
The elevators attach to the rear spar of the horizontal actuator, the elevator has a down-rig of four degrees
stabilizer. from the stabilizer chord line. From this position the
elevator can move 23.5 degrees up and 18.6 degrees
Physical Description down.
The elevator assembly contains these components:
- Elevator
- Elevator balance panels (3)
- Elevator balance weights
- Elevator tab rods
- Elevator tab.
The elevators connect with hinges to the aft right and

left sections of the horizontal stabilizer. Each
elevator has a tab and three balance panels. The
forward side of the elevator connects to the three
balance panels. The balance weights attach to the lower
surface of the balance panel. The tab attaches to the
27-31-CC-008 Rev 1 09/09/1998
aft edge of each elevator.
When the output torque tube moves, it moves the

elevator control rods. This moves the elevators and the
elevator tab rods. The elevator tab rods move the
27-31-CC
- 174 -
TAB
PUSHROD (2) ELEVATOR
CONTROL ROD
HORIZONTAL
STABILIZER
ELEVATOR OUTPUT
TAB TORQUE
TUBE
ELEVATOR
FWD
ELEVATOR
ELEVATOR TAB
27-31-CC-008 Rev 1 09/09/1998
FWD
ELEVATOR ELEVATOR
BALANCE BALANCE
WEIGHTS PANEL (3)
ELEVATOR AND ELEVATOR TAB
ELEVATOR AND TAB CONTROL SYSTEM - ELEVATOR AND TAB
27-31-CC
- 175 -
ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR BALANCE PANEL
Purpose
The elevator balance panel and tab mechanism decreases

the force necessary to move the elevator in flight.
Location
The elevator balance panels is in the trailing edge

cavity of the horizontal stabilizer.
The forward edge of the elevator balance panel attaches

to the horizontal stabilizer rear spar through an idler
hinge. The aft edge attaches to the elevator.
Seals connect the hinge assemblies along the two sides

of the balance panel. This makes two different
chambers. The upper chamber has a vent to the airstream
over the horizontal stabilizer, and the lower chamber
has a vent to the airstream under the horizontal
stabilizer.
When there is no elevator control input, the pressure

27-31-CC-009 Rev 1 09/09/1998
forces across the elevator balance panel keep the

elevator in the neutral position. When the elevator
moves, the pressure forces cause the balance panels to
move in the opposite direction of the elevator
movement. This effect is necessary during manual
reversion control.
27-31-CC
- 176 -
ELEVATOR TAB (2)

A ELEVATOR (2)
BALANCE
BALANCE PANEL BALANCE PANEL ELEVATOR ADJUST
PANEL WEIGHTS HINGE (AFT) WEIGHTS (AS NECESSARY)
VENT GAP
HORIZONTAL ELEVATOR
STABILIZER
REAR SPAR
IDLER
HINGE
27-31-CC-009 Rev 1 09/09/1998
BALANCE PANEL ELEVATOR

HINGE (FWD) VENT GAP HINGE POINT
STABILIZER
TRAILING
EDGE
HINGE
SEALS BALANCE PANEL
A-A
ELEVATOR AND TAB CONTROL SYSTEM - ELEVATOR BALANCE PANEL
27-31-CC
- 177 -
ELEVATOR AND TAB CONTROL SYSTEM -- ELEVATOR TAB CONTROL MECHANISM
The elevator tab control mechanism gives tab-assisted The elevator tab operates in the balance mode at all
elevator movement when the elevators operate. This times. As the elevator moves, the tab moves in a
helps the pilot move the elevators during manual direction that is opposite to the direction of elevator
reversion when there is no hydraulic power. movement. The aerodynamic forces on the tab help with
elevator movement.
Location
NOTE: If the elevator tab control rods are adjusted, a
The elevator tab control mechanism is between the power off flight test is required.
stabilizer aft spar and elevator forward spar. The
elevator tab rods are in the elevator and attach to the
tab.
Each elevator tab control mechanism contains these

components:
- Crank mechanism
- Pushrods (2).
The elevator tab control mechanism attaches to a

elevator hinge fitting on the front spar of the
elevator. The forward end of the elevator tab control
mechanism attaches to a fitting on the stabilizer upper
27-31-CC-017 Rev 1 10/19/2000
skin panel. The forward end of the two tab control rods
attaches to the crank. The aft end of the tab control
rods attaches to the mast fitting on the tab.
27-31-CC
- 178 -
ELEVATOR BALANCE ATTACH FITTING TO

TAB ROD (2) HORIZONTAL STABILIZER
HORIZONTAL
STABILIZER
ELEVATOR TAB
CONTROL MECHANISM
FWD
TAB
ELEVATOR TAB PUSHROD
(2) ELEVATOR
MAST FITTING CONTROL
MAST COVER ROD
FITTING
ELEVATOR BALANCE
TAB ROD (2)
ELEVATOR
TAB
ELEVATOR
27-31-CC-017 Rev 1 10/19/2000
OUTPUT
TORQUE
TUBE
ELEVATOR FWD
ELEVATOR ELEVATOR TAB CONTROL MECHANISM (2)

HINGE
FITTING FWD
ELEVATOR AND TAB CONTROL SYSTEM - ELEVATOR TAB CONTROL MECHANISM
27-31-CC
- 179 -
ELEVATOR AND TAB CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION
General Autopilot - Elevator
The pilots manually control the position of the The DFCS uses the autopilot actuators to give a
elevators with forward and aft movement of the control mechanical input to the elevator input torque tube. The
columns. output from the input torque tube to the elevator PCUs
is the same as in the manual operation. During
The stabilizer mechanically controls the position of autopilot operation, the autopilot actuator input also
the elevators during stabilizer neutral shift. backdrives the control columns to the DFCS commanded
position.
The autopilot controls the position of the elevators
when it is engaged. See the DFCS section for more information about the
autopilot system.
The digital flight control system (DFCS) controls the
elevators during FCC-controlled neutral shift. Elevator Neutral Shift - Stabilizer Input
Manual Operation - Elevator When the stabilizer moves, it moves the two elevator
neutral shift rods. The neutral shift rods provide an
The pilots use the control column to operate the input to the elevators through the mach trim actuator,
elevator for pitch control. When the control column the feel and centering unit, and the elevator input
moves, it moves the elevator forward quadrant and the torque tube to the PCUs. When the elevator input torque
elevator control cables. The control cables move the tube moves, it also backdrives the control cables which
elevator aft control quadrant. This provides an input move the control columns to the new neutral position.
to the elevator input torque tube. Feel force is
provided by the feel and centering unit and dual feel Elevator Tab Control
actuator. The elevator input torque tube moves the
elevator PCU input rods. The input rods provide inputs The elevator tab is a balance tab. Elevator movement
27-31-CC-015 Rev 1 09/08/1999
to the PCUs. The PCU rod end is fixed and the housing causes pushrods to move the tab in the opposite
moves the elevator output torque tube. The output direction by an amount proportional to elevator travel.
torque tube moves the elevators through the control
rods.
27-31-CC
- 180 -
ELEVATOR OUTPUT
TORQUE TUBE
ELEVATOR
PCU
ELEVATOR
CONTROL ROD
ELEVATOR PCU
HORIZONTAL INPUT ROD
STABILIZER
ELEVATOR
CONTROL MACH TRIM

COLUMN ACTUATOR
ELEVATOR
NEUTRAL
SHIFT RODS
ELEVATOR
27-31-CC-015 Rev 1 07/11/2000
AUTOPILOT
ACTUATOR
INPUT
ELEVATOR INPUT
TORQUE TUBE
ELEVATOR ELEVATOR AFT
ELEVATOR FORWARD CONTROL CABLES CONTROL QUADRANT
CONTROL QUADRANT
ELEVATOR AND TAB CONTROL SYSTEM - FUNCTIONAL DESCRIPTION
27-31-CC
- 181 -
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- INTRODUCTION
Purpose PCU - power control unit
S/B - speedbrake
The horizontal stabilizer controls the pitch trim of SOV - shutoff valve
the airplane around the lateral axis.
stab - stabilizer
Location sec - section
TE - trailing edge
The horizontal stabilizer is on the aft section of the vlv - valve
fuselage. xfer - transfer
Trim Control
The pilots control the position of the horizontal

stabilizer with the stabilizer trim switches. The
pilots can also use the stabilizer trim wheels on each
side of the control stand.
When the autopilot is engaged, it controls the position

of the horizontal stabilizer. During autopilot or main
electric operation, the actuator causes a backdrive of
the stabilizer trim wheels.
A/P - autopilot
A/S - airspeed
27-41-CC-001 Rev 1 09/09/1998
C/W - control wheel

cntl - control
grd - ground
LE - leading edge
27-41-CC
- 182 -
LATERAL
AXIS
HORIZONTAL
STABILIZER
27-41-CC-001 Rev 1 09/09/1998
PITCH
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM - INTRODUCTION
27-41-CC
- 183 -
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- GENERAL DESCRIPTION - 1
27-41-CC-002 Rev 1 08/16/2000
27-41-CC
- 184 -
General Autopilot Operation
The pilots control the horizontal stabilizer manually The flight control computers (FCCs) give electric input
by the stabilizer trim wheels or electrically by the to the stabilizer trim actuator. During autopilot
stabilizer trim switches. The digital flight control operation the stabilizer trim actuator operates the
system (DFCS) controls the stabilizer automatically. same as during manual electric operation but at a
decreased speed.
Manual Operation - Stabilizer Trim Wheels
The pilots use the stabilizer trim wheels on the information on the stabilizer autopilot operation and
control stand to manually move the forward and aft the FCCs (ATA 22-11).
cable drums. The aft cable drum moves the gearbox and
jackscrew. When the jackscrew moves, the horizontal Column Switching Module
stabilizer moves. The stabilizer also gives a
mechanical input to the elevator through the neutral The column switching module stops the stabilizer trim
shift rods. Movement of the manual trim wheels also when the pilot moves the control column in a direction
moves the stabilizer indicator pointer. opposite to the trim direction.
Electric Operation - Stabilizer Trim Switches Stabilizer Trim Override Switch
The pilots operate two stabilizer trim switches for The pilots use the stabilizer trim override switch on
main electric trim control. The switches are on the the aisle stand to do a bypass of the column switching
outboard side of each control wheel. The switches module if there is a failure.
control electric input to the stabilizer trim actuator.
When the trim actuator operates, it moves the Stabilizer Trim Cutout Switches
stabilizer gearbox. When the stabilizer gearbox moves,
27-41-CC-002 Rev 1 08/16/2000
it moves the stabilizer jackscrew, which moves the The pilots use the stabilizer trim cutout switches on
horizontal stabilizer. The gearbox also does a back- the control stand to stop the main electric and
drive of the stabilizer aft and forward cable drums. autopilot runaway trim inputs to the stabilizer trim
Movement of the forward cable drum moves the manual actuator.
trim wheels and stabilizer indicator pointer. Limit
switches control the main electric and autopilot
movement of the stabilizer.
27-41-CC
- 185 -
Flaps Up Switch
The flaps up switch controls the main electric and

autopilot operation speed of the stabilizer trim
actuator. During main electric trim the stab trim
actuator moves three times faster when the flaps are
not up. During autopilot trim the stab trim actuator
moves two times faster when the flaps are not up.
Stabilizer Trim Limit Switches
Four of the stabilizer trim limit switches electrically

set a limit on the range of stabilizer motion during
main electric and/or autopilot trim.
Two of the stabilizer trim limit switches cause the

aural configuration warning if the stabilizer is out of
the greenband range during takeoff.
See the takeoff warning section for more information on

takeoff warning operation (ATA 27-09).
27-41-CC-002 Rev 1 08/16/2000
27-41-CC
- 186 -
COLUMN STAB TRIM

SWITCHING FCC (2)
MODULE OVERRIDE
NORMAL
STAB TRIM STAB TRIM

MAIN AUTO OVERRIDE SW
ELECT NORMAL PILOT
CUT
OUT
STABILIZER
TRIM SWITCHES FLAPS UP
SWITCH
STABILIZER
TRIM LIMIT
SWITCH (6)
STABILIZER
27-41-CC-002 Rev 1 08/16/2000
STABILIZER JACKSCREW/ STABILIZER

TRIM ACTUATOR STABILIZER
STABILIZER GEARBOX
TRIM WHEELS
STABILIZER STABILIZER AFT
FWD CABLE DRUM CABLE DRUM ELEVATOR
ELECTRICAL SYSTEM
MECHANICAL STAB TRIM ACTUATOR/GEARBOX ASSEMBLY
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM - GENERAL DESCRIPTION - 1
27-41-CC
- 187 -
27-41-CC-013 Rev 1 03/30/2000
27-41-CC
- 188 -
General actuator if there is an uncommanded motion or runaway
of the trim actuator.
These are the components of the horizontal stabilizer
trim control system: Stabilizer Column Switching Module
- Stabilizer trim control switches (4) During electric trim operation if the pilot gives an
- Stabilizer trim wheels (2) opposite direction to elevator control input, the
- Stabilizer column cutout switch column switching module makes the stabilizer electric
- Stabilizer forward cable drum trim stop. If the column switching module has a
- Stabilizer trim control cables failure, the stabilizer trim override switch lets you
- Stabilizer aft cable drum operate the stabilizer trim control switches.
- Stabilizer gearbox, jackscrew, and electric trim
actuator Stabilizer Forward Control Cable Drum
- Stabilizer
- Stabilizer trim limit switches (6) The forward cable drum moves the cables connected to
- Stabilizer trim override switch. the aft cable drum.
Stabilizer Trim Control Switches Stabilizer Trim Control Cables
The pilots operate the stabilizer trim control switches The stabilizer trim control cables connect the forward
for main electric pitch trim control. This gives control cable drum and aft cable drum together. Input
electric input to the stabilizer trim actuator. from the electric trim operation moves the aft cable
drum, which causes a back-drive of the forward control
Stabilizer Trim Wheels cable drum through the trim control cables. Manual
input from the stabilizer trim wheels moves the aft
The pilots use the stabilizer trim wheels for manual cable drum through the forward control cable drum and
27-41-CC-013 Rev 1 03/30/2000
pitch trim control. The stabilizer trim wheels move a trim control cables.
chain that turns the forward cable drum.
Stabilizer Aft Cable Drum
Stabilizer Trim Cutout Switches
The aft cable drum input moves the gearbox, jackscrew,
Pilots use the main electric or autopilot stabilizer stabilizer, and forward control cable drum.
trim cutout switches to stop the stabilizer trim
27-41-CC
- 189 -
Stabilizer Gearbox, Jackscrew, and Electric Trim
Actuator
Input from the stabilizer trim switches control the

stabilizer trim actuator. The trim actuator input moves
the stabilizer gearbox and stabilizer jackscrew. When
the jackscrew turns, the leading edge of the stabilizer
moves. The gearbox also causes a back-drive of the aft
cable drum.
Stabilizer
The stabilizer has a left, right, and center section.

It turns at a hinge point at the aft end of the center
section. A ball nut attaches to the front spar fitting
that connects to the jackscrew. The stabilizer moves to
a maximum of 4.2 degrees leading edge up and 12.9
degrees leading edge down.
Stabilizer Trim Limit Switches (6)
Cam operated trim limit switches control the stabilizer

trim range. When the stabilizer moves, a cam operates
five limit switches.
27-41-CC-013 Rev 1 03/30/2000
27-41-CC
- 190 -
HORIZONTAL
STABILIZER
HORIZONTAL
STABILIZER
STABILIZER
TRIM STABILIZER TRIM
INDICATOR (2) CONTROL SWITCH (TYP)
NOT SHOWN
STABILIZER
TRIM WHEEL (2)
COLUMN ELECTRIC JACKSCREW
SWITCHING STAB TRIM
MODULE ACTUATOR
27-41-CC-013 Rev 1 03/30/2000
AFT CABLE GEARBOX

DRUM
STABILIZER TRIM
FORWARD CONTROL CABLES
CABLE DRUM
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM - GENERAL DESCRIPTION - 2
27-41-CC
- 191 -
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- CONTROLS AND INDICATIONS
General Indications
These are the stabilizer controls and indications in The stabilizer trim indicators show stabilizer electric
the flight compartment: trim position. They are on the control stand inboard of
the trim wheels.
- Stabilizer trim switches (4)
- Stabilizer trim wheels (2)
- Stabilizer trim cutout switches (2)
- Stabilizer trim override switch
- Stabilizer trim indicators (2).
Controls
The stabilizer trim switches control the stabilizer

electric trim operation. They are on the control
wheels.
The stabilizer trim wheels control the stabilizer

manual trim operation. They are on each side of the
control stand.
The stabilizer trim cutout switches stop main electric

and autopilot trim. They are on the control stand.
The stabilizer trim override switch is a bypass for the

column cutout switches if the column cutout switches
27-41-CC-014 Rev 1 11/27/2001
have a failure. The override switch is on the aisle

stand.
27-41-CC
- 192 -
STABILIZER TRIM
SWITCHES
(2 EACH WHEEL)
APL
NOSE
DOWN
0
CG-% MAC
TAKE-OFF
10 20 30
5
10
15
APL
NOSE
CONTROL WHEEL UP
STAB TRIM
INDICATOR (2)
STAB TRIM
MAIN NORMAL AUTO
ELECT PILOT
STABILIZER
TRIM
WHEELS (2)
CUT
OUT
STABILIZER TRIM
CUTOUT SWITCHES
27-41-CC-014 Rev 1 11/27/2001
STAB TRIM CAB DOOR
OVERRIDE
CAB DOOR
UNLOCKED
STAB TRIM a
OVERRIDE NORMAL
SWITCH
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM - CONTROLS AND INDICATIONS
27-41-CC
- 193 -
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- COMPONENT LOCATION
General - Stabilizer trim actuator
- Aft cable drum
The horizontal stabilizer trim control system - Jackscrew
components are in these areas: - Stabilizer ball nut and jackscrew gearbox
- Stabilizer trim limit switches
- Flight compartment - Horizontal stabilizer.
- Tail.
These are the components in the flight compartment:
- Stabilizer trim control switches on the control

wheels (4)
- Stabilizer trim wheels on the control stand (2)
- Stabilizer trim cutout switches on the control
stand (2)
- Stabilizer trim override switch on control stand
- Stabilizer trim indicators (2).
These are the components in the forward equipment

compartment:
27-41-CC-003 Rev 1 03/30/2000
- Column switching module

- Stabilizer forward control mechanism.
Tail Components
These are the components in the tail area:
27-41-CC
- 194 -
STABILIZER
TRIM CONTROL
SWITCH
(TYP) STABILIZER LIMIT
SWITCHES
APL
NOSE
DOWN
0 JACKSCREW
CG-% MAC
TAKE-OFF
10 20 30
5
10
STAB TRIM
15 ACTUATOR
APL
NOSE GEARBOX
UP
COLUMN STAB TRIM

SWITCHING INDICATOR (2) AFT CABLE
MODULE DRUM
FWD
STABILIZER STAB TRIM
TRIM WHEEL (2) MAIN NORMAL AUTO
ELECT PILOT
HORIZONTAL STABILIZER
COMPONENTS - AFT
CUT
OUT
STABILIZER TRIM
27-41-CC-003 Rev 1 03/30/2000
CUTOUT SWITCHES
STAB TRIM CAB DOOR
OVERRIDE
CAB DOOR
UNLOCKED
a
NORMAL
STABILIZER FORWARD
CONTROL MECHANISM STAB TRIM OVERRIDE SWITCH
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM - COMPONENT LOCATION
27-41-CC
- 195 -
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- FORWARD CONTROL MECHANISM
Purpose Indication
The pilot uses the stabilizer forward control mechanism When the forward control mechanism moves, it moves a
for manual input. jackshaft through a flexible cable that transmits
motion to a linkage. The linkage moves the indicator
Location needle.
The forward control mechanism is in the flight Training Information Point

compartment and the forward equipment compartment.
The forward cable drum is on a housing that attaches to
Physical Description structure by two horizontal and two vertical suspension
points. Use the adjustable turnbuckles at these points
The forward control mechanism has these components: to align the forward mechanism and adjust the tension
in the chain and cable.
- Stabilizer trim wheels on control stand (2)
- Sprocket
- Chain assembly
- Forward cable drum.
The trim wheels and the sprocket have splines and are
on a control wheel shaft.
When the pilot turns the trim wheels, this moves the
sprocket and chain and causes movement of the forward
27-41-CC-005 Rev 1 02/11/1999
cable drum. This moves the cables that go to the aft

cable drum. The aft cable drum moves and causes
movement of the gearbox and jackscrew and the
stabilizer.
27-41-CC
- 196 -
STABILIZER TRIM
WHEEL (2)
INDICATOR APL
NEEDLE (2) NOSE
DOWN
0
CG-% MAC
TAKE-OFF
10 20 30
STABILIZER TRIM
5
WHEEL SHAFT
INDICATOR
LINKAGE 10
15
APL
NOSE
UP
FORWARD
CABLE DRUM
STAB TRIM
INDICATOR (2)
27-41-CC-005 Rev 1 02/11/1999
ADJUSTABLE TURNBUCKLES
AT HORIZONTAL AND VERTICAL
SUSPENSION POINTS (4)
FORWARD EQUIPMENT COMPARTMENT

ACCESS DOOR OPENING
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM - FORWARD CONTROL MECHANISM
27-41-CC
- 197 -
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- CUTOUT SWITCHES
Purpose Stabilizer Trim Override Switch
The stabilizer trim cutout switches and the column The stabilizer trim override switch does a bypass of
switching module disable stabilizer electric trim. The the column switching module. The pilot uses this switch
stabilizer trim override switch lets you do a bypass of to operate the electric trim if the column switching
the column switching module. module has a failure.
Location
The stabilizer trim cutout switches are on the control

stand. The column switching module is in the forward
equipment compartment. The stabilizer trim override
switch is on the P8 aisle stand.
Stabilizer Trim Cutout Switches
The pilot uses the stabilizer trim cutout switches to

stop a runaway trim condition. The MAIN ELECT stab trim
cutout switch stops the stabilizer main electric
operation. The AUTO PILOT stab trim cutout switch stops
the stabilizer autopilot operation.
Column Switching Module
The column switching module has a set of cam-operated

switches. The column switching module also has two
27-41-CC-006 Rev 1 08/16/2000
relays. When the control column moves in the opposite

direction from the stabilizer trim direction, electric
trim stops.
27-41-CC
- 198 -
STAB TRIM
MAIN NORMAL AUTO
ELECT PILOT
CUT
OUT
STABILIZER TRIM
CUTOUT SWITCHES
COLUMN
SWITCHING
MODULE
STAB TRIM CAB DOOR

27-41-CC-006 Rev 1 08/16/2000
OVERRIDE
CAB DOOR
UNLOCKED
a
NORMAL
STABILIZER TRIM OVERRIDE SWITCH (P8)
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM - CUTOUT SWITCHES
27-41-CC
- 199 -
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- STABILIZER CABLE SYSTEM
Purpose drum. When the aft cable drum moves, it gives an input
to the stabilizer forward drum and chain.
The stabilizer cables transmit the pilot force to the
forward and aft cable drums.
Location
The stabilizer cables are below the floor. They start

at the forward cable drum in the forward equipment
compartment and stop at the aft cable drum in the
empennage.
The stabilizer cables (STA) and (STB) attach to the

forward and aft cable drums. STA cable attaches to the
left, and STB cable attaches to the right side of the
forward and aft cable drums.
The pilot moves the trim wheels to control the forward

mechanism chain. This moves the stabilizer forward
cable drum and the attached cables. The cables move and
control the aft cable drum. When the aft cable drum
moves, it gives an input to the stabilizer gearbox and
27-41-CC-015 Rev 1 01/07/2002
jackscrew. As the jackscrew turns, it moves the

stabilizer.
When the pilot moves the stabilizer trim switches, the

electric trim motor controls the stabilizer gearbox and
jackscrew. This moves the stabilizer and aft cable
27-41-CC
- 200 -
STABILIZER TRIM
WHEEL (2)
STB HORIZONTAL
STABILIZER
STA
JACK SCREW
CHAIN STAB TRIM GEARBOX

ACTUATOR
STB
STA
27-41-CC-015 Rev 1 01/07/2002
FORWARD
CABLE DRUM AFT
CABLE DRUM
STB
STA
FORWARD CONTROL MECHANISM AFT COMPONENTS
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM - STABILIZER CABLE SYSTEM
27-41-CC
- 201 -
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- AFT COMPONENTS
Purpose Functional Description - Input
The horizontal stabilizer trim control system The pilot or autopilot controls the stabilizer trim
components in the aft section of the airplane move the actuator. The pilot also controls the aft cable drum
leading edge of the stabilizer position with the stabilizer trim wheels. This is the
priority for control of the stabilizer:
Location
- Manual
The horizontal stabilizer components are in section 48 - Electric
aft of the rear pressure bulkhead. - Autopilot.
Physical Description The jackscrew gearbox receives inputs from the

stabilizer manual trim wheel cables and the stabilizer
The horizontal stabilizer components are: trim actuator. The stabilizer manual trim wheel cables
turn the aft cable drum. The aft cable drum or the
- Aft cable drum stabilizer trim actuator turns gears in the gearbox to
- Gimbal (2) turn the jackscrew. When the jackscrew turns, the
- Stabilizer trim actuator leading edge of the stabilizer moves. The gimbals
- Ball nut permit fore and aft movement of the jackscrew as the
- Jackscrew stabilizer moves.
- Safety rod.
Functional Description - Brakes
The gearbox connects to the bulkhead in the fuselage by
the lower gimbal. The upper gimbal connects the ball The gearbox has two internal brakes and a mechanical
nut to the stabilizer front spar fitting. clutch. The brakes are ratchet type brakes. The clutch
lets the stabilizer manual trim wheel input do an
27-41-CC-007 Rev 1 09/09/1998
The stabilizer trim actuator is a multi-speed dc motor. override of the stabilizer trim actuator input.
It receives commands from the stab trim control switch
or the autopilot.
27-41-CC
- 202 -
SAFETY ROD
BALL NUT HORIZONTAL

STABILIZER
UPPER
GIMBAL
JACKSCREW
HORIZONTAL
STABILIZER STAB TRIM GEARBOX
ACTUATOR
ACCESS THROUGH
SECTION 48 ACCESS
AND BLOWOUT DOOR
LOWER
GIMBAL
27-41-CC-007 Rev 1 03/30/2000
AFT CABLE DRUM
STABILIZER MANUAL
TRIM WHEEL CABLES
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM - AFT COMPONENTS
27-41-CC
- 203 -
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- STABILIZER TRIM LIMIT SWITCHES
Purpose - S132 - Nose up takeoff warning switch, operates at
6.3 units
The stabilizer trim limit switches limit the range of - S115 - Nose down electric limit switch, operates
horizontal stabilizer motion. There are different at 12.5 units
limits for manual, autopilot, and for flaps up and - S144 - Nose up autopilot limit switch, operates at
flaps down. The takeoff warning switches tell the pilot 14 units.
of incorrect stabilizer position at takeoff.
NOTE: The stabilizer trim limit switches are
Location adjustable.
The stabilizer trim limit switches are on the left side

of the horizontal stabilizer jackscrew attach fitting.
The six switches are on vertical brackets attached to

structure. They are cam-operated microswitches. The cam
is on a support tube which connects to the stabilizer
center section jackscrew attach fitting.
The cam moves with the horizontal stabilizer and

operates the six switches. The switches have these
functions:
27-41-CC-010 Rev 1 02/11/1999
- S145 - Nose down autopilot and flaps not up

electric limit switch, operates at 0.25 units
- S546 - Nose down takeoff warning switch, operates
at 1 unit
- S844 - Nose down flaps up electric limit switch,
operates at 2.50 units
27-41-CC
- 204 -
HORIZONTAL
STABILIZER
TAKEOFF WARNING
(S546)
AUTOPILOT AND MAIN
ELECTRICAL LIMIT
(FLAPS NOT UP)
(S145)
FLAPS UP
ELECTRICAL
LIMIT
(S844)
NOSE DOWN LIMIT

SWITCHES (3)
FWD
TAKEOFF
WARNING
(S132)
NOSE UP LIMIT MAIN ELECTRIC

STABILIZER SWITCHES (3)
ACTUATOR LIMIT
27-41-CC-010 Rev 1 07/11/2000
(S115)
AUTOPILOT
LIMIT
(S144)
FWD
ACTUATING CAM
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM - STABILIZER TRIM LIMIT SWITCHES
27-41-CC
- 205 -
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION - ELECTRIC TRIM
General High speed trim moves the stabilizer at 0.6 units per
second.
The stabilizer trim actuator gets 115v ac, three-phase,
400 Hz. Power comes from transfer bus 2. Control power Stabilizer Trim Cut Out Switch
is 28v dc from bus 2.
If there is a stabilizer runaway condition, the pilots
Normal Sequence can use the stabilizer trim cut out switch (S272) to
stop power to the electric motor.
The pilots operate the switches on one or the other
control wheel. This sends control power to energize the Cut Out - Elevator Column Input
stab trim control relay R64 and the stab trim safety
relay R66. Three-phase ac power goes to the motor. When the pilot moves the elevator column out of the
neutral range, switches in the column cutout switch
The phase sequence relay R63 monitors for correct phase open in a direction opposite to column movement. Relays
of the 115v ac and permits control power to energize and one other set of switches let the actuator operate
the control relay. the stabilizer in the same direction as the column
movement.
The range of stabilizer trim has a limit in the two
directions by the stabilizer trim limit switches. The pilot uses the stab trim override switch to do a
bypass of the column cutout switch if the cutout switch
Trim Speed Change has a failure.
The flaps up switch (S245) controls the speed of trim

through the stab trim interlock relay (R850). The stab
trim interlock relay (R850) prevents control signals
from the stab trim actuator unless the stab trim
27-41-CC-011 Rev 1 09/08/1999
control relay (R64)is energized.
When the flaps are up, the switch is open, and low
speed trim is engaged. Low speed trim moves the
stabilizer at 0.2 units per second. When the flaps are
not up, the switch closes and sends a signal to the
stabilizer trim actuator to engage high speed trim.
27-41-CC
- 206 -
115V AC
XFR BUS 2
STAB TRIM NOT UP TRIM

ACTUATOR UP NOSE UP
CLUTCH
R63 PHASE R64 STAB TRIM R66 STAB TRIM
28V DC SEQUENCE RELAY CONTROL RELAY SAFETY RELAY S115 STAB
BUS 2 NOSE UP
J5 JUNCTION BOX
STAB TRIM LIMIT SW
CONTROL APL NOSE UP
OVERRIDE
AUTOPILOT
P6-2 CIRCUIT INPUTS
BREAKER PANEL
HIGH SPEED
FLAPS (FLAPS NOT UP)
(SAME AS NOT UP LOW SPEED
CAPT) (FLAPS UP) SPEED
S245 FLAPS CHANGE
NORMAL UP SWITCH RELAY
S135 F/O STAB S847 STAB TRIM NOT DOWN TRIM
TRIM SWITCH OVERRIDE SWITCH NORMAL NO CMD DN NOSE DN
CLUTCH
NOSE UP COLUMN AFT STAB TRIM
S844 STAB
ELEC ACTR ELECTRIC
LIMIT ACTUATOR
K3 APL NOSE DN
27-41-CC-011 Rev 1 10/13/1999
NOT DOWN
NOSE DN
K4
S134 CAPT STAB MAIN
TRIM SWITCH CUTOUT TRIM
S145 STAB
R850 STAB NOSE DOWN
STAB TRIM TRIM INTERLOCK
COLUMN FWD CUTOUT SWITCH LIMIT SW
RELAY APL NOSE DN
COLUMN CUTOUT SWITCH (P10)
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM - FUNCTIONAL DESCRIPTION - ELECTRIC TRIM
27-41-CC
- 207 -
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- STABILIZER
Purpose
The horizontal stabilizer supplies long-term pitch

control of the airplane.
Location
The horizontal stabilizer is at the aft section of the

fuselage.
The horizontal stabilizer assembly consists of a left

and right section attached to a center section.
The horizontal stabilizer moves a total of 17.1 degrees

in these directions:
- 4.2 degrees stabilizer leading edge up (airplane

nose down trim)
- 12.9 degrees stabilizer leading edge down
(airplane nose up trim).
27-41-CC-009 Rev 1 09/09/1998
27-41-CC
- 208 -
HORIZONTAL AIRPLANE
STABILIZER CENTER LINE
HORIZONTAL
STABILIZER
27-41-CC-009 Rev 1 09/09/1998
HORIZONTAL STABILIZER
HINGE CENTER LINE
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM - STABILIZER
27-41-CC
- 209 -
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION
Manual Operation - Stabilizer Trim Switches mach trim actuator moves because of the neutral shift
rod input, it operates as a link and turns the elevator
The pilots operate the stabilizer trim control switches feel and centering unit housing. This makes a new
for main electric pitch trim control. The switches are neutral position for the elevators.
on the outboard side of each control wheel. This gives
electric input to the stabilizer trim actuator. The Each rod also gives protection in two directions (push
motor operates and turns the gearbox and stabilizer or pull) if there is jam between the stabilizer and the
jackscrew. The stabilizer has pivot attachments at each elevator feel and centering unit. The pilot must supply
rear spar. A ball nut attached to the front spar moves 180 pounds more force to extend or compress the springs
the stabilizer to a maximum of 4.2 degrees leading edge in the rods. The breakout force of each rod is 90
up and 12.9 degrees leading edge down. pounds.
During electric trim operation if the pilot gives an See the elevator and tab control system section for
opposite direction control column input, the column more information on the elevator operation (ATA 27-31).
cutout switches stop the stabilizer electric trim.
Manual Operation - Stabilizer Trim Wheels
The pilots use the stabilizer trim wheels for manual

pitch trim control. The wheels are on each side of the
control stand. Operation of the stabilizer trim wheels
moves a chain that turns the forward cable drum. The
forward cable drum moves the cables connected to the
aft cable drum. When the aft cable drum moves, it moves
the gearbox, jackscrew, and stabilizer.
27-41-CC-012 Rev 1 09/09/1998
Elevator Neutral Shift Input
The elevator neutral shift rods are pogo type control

rods with an internal spring. When the stabilizer
moves, it moves the two elevator neutral shift rods.
The neutral shift rods move a torque tube and crank
assembly, which moves the mach trim actuator. When the
27-41-CC
- 210 -
HORIZONTAL
STABILIZER
ELEVATOR
HORIZONTAL
STABILIZER
STABILIZER TRIM
CONTROL SWITCH MACH TRIM
(TYP) ACTUATOR
STABILIZER
TRIM WHEEL (2)
COLUMN ELECTRIC
SWITCHING JACKSCREW
STAB TRIM
MODULE ACTUATOR ELEVATOR
NEUTRAL
AFT CABLE
27-41-CC-012 Rev 1 03/30/2000
SHIFT RODS
DRUM GEARBOX
STABILIZER TRIM ELEVATOR

FORWARD CONTROL CABLES
CABLE DRUM CONTROL CABLES
HORIZONTAL STABILIZER TRIM CONTROL SYSTEM - FUNCTIONAL DESCRIPTION
27-41-CC
- 211 -
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- INTRODUCTION
Purpose
The rudder controls the flight attitude of the airplane

around the vertical axis.
Location
The rudder has hinges aft of the rear spar of the

vertical stabilizer.
Yaw control
The pilots control a yaw input with the rudder pedals.

When the yaw damper engages, it makes small yaw
corrections. During yaw damper operation, there is no
feedback to the rudder pedals.

SMC - stall management computer
Hz - hertz
v - volt
ac - alternating current
EHSV - electrohydraulic servo valve
27-21-CC-001 Rev 1 09/09/1998
vlv - valve
soln - solenoid
27-21-CC
- 212 -
VERTICAL
STABILIZER
RUDDER
YAW
27-21-CC-001 Rev 1 09/09/1998
VERTICAL
AXIS
RUDDER AND RUDDER TRIM CONTROL SYSTEM - INTRODUCTION
27-21-CC
- 213 -
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- GENERAL DESCRIPTION - 1
General Yaw Damper System
The pilot uses the rudder pedals or the rudder trim The yaw damper keeps the airplane stable around the
control knob to control the rudder. The yaw damper vertical axis. When the yaw damper system engages, it
system automatically controls the rudder. gives input to the main PCU. During normal operation
the yaw damper coupler (YDC) supplies commands, and the
Manual Operation - Rudder Pedals integrated flight systems accessory unit supplies an
engage signal to the main rudder PCU. There is no yaw
The flight crew uses the rudder pedals to control the damper operation during manual reversion.
rudder through these components:
See the yaw damper system section for more information
- Forward quadrants (ATA 22-23).
- Control cables
- Aft quadrant and output rod Rudder Pressure Reducer
- Feel and centering unit
- Main rudder PCU. The rudder pressure reducer (RPR) decreases hydraulic
system A pressure to the main PCU during flight and
Movement of the feel and centering unit also gives a gives full system A pressure during takeoff and
backdrive of the rudder pedals through the rudder landing.
control system.
See the rudder pressure reducer section for more
Manual Operation - Rudder Trim information (ATA 27-21).
The rudder trim control knob and the trim actuator let Rudder Pressure Limiter
the flight crew remove unwanted rudder pedal forces.
When the pilot moves the rudder trim control knob on The rudder pressure limiter (RPL) decreases hydraulic
27-21-CC-002 Rev 1 09/09/1998
the aisle stand, the control sends a signal to the system B pressure in the main PCU during flight and
rudder trim actuator. The rudder trim actuator moves gives full system B pressure during takeoff and
the feel and centering unit. This also causes a landing.
backdrive of the rudder pedals. This movement gives an
input to the rudder PCU. Rudder PCU movement See the main rudder PCU section for more information
mechanically moves the rudder. (ATA 27-21).
27-21-CC
- 214 -
STANDBY PCU
RUDDER PEDALS AND
FORWARD QUADRANTS RUDDER FEEL AND
CENTERING UNIT
MAIN PCU
RUDDER TRIM
15 10 5 0 5 10 15
RUDDER TRIM
LEFT
AILERON
RIGHT
ACTUATOR
NOSE
LEFT
R
NOSE
RIGHT RUDDER
U
D
LEFT RIGHT D
WING WING E
DOWN DOWN R
AILERON/RUDDER YAW DAMPER YAW DAMPER

TRIM PANEL (P8) COMMAND ENGAGE
27-21-CC-002 Rev 1 09/05/1999
YAW DAMPER INTEGRATED

COUPLER FLIGHT SYSTEMS
ACCESSORY UNIT
LEGEND
ELECTRICAL
MECHANICAL
RUDDER AND RUDDER TRIM CONTROL SYSTEM - GENERAL DESCRIPTION - 1
27-21-CC
- 215 -
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- GENERAL DESCRIPTION - 2
General Rudder Feel and Centering Unit
These are the components of the rudder control system: The feel and centering unit gives feel forces to the
rudder pedals.
- Rudder pedals (4) and forward quadrants (2)
- Left and right rudder control cables, RA and RB During electric trim operation the pilots move the
- Rudder aft control quadrant rudder trim control on the aisle stand, which sends a
- Rudder feel and centering unit signal to the rudder trim actuator. The rudder trim
- Main rudder power control unit actuator moves the rudder feel and centering unit. This
- Standby rudder power control unit moves the rudder torque tube and the main and standby
- Rudder. rudder PCU input rods. This causes a backdrive of the
rudder pedals to the new commanded position. The trim
Rudder Pedals and Forward Quadrants actuator movement also makes a new neutral position for
the feel and centering unit.
The rudder pedals move the forward control rods and bus
rods, which move the rudder forward quadrants. Main Rudder Power Control Unit
Rudder Control Cables The main rudder PCU piston moves and controls the
rudder position.
The rudder forward quadrants move the RA and RB rudder
cables. The cables move the rudder aft control Standby Rudder Power Control Unit
quadrant.
When the standby rudder system operates, the standby
Rudder Aft Control Quadrant rudder PCU piston moves and controls the rudder
position.
The aft control quadrant moves the rudder quadrant
27-21-CC-016 Rev 1 08/27/1999
output rod, which supplies an input to the rudder feel Rudder

and centering unit, torque tube, and input rods for the
main and standby rudder PCUs. The rudder attaches to the trailing edge of the
vertical stabilizer and moves left or right to control
yaw.
27-21-CC
- 216 -
RUDDER
STANDBY RUDDER PCU

RUDDER MAIN RUDDER PCU
AFT CONTROL
QUADRANT
RUDDER FEEL AND

CENTERING UNIT
RA
RB RUDDER
RUDDER FORWARD CONTROL
CONTROL QUADRANT (2) CABLES
RUDDER
27-21-CC-016 Rev 1 08/27/1999
PEDAL (4)
RUDDER AND RUDDER TRIM CONTROL SYSTEM - GENERAL DESCRIPTION - 2
27-21-CC
- 217 -
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- CONTROLS AND INDICATIONS
General
These are the rudder controls and indications in the

flight compartment:
- Rudder pedals (4)

- Rudder pedal adjustment crank
- Rudder trim control
- Rudder trim indicator.
Controls
The rudder pedals control the rudder. The rudder pedals

are in front of the elevator control columns.
The rudder pedal adjustment crank lets the you adjust

the rudder pedals for your body.
The rudder trim control controls the rudder electric

trim. The control is on the aileron/rudder trim panel
on the P8 aft electronic panel.
Indications
The rudder trim indicator shows electric trim position.

It is on the aileron/rudder trim panel on the P8 aft
27-21-CC-017 Rev 1 11/27/2001
electronic panel.
27-21-CC
- 218 -
RUDDER
PEDALS PEDAL
ADJUSTMENT
CRANK (2)
RUDDER PEDALS
RUDDER TRIM
15 10 5 0 5 10 15
RUDDER
POSITION
LEFT RIGHT
INDICATOR
AILERON
27-21-CC-017 Rev 1 11/27/2001
NOSE NOSE
LEFT R RIGHT
U
D RUDDER TRIM
LEFT RIGHT D CONTROL
WING WING E
R
DOWN DOWN
P8 AFT ELECTRONIC PANEL AILERON/RUDDER TRIM PANEL (P8)
RUDDER AND RUDDER TRIM CONTROL SYSTEM - CONTROLS AND INDICATIONS
27-21-CC
- 219 -
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- COMPONENT LOCATION
General Vertical Stabilizer
The rudder components are in these locations: The vertical stabilizer has these rudder components:
- Flight compartment - Rudder aft quadrant

- Forward equipment compartment - Rudder torque tube
- Horizontal stabilizer compartment - Rudder feel and centering unit
- Vertical stabilizer. - Rudder trim actuator
- Main rudder PCU
Flight Compartment Components - Standby rudder PCU
- Rudder.
The flight compartment has these rudder components:
- Rudder pedals (4)

- Rudder trim control knob and rudder trim indicator
on the aileron/rudder trim panel.
The forward equipment compartment has these rudder

components:
- Rudder forward quadrant (2)

- Control rods (4)
- Bus rod.
27-21-CC-003 Rev 1 09/09/1998
Horizontal Stabilizer Compartment
The pressure reducer bypass valve is in the horizontal

stabilizer compartment.
27-21-CC
- 220 -
VERTICAL RUDDER
STABILIZER
STANDBY
RUDDER
RUDDER PCU
RUDDER
AFT QUADRANT MAIN
RUDDER
PCU
RUDDER
FEEL AND
CENTERING
UNIT
RUDDER
TORQUE
TUBE
PRESSURE REDUCER FWD
RUDDER BYPASS VALVE
PEDALS RUDDER TRIM
ACTUATOR
RUDDER
RUDDER AFT
FORWARD CONTROL QUADRANT
ROD (4)
RUDDER
FORWARD RUDDER TRIM
27-21-CC-003 Rev 1 07/25/2000
15 10 5 0 5 10 15
QUADRANT (2) LEFT RIGHT

AILERON
NOSE NOSE
LEFT RIGHT
R
U
D
LEFT RIGHT D
WING WING E
DOWN DOWN R
RUDDER
FWD BUS ROD AILERON/RUDDER
TRIM PANEL (P8)
RUDDER AND RUDDER TRIM CONTROL SYSTEM - COMPONENT LOCATION
27-21-CC
- 221 -
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- RUDDER PEDALS AND FORWARD QUADRANTS
Purpose bus rod and makes the other pair of pedals move
equally.
The pilots use the rudder pedals to command a yaw
control through the rudder forward quadrants. You can adjust the rudder pedals to fit your body size.
When you move the crank, the crank moves the yoke. This
Location moves your pair of pedals, but will not affect the
other pair of pedals.
The rudder pedals are in the flight compartment. The
rudder pedal support and forward quadrant assemblies
are in the forward equipment compartment.
Each pedal assembly has these components:
- Pedals (2)
- Pedal arm (2)
- Pushrods (2)
- Yoke
- Jackshaft
- Forward quadrant
- Bus rod
- Adjustment crank
- Adjustment flexshaft
- Pedal adjustment nut.
27-21-CC-004 Rev 1 09/09/1998
The pedals of each pair move in opposite direction to

each other. When the pedals move, they move the
pushrods and the jackshaft yoke. This moves the
jackshaft and the forward quadrant. This also moves the
27-21-CC
- 222 -
RUDDER
PEDAL
ADJUSTMENT
CRANK (2)
RUDDER
PEDAL (4)
PEDAL RUDDER
ARM (4) FORWARD
QUADRANT (2)
PUSHROD (4)
27-21-CC-004 Rev 1 09/09/1998
FWD
YOKE (2)
RUDDER
FLEXSHAFT (2) BUS ROD CABLES
JACKSHAFT
ASSEMBLY (2)
RUDDER AND RUDDER TRIM CONTROL SYSTEM - RUDDER PEDALS AND FORWARD QUADRANTS
27-21-CC
- 223 -
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- RUDDER CABLE SYSTEM
Purpose
The rudder cables transmit the pilot input to the

rudder PCUs.
Location
The rudder cables are under the floor. They start at

the rudder forward quadrants above the nose landing
gear and stop at the rudder aft quadrants in the
empennage.
The rudder control cables attach to the forward and aft

quadrants. The RB rudder cables move the rudder right.
The RA rudder cables move the rudder left.
The pilot moves the rudder pedals to control the

forward quadrant. This moves the rudder forward
quadrants and the attached cables. The cables move and
control the position of the rudder quadrant output rod
through the rudder aft quadrant. When the output rod
moves, it gives an input to the PCU torque tube. The
27-21-CC-018 Rev 1 01/07/2002
torque tube moves the main and standby rudder PCU input
rods. Each PCU rod end moves and controls the rudder
position.
27-21-CC
- 224 -
RUDDER
RUDDER
STANDBY
RUDDER PCU
INPUT ROD
RUDDER
TORQUE
TUBE
RUDDER RUDDER
AFT QUADRANT MAIN PCU
INPUT RODS
RUDDER FWD
PEDAL (4)
(RB)
RUDDER
CABLES (RA)
27-21-CC-018 Rev 1 01/07/2002
RUDDER
FORWARD
QUADRANT (2)
(RA)
(RB)
RB = RUDDER RIGHT CABLES
RA = RUDDER LEFT CABLES
RUDDER AND RUDDER TRIM CONTROL SYSTEM - RUDDER CABLE SYSTEM
27-21-CC
- 225 -
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- AFT COMPONENTS
Purpose input lever disconnect. If there is a jam in the PCU
input path, pilot rudder pedal input continues to turn
The aft rudder control components transmit rudder pedal the torque tube and move the spring loaded roller out
input to the hydraulic power control units. of the cam. A minimum of 18 pounds of pedal force is
necessary to operate the override assembly for breakout
Location during a jam. The pilot uses the rudder pedals to move
the rudder back to neutral for rudder deflection caused
The aft rudder control components are in the vertical by a single PCU rate jam. The overrides can operate
stabilizer forward of the hydraulic PCUs. during high cycle use and go back to the original
position after movement.
There are these aft rudder control components:
- Rudder aft quadrant

- Quadrant pushrod
- Input override assembly (3)
- Rudder control torque tube and cranks.
When the rudder cables move, they move the aft control
quadrant. This moves the quadrant output rod and the
torque tube and cranks. When the rudder control torque
tube turns, it moves the input rods to the main PCU and
to the standby PCU. It also turns the feel and
27-21-CC-005 Rev 1 09/09/1998
centering unit out of the detent position.
There are override assemblies on each of the three

inputs to the hydraulic PCUs. There are two inputs for
the main PCU and one input for the standby PCU.
Override assemblies in each of the input paths permit
operation during failures like a PCU valve jam or PCU
27-21-CC
- 226 -
VERTICAL FWD
STABILIZER
RUDDER
CAM SPRING
ROLLER
STANDBY
RUDDER PCU
INPUT ROD
TORQUE
TUBE
OVERRIDE ASSEMBLY - BOTTOM VIEW
(TURNED 90 DEGREES)
OVERRIDE
ASSEMBLY (3)
RUDDER FEEL AND RUDDER

CENTERING UNIT MAIN PCU
RUDDER
AFT QUADRANT INPUT RODS
27-21-CC-005 Rev 1 09/09/1998
CRANK (5)
RUDDER RUDDER
CABLES QUADRANT
OUTPUT ROD FWD
RUDDER AND RUDDER TRIM CONTROL SYSTEM - AFT COMPONENTS
27-21-CC
- 227 -
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- RUDDER FEEL AND CENTERING UNIT
Purpose switches, mechanical stops at the stroke ends, and a
brake to put a limit on overcoast.
The rudder feel and centering unit gives artificial
feel to the rudder pedals, puts the input to the PCU at Functional Description
center, and transmits trim inputs to the aft control
components. The centering springs hold the roller in the center of
the cam. When the rudder pedals move, the cam turns
Location with the shaft and moves the roller up on the cam. This
compresses the springs and supplies feel force to the
The rudder feel and centering unit is in the vertical pilot.
stabilizer on the bottom of the torque tube.
When the pilots release the rudder pedals, the spring
Physical Description force causes the roller to move to the cam detent. The
system is now at the neutral trim position.
The rudder feel and centering unit has these
components: During trim operation the electrical trim actuator
piston moves the frame. The springs keep the roller in
- Support shaft the center of the cam, and thus the shaft and crank
- Crank cause a backdrive of the torque tube. This gives an
- Frame input to the rudder PCUs to move the rudder. It also
- Spring (2) moves the rudder pedals and supplies rudder trim
- Cam indication on the P8 control stand.
- Roller
- Roller arm.
The cam attaches to the shaft with bolts. A cam roller

27-21-CC-006 Rev 1 09/09/1998
attaches to the roller arm, which attaches to the

support. The two springs connect the roller arm with
the support.
The rudder trim actuator connects to a fixed bracket

and the frame. The trim actuator is a 115v ac, 400Hz
single-phase, reversible motor. The motor has limit
27-21-CC
- 228 -
CENTERING
SPRING (2)
FRAME FWD
CENTERING CAM ROLLER

CAM ARM RUDDER AFT
COMPONENTS
CRANK
CAM
ROLLER
TRIM TRIM
ACTUATOR ACTUATOR
27-21-CC-006 Rev 1 09/09/1998
TORQUE TORQUE TUBE FWD

TUBE LOWER CRANK
RUDDER FEEL AND CENTERING UNIT - VIEW FROM TOP RUDDER FEEL AND CENTERING UNIT
RUDDER AND RUDDER TRIM CONTROL SYSTEM - RUDDER FEEL AND CENTERING UNIT
27-21-CC
- 229 -
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- RUDDER TRIM ACTUATOR
Purpose If there is an electric failure to the trim indication,
an OFF flag shows. When the rudder trim indicator has a
The rudder trim control operates the electrical trim failure, the trim function stays available.
actuator. The trim actuator changes the neutral
position of the rudder and the rudder pedals. Training Information Point
Location There must be hydraulic pressure to the PCUs for the

trim input to move the rudder.
The rudder trim control and indicator are on the
aileron/rudder trim panel.
The rudder trim actuator is in the vertical stabilizer

and connects to the rudder feel and centering unit.
The rudder trim control operates the two rudder trim

switches. They are part of the aileron/rudder trim
panel.
The pilot controls the rudder trim with the rudder trim
control. The switches control the rudder trim actuator.
The rudder trim can operate at all times when

27-21-CC-011 Rev 1 09/09/1998
electrical power is available. There are two internal

switches in the control. One switch connects to supply
power and controls rudder trim direction. The other
switch connects to ground.
The rudder trim indicator shows the trim in units. A

screw on the back of the indicator is for adjustment.
27-21-CC
- 230 -
RUDDER TRIM
15 10 5 0 5 10 15
LEFT RIGHT
AILERON
NOSE NOSE
LEFT RIGHT
R
U
RUDDER TRIM
LEFT RIGHT
D
D INDICATOR
WING
DOWN
WING
DOWN
E
R (P8)
28V AC
XFR BUS 1
AILERON/RUDDER RUDDER TRIM
TRIM PANEL (P8) INDICATOR POSITION
TRANSDUCER
115V AC
XFR BUS 1
RUDDER TRIM CONTROL
CONTROL CONTACTS
P6 CB PANEL
NOSE NOSE
LEFT RIGHT
GROUNDING RUDDER TRIM ACTUATOR

CONTACTS
AILERON/RUDDER
TRIM PANEL (P8)
27-21-CC-011 Rev 1 09/09/1998
FWD
RUDDER TRIM ACTUATOR

RUDDER AND RUDDER TRIM CONTROL SYSTEM - RUDDER TRIM ACTUATOR
27-21-CC
- 231 -
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- PRESSURE REDUCER BYPASS VALVE
Purpose You can move the lever to the high pressure position
when it is straight with the valve body. In this
The pressure reducer (RPR) bypass valve decreases the position the RPR bypass valve is always at the high
system A hydraulic pressure available to the main pressure position. This position permits dispatch of
rudder PCU for some flight requirements. some conditions.
Location
The RPR bypass valve is at station (bulkhead) 1104 in

the aft fuselage below the vertical stabilizer. It is
above and to the left aft side of the bulkhead. Access
to the RPR bypass valve is through the stabilizer
compartment access door lower left section 48.
The RPR bypass valve has three hydraulic ports. Two

input ports connect to system A pressure and return.
One output port supplies system A pressure to the
rudder PCU. The RPR has these parts:
- Inlet filter
- Solenoid operated valve
- Pressure reducer valve
- Pressure transducer
- Manual Lever.
27-21-CC-014 Rev 1 03/18/1999
The RPR bypass valve has a manual override lever. A

safety wire holds the lever to the normal position.
Normal position is when the lever is vertical with the
valve. The normal position lets the yaw damper coupler
control the solenoid and do a regulation of the output
pressure.
27-21-CC
- 232 -
MANUAL LEVER
(NORMAL POSITION)
PRESSURE
REDUCER
VALVE
PRESSURE
TRANSDUCER
27-21-CC-014 Rev 1 03/18/1999
FWD
INLET FILTER
(NOT SHOWN)
SOLENOID
VALVE
RUDDER AND RUDDER TRIM CONTROL SYSTEM - PRESSURE REDUCER BYPASS VALVE
27-21-CC
- 233 -
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- PRESSURE REDUCER BYPASS VALVE - FUNCTIONAL
Purpose - More than 25% difference between N1 on engine 1 and
engine 2
The pressure reducer (RPR) bypass valve decreases the - FLT CONTROL B LOW PRESSURE light is on.
system A hydraulic pressure available to the main
rudder PCU for some flight requirements. System A low pressure is used for the rudder PCU for
all other flight conditions. When the YDC senses low
Functional Description system A pressure, and there is a full pressure
command, the FCM system A low pressure light comes on.
The yaw damper coupler (YDC) controls and monitors the
hydraulic A pressure to the rudder PCU. This function The BITE test for the RPR bypass valve is in the yaw
has no effect on yaw damper operation. The YDC uses the damper section. See the yaw damper system section for
radar altimeter and N1 engine RPM to control the more information (ATA 22-23).
solenoid valve of the RPR bypass valve. The YDC sends
the same command to control the rudder pressure limiter
(RPL) solenoid valve on the main rudder PCU.
See the main rudder PCU functional description section

for more information about the RPL (ATA 27-21).
When the airplane does a climb above 1000 feet the

solenoid energizes and moves the solenoid valve. This
sends hydraulic pressure to move the RPR bypass valve
to the decreased pressure position. This causes an
output pressure decrease from 3000 psi to 1800 psi. The
solenoid stays energized during the flight until 700
feet on descent.
27-21-CC-015 Rev 1 03/18/1999
The RPR bypass valve gives a system A high pressure

command for the rudder PCU during these conditions:
- Takeoff at less than 1000 feet

- Landing at less than 700 feet
27-21-CC
- 234 -
TO MAIN RUDDER PCU SYSTEM A

RUDDER PRESSURE
LIMITER SOLENOID
>1000 FT ON TAKEOFF
>700 FT ON DESCENT
DECREASED INLET
PRESSURE FILTER
<1000 FT ON TAKEOFF PRESSURE

NORMAL REDUCER
<700 FT ON LANDING PRESSURE VALVE
S
>25% N1 DIFF
BETWEEN ENG 1 & 2 SOLENOID
VALVE
FLT CONTROL B
LOW PRESSURE
YAW DAMPER COUPLER (E1-3)
PRESSURE
TRANSDUCER
27-21-CC-015 Rev 1 09/05/1999
M2330 PRESSURE REDUCER

LOW
a BYPASS VALVE
PRESSURE
SYSTEM A TO MAIN RUDDER
FLIGHT CONTROL PCU SYSTEM A
LOW PRESS LIGHT PRESSURE PORT
RUDDER AND RUDDER TRIM CONTROL SYSTEM - PRESSURE REDUCER BYPASS VALVE - FUNCTIONAL DESCRIPTION
27-21-CC
- 235 -
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- MAIN RUDDER POWER CONTROL UNIT
Purpose move the input cranks to do a null of the input valves.
This stops the PCU movement at the correct position.
The main rudder power control unit (PCU) uses hydraulic
power to move the rudder. The yaw damper solenoid valve sends pressure to the yaw
damper EHSV when the yaw damper system is in operation.
Location The yaw damper EHSV sends pressure to move the yaw
damper actuator.
The main rudder PCU is above the rudder feel and
centering unit in the vertical stabilizer. To get When the rudder pressure limiter (RPL) solenoid valve
access to the PCU, remove the panel on the left side of operates, it sends pressure to the rudder pressure
the vertical fin. limiter relief valve.
Physical Description The force fight monitor (FFM) finds opposite pressure
on the A and B sides of the tandem actuator. The FFM
The PCU has these parts: output pressurizes the standby PCU.
- Housing connected to structure

- Piston connected to the rudder
- Input and summing cranks
- Yaw damper solenoid valve
- Yaw damper EHSV
- Rudder pressure limiter (RPL) solenoid valve
- Rudder pressure limiter (RPL) relief valve
- Force fight monitor (FFM).
27-21-CC-007 Rev 1 09/09/1998
When the pilot moves the rudder pedals, the rudder

input rods move. The upper rod moves the A control
valve, and the lower input rod moves the B control
valve. This moves the external summing levers and the
input cranks and causes the PCU piston to move the
rudder. As the PCU piston moves, the summing levers
27-21-CC
- 236 -
INPUT ROD A FWD
INPUT ROD B
FORCE FIGHT MONITOR (FFM)
(VIEW LOOKING FROM THE LEFT)
RUDDER PRESSURE LIMITER

YAW DAMPER (RPL) SOLENOID VALVE
SOLENOID
VALVE YAW DAMPER RUDDER
SYSTEM B EHSV
RETURN
SYSTEM B PCU
PRESSURE PISTON
SYSTEM A
PRESSURE
SYSTEM A
RETURN
PCU SUPPORT
BRACKET
27-21-CC-007 Rev 1 07/11/2000
INPUT
CRANK (2)
TORQUE TUBE
INPUT SUMMING
FWD ROD (2) LEVER (2)
(VIEW LOOKING DOWN)
RUDDER AND RUDDER TRIM CONTROL SYSTEM - MAIN RUDDER POWER CONTROL UNIT
27-21-CC
- 237 -
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- MAIN RUDDER PCU - FORCE FIGHT MONITOR
27-21-CC-020 Rev 1 09/09/1998
27-21-CC
- 238 -
Purpose Pressure transducers measure the operation pressures of
system A and system B actuator pistons. There is one
The force fight monitor (FFM) finds opposite pressure pressure transducer for each cylinder port.
between the A and B sides of the main rudder PCU tandem
actuator. The FFM output pressurizes the standby rudder Comparators find the differential pressure between the
PCU. This makes sure there is continued rudder main rudder PCU cylinder ports C1 and C2 and cylinder
operation for failures in the main rudder PCU. ports C3 and C4. There is one comparator for system A
and one for system B. There is also one comparator for
The STBY RUD ON light on the flight control panel comes delta-delta pressure.
on during operation of the standby rudder by the FFM.
The differential pressure of C1 and C2 is compared to
See the standby hydraulic system indication section for the differential pressure of C3 and C4. This total
more information about the STBY RUD ON light operation value is the delta-delta pressure. Delta-delta pressure
(ATA 29-30). is the sum of the algebraic equation (C1 - C2) - (C3 -
C4).
Location
When the delta-delta pressure is more than 3150 psi for
The FFM is part of the main rudder PCU. more than 5 seconds, the FFM latches a circuit and
gives a ground for the K1 auto standby relay in the P5-
The FFM is not an LRU. 3 flight control panel. The FFM stays latched until its
power supply is off.
A conditioned delta-delta pressure signal gives an
The FFM has these components: interface to do tests at the FFM maintenance test
connector on the E3-5 rack.
- Pressure transducers (4)
27-21-CC-020 Rev 1 09/09/1998
- Comparators (3) Differential Pressure Monitoring

- Latching circuit
- Signal conditioning. During normal operation hydraulic pressures go to the
two pistons to extend or retract the tandem actuator
Functional Description rod and move the rudder. These two hydraulic pressures
operate together to move the pistons in the same
The FFM finds control valve input disconnects or jams. direction.
27-21-CC
- 239 -
If there is a failure or jam in the control input to the
main PCU, the two hydraulic pressures can go to the two
pistons in opposition to each other. This makes one
piston pressurized to extend while the other piston
pressurizes to retract. This causes a force fight that
the FFM switch finds when the difference between the
two differential pressures across the pistons is more
than 3150 psid for more than 5 seconds.
The FFM switch latches in the closed position when

there is a force fight. The FFM switch does a reset to
the open position when you open CB 1628 on the P6-2
panel to remove electrical power.
You measure the voltage at the connector pins to do

tests on the FFM. The base voltage is 5v dc when the
delta-delta pressure is 0 psid. The variation is 800
psid per volt. A -800 psid gives 4v dc, and a +1600 psid
gives 7v dc.
27-21-CC-020 Rev 1 09/09/1998
27-21-CC
- 240 -
28V DC
BUS 2 FORCE FIGHT MONITOR
(FFM)
FORCE
FIGHT
MON
P6-2 CB PANEL
1
K1 AUTO STBY
RELAY (P5-3) 5S
THRESHOLD,
P SIGNAL TIME DELAY AND
CONDITIONING LATCH CIRCUIT
MAINT TEST
CONN (E3-5) COMPARATOR (3)
PRESS PRESS PRESS PRESS

XDCR XDCR XDCR XDCR
SYS A SYS B
27-21-CC-020 Rev 1 03/18/1999
C4 C3 C2 C1
RUDDER
LEGEND
HYDRAULIC
ELECTRICAL TANDEM ACTUATOR 1 SET & LATCH IF
P DELTA-DELTA P >3150 PSI
PRESSURE MAIN RUDDER PCU FOR 5 SECS
RUDDER AND RUDDER TRIM CONTROL SYSTEM - MAIN RUDDER PCU - FORCE FIGHT MONITOR
27-21-CC
- 241 -
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- MAIN RUDDER PCU - FUNCTIONAL DESCRIPTION
27-21-CC-019 Rev 1 09/09/1998
27-21-CC
- 242 -
Physical Description hydraulic lock, and lets the other hydraulic system
with pressure move the actuator. This also gives gust
The PCU housing contains: dampening on the ground.
- Tandem actuator The PCU has a force fight monitor (FFM) that finds
- Bypass valve (2) opposite pressure on the A and B sides of the tandem
- Control valve (2) actuator. The FFM output pressurizes the standby PCU.
- Inlet filter (2)
- Yaw damper actuator See the main rudder PCU force fight monitor section for
- Yaw damper LVDT more information about the FFM (ATA 27-21).
- Yaw damper solenoid valve
- Yaw damper EHSV Rudder Authority Limiter
- Load limiter cross-port relief valve
- Load limiter solenoid valve The rudder authority limiter function puts a limit on
- Cross-port relief valve (2) rudder authority during cruise flight. It gives full
- Force fight monitor (FFM). system pressure for takeoff, landing, and some failure
conditions. Control of rudder pressure is by a rudder
Functional Description pressure reducer (RPR) bypass valve in the tail
compartment and a rudder pressure load limiter (RPL)
When each hydraulic system pressure is on, hydraulic cross-port relief valve that is a part of the main PCU.
pressure moves each bypass valve to the normal The yaw damper coupler (YDC) operates a solenoid valve
position. Pressure from system A goes to control valve to control the RPR bypass valve and a solenoid valve to
A, and pressure from system B goes to control valve B. control the RPL valve.
When the pilot gives an input to the rudder system, the
control valves move and send pressure to the tandem When the load limiter solenoid valve energizes from YDC
actuator. This moves the PCU piston and the rudder. command, it sends pressure to the lock pistons in the
27-21-CC-019 Rev 1 09/09/1998
RPL valve. The lock pistons move and release the

The summing levers do a null of the control valves when modulating valve in the RPL. The modulating valve
the rudder moves to the selected position. decreases system B pressure to the B side of the tandem
actuator to approximately 2200 psi.
When hydraulic system A or B pressure goes off, the
related bypass valve moves to the bypass position. This When the RPR solenoid valve energizes from YDC command,
connects the two sides of the piston, prevents a the RPR decreases the system A pressure that goes to
27-21-CC
- 243 -
the A side of the tandem actuator to approximately 1800 See the yaw damper system section for more information
psi. (ATA 22-23).
The total rudder output force is now approximately 67%

of normal operation pressure. This decreases rudder
authority at blowdown.
See the rudder pressure reducer (RPR) bypass valve

functional description section for more information
about the RPR (ATA 27-21).
The cross-port relief valves release pressure that is

too much in the A side of the PCU. When the RPL is not
energized, it operates as a cross-port relief valve, to
release pressure that is too much in the B side of the
PCU.
Yaw Damper
When the yaw damper system operates, it gives input to

the main PCU yaw damper solenoid valve. The solenoid
valve moves and sends pressure from system B to the
electrohydraulic servo valve (EHSV). When the EHSV
moves, it sends pressure to move the yaw damper
actuator. The yaw damper actuator input mechanically
adds to the pilot input. Then the control valves move
27-21-CC-019 Rev 1 09/09/1998
and send pressure to the tandem actuator. This moves

the PCU piston and the rudder.
Rudder input from the yaw damper does not cause a

backdrive of the rudder pedals.
27-21-CC
- 244 -
YAW DAMPER
LVDT
YAW DAMPER YAW DAMPER
ACTUATOR EHSV
YAW DAMPER
INTERNAL SOLENOID
SUMMING LEVER
S
SYSTEM
A CONTROL CONTROL
VALVE A VALVE B SYSTEM
B
PRESSURE INTERNAL
REDUCER SUMMING LVR INLET
BYPASS FILTER
VALVE (RPR) BYPASS
VALVES INLET
CHECK
INLET VALVE
FILTER
INLET
CHECK RUDDER
VALVE TANDEM C4 C3 C2 C1
ACTUATOR
S
LOAD LIMITER
SOLENOID
CROSS-PORT
27-21-CC-019 Rev 1 03/18/1999
RELIEF VALVES
LOAD LIMITER B SYS

CROSS-PORT A SYS EXTERNAL
RELIEF VALVE EXTERNAL SUMMING
(RPL) SUMMING LEVER
FORCE FIGHT MONITOR LEVER
RUDDER AND RUDDER TRIM CONTROL SYSTEM - MAIN RUDDER PCU - FUNCTIONAL DESCRIPTION
27-21-CC
- 245 -
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- STANDBY RUDDER POWER CONTROL UNIT
Purpose - Airplane is in the air or wheel speed is more than
60 knots
The standby rudder power control unit (PCU) uses - TE flaps are not up
alternate hydraulic power to move the rudder. - Rudder pressure reducer (RPR) has a failure to low
pressure
Location - The force fight monitor (FFM) in the main rudder
PCU (MPCU) finds force fight in the MPCU
The standby rudder PCU is above the main rudder PCU in - System A or system B flight control switches are
the vertical stabilizer. ON.
Physical Description When the pilot moves the rudder pedals, the rudder
input rod moves. This moves the input crank and control
The standby rudder PCU has these parts: valve slide. This causes the PCU housing to move the
rudder. As the PCU housing moves, the input crank moves
- Housing connected to the rudder to the null position. This stops the PCU movement at
- Piston connected to structure the correct rudder position.
- Input crank.
The standby rudder PCU gets alternate hydraulic power

from the standby hydraulic pump. The standby hydraulic
pump supplies power when system A or system B flight
control switch is in the STDBY RUD position. The
standby rudder shutoff valve on the standby hydraulic
system module controls pressure to the standby rudder
27-21-CC-008 Rev 1 09/09/1998
PCU. See the standby hydraulic system section for more

information (ATA 29-22).
The standby hydraulic pump supplies pressure to the

standby rudder PCU for these conditions:
- System A or system B has low pressure
27-21-CC
- 246 -
PCU SUPPORT
BRACKET TO
VERTICAL
STABILIZER
PCU
PISTON
TORQUE
TUBE
RUDDER
FWD INPUT
27-21-CC-008 Rev 1 07/11/2000
ROD
INDEX
MARKS
INPUT
CRANK
RUDDER AND RUDDER TRIM CONTROL SYSTEM - STANDBY RUDDER POWER CONTROL UNIT
27-21-CC
- 247 -
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- STANDBY RUDDER PCU - FUNCTIONAL DESCRIPTION
General
When standby hydraulic system pressure is removed, the

bypass valve moves to the bypass position. This
connects both sides of the piston to prevent a
hydraulic lock and let the main rudder PCU backdrive
the standby PCU through the rudder.
Standby hydraulic pressure opens the bypass valve and

connects the piston chambers to separate control ports.
When the pilot moves the rudder pedals, the input crank
moves. This sets the control valve to apply pressure to
one piston chamber and open the other to return. The
standby rudder PCU housing moves the rudder. When the
housing moves, the control valve goes back to the
neutral position.
27-21-CC-013 Rev 1 09/09/1998
27-21-CC
- 248 -
STANDBY
RESERVOIR
STANDBY
EMDP
STANDBY
RUDDER
SHUTOFF
VALVE
PILOT
INPUT
CONTROL
VALVE
BYPASS VALVE
27-21-CC-013 Rev 1 09/09/1998
RUDDER
STANDBY RUDDER POWER

CONTROL UNIT
RUDDER AND RUDDER TRIM CONTROL SYSTEM - STANDBY RUDDER PCU - FUNCTIONAL DESCRIPTION
27-21-CC
- 249 -
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- RUDDER
Purpose
The rudder controls the flight attitude of the airplane

around the vertical axis.
Location
The rudder attaches at the trailing edge of the

vertical stabilizer.
The rudder attaches to the vertical stabilizer with

hinges. Two PCUs attach to the rudder and move it.
The rudder has a maximum deflection of 26 degrees up

and down. Stops on the forward quadrant set a limit on
the input to the rudder PCUs.
27-21-CC-009 Rev 1 09/09/1998
27-21-CC
- 250 -
VERTICAL
STABILIZER
RUDDER
27-21-CC-009 Rev 1 09/09/1998
RUDDER AND RUDDER TRIM CONTROL SYSTEM - RUDDER
27-21-CC
- 251 -
RUDDER AND RUDDER TRIM CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION
General
The rudder control system uses cable input from the

rudder pedals.
The rudder control system has these components:
- Rudder pedals and forward quadrant

- RA and RB rudder control cables
- Aft quadrant and trim, feel and centering
- Hydraulic PCUs (2)
- Rudder.
Functional Description - Normal
When the pedals move, they move the rudder forward

control quadrants. This moves the RA and RB rudder
control cables. The cables move the rudder aft control
quadrant and the PCUs. The rudder PCUs pistons move and
control the rudder position.
Functional Description - Electric Trim
During electric trim, the pilots move the rudder trim

27-21-CC-010 Rev 1 09/09/1998
knob on the aisle stand. This sends a signal to the

rudder trim actuator. The trim actuator moves the
rudder feel and centering unit. This moves the rudder
PCU and the rudder pedals. The rudder PCUs pistons move
and control the rudder position.
27-21-CC
- 252 -
RUDDER
STANDBY RUDDER PCU

RUDDER MAIN RUDDER PCU
AFT CONTROL
QUADRANT
RUDDER FEEL AND

CENTERING UNIT
RUDDER
RUDDER FORWARD CONTROL
CONTROL QUADRANT (2) CABLES
RUDDER
27-21-CC-010 Rev 1 09/09/1998
PEDAL (4)
RUDDER AND RUDDER TRIM CONTROL SYSTEM - FUNCTIONAL DESCRIPTION
27-21-CC
- 253 -
TE FLAP SYSTEM -- INTRODUCTION
Purpose LE - leading edge
lvr - lever
The trailing edge (TE) flaps increase the wing area and MLG - main landing gear
the wing camber. This increases lift to make the
NWW - nose wheel well
takeoff and landing performance of the airplane better.
NVM - non-volatile memory
General PCU - power control unit
PDU - power drive unit
Two triple-slotted flaps on each wing extend during rly - relay
takeoff to increase lift. This permits slower speeds sect - section
for airplane rotation during takeoff. During cruise the
TE flaps fully retract. During landing the TE flaps
fully extend to increase lift and increase drag to snsr - sensor
permit slower speeds at touchdown. sw - switch
TE - trailing edge
During the normal operation of the TE flaps the TE vlv - valve
flaps are mechanically controlled and hydraulically xmtr - transmitter
operated. During the alternate operation the TE flaps
WW - wheel well
are electrically controlled and electrically operated.
The flap load relief function retracts the TE flaps at

high air speeds to prevent structural damage to the TE
flaps and wing structures.
The TE flap asymmetry detection function stops the TE

flap hydraulic operation if the TE flaps do not align.
27-51-CC-001 Rev 1 09/09/1998
alt - alternate
cntl - control
gnd - ground
GPM - gallons per minute
27-51-CC
- 254 -
TE FLAP SYSTEM
TE FLAPS
TE FLAP
NORMAL OPERATION
- FLAP LOAD RELIEF
- ASYMMETRY
TE FLAPS
TE FLAP
ALTERNATE OPERATION
TE FLAP
POSITION INDICATING SYSTEM
CRUISE
27-51-CC-001 Rev 1 09/09/1998
TAKEOFF
LANDING
TE FLAP SYSTEM - INTRODUCTION
27-51-CC
- 255 -
TE FLAP SYSTEM -- GENERAL DESCRIPTION - 1
27-51-CC-002 Rev 1 09/09/1998
27-51-CC
- 256 -
General TE flaps. The PDU supplies a mechanical feedback to the
flap control valve as the flap drive system moves.
For normal operation of the TE flaps the flap lever
makes the command to the flaps, and hydraulic power The flap PDU also supplies a mechanical input to the
moves them. If hydraulic power is not available, you leading edge slat and flap control valve and the flap
can manually select alternate operation. During limit switches in the flap control unit.
alternate operation the alternate flaps switches make
the command to the flaps, and electrical power moves See the LE flap and slat control section for more
them. information on the slat control valve (ATA 27-81).
Normal Operation If air speed is more than a limit, the flap load relief
function sends a command to the solenoid valve on the
Hydraulic system B power goes through a priority valve flap control valve to retract the TE flaps. The flap
and a flow limiter to the flap control unit. The load relief function uses data from these components:
priority valve gives priority of hydraulic system B
power to the LE devices over the TE flaps. The flow - Flap 40-unit switches
limiter puts a limit on the speed of movement of the TE - Air/ground system
flaps. - Air data computer.
During normal operation the flap lever makes the The flap position transmitters send signals to the flap
commands to the TE flaps to move. The flap lever moves position indicator in the flight compartment. The flap
a cable system that supplies a mechanical input to a position transmitter also sends signals to the stall
flap control valve in the flap control unit. The cable management computers and the flight control computers.
tension switch sends a signal to move the bypass valve
to the bypass position if the flap control cables are The flap position indicator uses signals from the flap
broken or not connected. The bypass valve removes position transmitters to monitor the alignment of the
27-51-CC-002 Rev 1 09/09/1998
hydraulic power to the flap PDU, and the TE flaps stop TE flaps. If the TE flaps do not stay in alignment, the
movement. indicator moves the bypass valve to the bypass
position.
The flap control valve sends system B hydraulic power
through the bypass valve to the flap power drive unit
(PDU). The PDU moves the flap drive system to move the
27-51-CC
- 257 -
Alternate Operation
During alternate operation the alternate flaps switches

send a signal to move the bypass valve to the bypass
position. The bypass valve prevents a hydraulic lock on
the PDU. The alternate flaps switches also energize the
alternate flap relays. These relays supply electrical
power to an electric motor on the flap PDU. The PDU
moves the flap drive system to move the TE flaps.
The flap PDU supplies a mechanical feedback to the flap

limit switches as the flap drive system moves. The flap
limit switches remove electrical power from the relays
when the flaps move to a limit. This stops the TE
flaps.
During alternate operation the asymmetry detection

function and the flap load relief function are not
available.
27-51-CC-002 Rev 1 09/09/1998
27-51-CC
- 258 -
ALTERNATE FLAPS
OFF
HYDRAULIC PRIORITY
UP SYSTEM B VALVE
ALTERNATE
OFF FLAP RELAYS
ARM DOWN FLOW
LIMITER
ALT FLAPS SWITCHES (P5)
FLAP CONTROL UNIT FLAP

- CONTROL FLAP PDU DRIVE SYSTEM
VALVES (2) BYPASS - HYDRAULIC
FLAP LEVER MOTOR
(P10) - LIMIT VALVE
SWITCHES (7) - ELECTRIC
CABLE MOTOR
TENSION - SOLENOID - GEARBOX
SWITCH VALVE
FLAP POSITION
TRANSMITTERS (2)
FLAP LEVER FLAP LOAD
40-UNIT LIMITER
SWITCHES (2) FUNCTION
FLAP POSITION TE FLAPS
INDICATOR (P2)
27-51-CC-002 Rev 1 09/09/1998
AIR/GROUND STALL
SYSTEM MANAGEMENT
COMPUTERS
MECHANICAL
CONNECTION FLIGHT
AIR DATA
COMPUTER CONTROL
HYDRAULIC COMPUTERS
CONNECTION
TE FLAP SYSTEM - GENERAL DESCRIPTION - 1
27-51-CC
- 259 -
General Torque Tubes
These are the components of the TE flap drive system: There are eight torque tubes on each wing. The torque
tubes transmit power from the flap power drive unit to
- Flap control unit the transmissions.
- Flap power drive unit
- Torque tubes Angle Gearboxes
- Angle gearboxes
- Transmissions There are two angle gearboxes on each wing. The angle
- Ballscrews gearboxes connect torque tubes that are at different
- Gimbals. angles to each other.
The flap drive system on the left wing is the same as Transmissions, Ballscrews, and Gimbals
the flap drive system on the right wing. Many of the
components are interchangeable. There are two transmissions, ballscrews, and gimbals
for each flap surface. They receive power from the
Flap Control Unit torque tubes to move the flap surfaces.
There is one flap control unit. The flap control unit

receives commands from the flap lever cables during
normal operation and sends hydraulic power to the flap
power drive unit. During alternate operation switches
in the flap control unit put a limit on the operation
of the electric motor in the flap power drive unit.
Flap Power Drive Unit

27-51-CC-026 Rev 1 09/09/1998
There is one flap power drive unit. Hydraulic and

electric motors on the PDU turn the flap torque tubes.
27-51-CC
- 260 -
TORQUE TUBES
FLAP
CONTROL
UNIT
CONTROL
CABLES
ANGLE
GEARBOX
TRANSMISSION,
BALLSCREW, AND FLAP POWER OUTBOARD FLAP
GIMBAL DRIVE UNIT
EXHAUST INBOARD FLAP
GATES
INBOARD FLAP
27-51-CC-026 Rev 1 09/09/1998
FORE FLAP FWD

(4)
MID FLAP
(4)
OUTBOARD FLAP
AFT FLAP
(4)
TE FLAP SYSTEM - GENERAL DESCRIPTION - 2
27-51-CC
- 261 -
TE FLAP SYSTEM -- CONTROLS AND INDICATIONS
General
These are the TE flap system controls and indications

in the flight compartment:
- TE flap lever
- TE flap lever position detent plate
- Alternate flaps arm switch
- Alternate flaps control switch
- TE flaps position indicator.
Controls
The TE flap lever controls TE flap position.
The TE flap lever position detent plate shows the flap

lever and TE flaps position.
The alternate flaps arm switch sends power to the

alternate flaps control switch to operate the TE flaps
electrically.
Indications
The TE flaps position indicator shows position of the

TE flaps in normal or alternate modes of operation.
27-51-CC-034 Rev 1 02/07/2002
27-51-CC
- 262 -

A B LOW a
QUANTITY
STBY STBY
LOW a
RUD RUD PRESSURE
OFF OFF STBY a
A ON B ON
RUD ON
ALTERNATE FLAPS
ALTERNATE FLAPS
OFF ARM SWITCH
LOW a LOW a UP ALTERNATE FLAPS
PRESSURE PRESSURE
OFF
CONTROL SWITCH
SPOILER ARM
A B DOWN
OFF OFF
FEEL a
DIFF PRESS
ON ON SPEED TRIM
FAIL
a
MACH TRIM
YAW DAMPER FAIL a
YAW AUTO SLAT

DAMPER a FAIL a
OFF
2 5 ON
1
10 FLIGHT CONTROLS PANEL (P5)
UP 15
25
FLAPS
30
40
FLAP FLAP POSITION

LEVER INDICATOR (P2)
FLAP
LEVER
POSITION
DETENT
PLATE
27-51-CC-034 Rev 1 02/07/2002
CONTROL STAND CONTROL STAND
TE FLAP SYSTEM - CONTROLS AND INDICATIONS
27-51-CC
- 263 -
TE FLAP SYSTEM -- COMPONENT LOCATION - 1
General
The TE flap system components are in these areas:
- Main landing gear (MLG) wheel well
- Wing.
These are the TE flap system components in the flight

compartment:
- Flap lever
- Flap lever 40-unit switches (2)
- Alternate flaps arm switch
- Alternate flaps control switch
- Flap position indicator.
The flap lever is on the control stand. The flap lever

40-unit switches are in the control stand.
The alternate flaps arm switch and control switch are

on the flight control panel on the P5 overhead panel.
27-51-CC-003 Rev 1 09/09/1998
The flap position indicator is on the P2 center

instrument panel.
27-51-CC
- 264 -

A B LOW a
QUANTITY
STBY STBY
LOW a
RUD RUD PRESSURE
OFF OFF STBY a
RUD ON
A ON B ON
ALTERNATE FLAPS
OFF
ALTERNATE FLAPS
ARM SWITCH
LOW a LOW a UP
PRESSURE PRESSURE ALTERNATE FLAPS
OFF CONTROL SWITCH
SPOILER ARM
A B DOWN
OFF OFF
FEEL a
DIFF PRESS
ON ON SPEED TRIM
FAIL
a
MACH TRIM
YAW DAMPER FAIL a
YAW AUTO SLAT

FLAP LEVER DAMPER a FAIL a
FLAP LEVER OFF

40-UNIT
ON
SWITCHES (2)
27-51-CC-003 Rev 1 09/09/1998
2 5
1
10
UP 15
25
FLAPS
30
40
FLAP POSITION
CONTROL STAND INDICATOR
TE FLAP SYSTEM - COMPONENT LOCATION - 1
27-51-CC
- 265 -
TE FLAP SYSTEM -- COMPONENT LOCATION - 2
General
The TE flap system components other than in the flight

compartment are in the main landing gear wheel well and
wings.
MLG Wheel Well Components
These are the components in the MLG wheel well:
- Flap control unit

- Flap PDU
- TE flap bypass valve
- Torque tubes
- Tee angle gearboxes
- Flap priority valve
- Flap flow limiter.
Wing Components
These are the components on the wings:
- Torque tubes
- Gearboxes
- Transmission assemblies
- TE flap drive mechanisms
27-51-CC-004 Rev 1 09/09/1998
- TE flaps
- TE flap fairings.
Extend the TE flaps to get access to the torque tubes

and gearboxes. Remove the TE flap fairings to get
access to the transmission assemblies and drive
mechanisms.
27-51-CC
- 266 -
TRANSMISSION ASSEMBLIES
AND DRIVE MECHANISMS
ANGLE
GEARBOX
TORQUE
TUBE
FLAP POWER
DRIVE UNIT
FWD PRIORITY (PDU)
VALVE
FLOW
LIMITER
TE FLAPS
27-51-CC-004 Rev 1 09/09/1998
TE FLAP
BYPASS FWD
FLAP
CONTROL VALVE
UNIT FOLLOW-UP
CABLES
MLG WHEEL WELL
TE FLAP SYSTEM - COMPONENT LOCATION - 2
27-51-CC
- 267 -
TE FLAP SYSTEM -- FLAP LEVER AND POSITION SWITCHES
Purpose - 2
- 5
The flap lever controls the position of the TE flaps - 10
and LE devices. You use the flap lever during the - 15
normal operation of the TE flaps. During the alternate - 25
operation you do not use the flap lever. - 30
- 40.
The flap lever 40-unit switches monitor flap lever
position for the flap load relief function. Gates at detents 1 and 15 help the flight crew identify
these positions during go-arounds.
Location
The flap lever 40-unit switches operate when the flap
The flap lever is on the right side of the control lever moves to the 40 unit position.
stand. The flap lever 40-unit switches are below the
flap lever in the control stand. To get access to the Operation
flap lever 40-unit switches, remove the stabilizer trim
indicator panel and cover. To move the flap lever to a new position, you must lift
the flap lever so the index pin moves out of the
Physical Description detent.
The flap lever is a spring-loaded, telescoping handle.

It attaches to the flap lever quadrant in the control
stand. The quadrant moves the flap cables that supply
inputs to the flap control unit in the MLG wheel well.
Springs in the flap control unit supply a resistant
force on the flap lever.
27-51-CC-006 Rev 1 09/09/1998
The flap lever has an index pin that holds the flap
lever in detents in the detent plate. The detent plate
has these detent positions:
- 0
- 1
27-51-CC
- 268 -
FWD
CONTROL STAND
FLAP LEVER
40-UNIT
FLAP SWITCHES
LEVER (2) FLAP LEVER
INDEX GATE
PIN
GATE
27-51-CC-006 Rev 1 09/09/1998
FWD
FWD
DETENT
PLATE
TE FLAP SYSTEM - FLAP LEVER AND POSITION SWITCHES
27-51-CC
- 269 -
TE FLAP SYSTEM -- FLAP CONTROL QUADRANT, CABLE TENSION SWITCH
Purpose tension switch. The switch sends a signal to operate
the bypass valve to the bypass position. This removes
The flap control quadrant transmits pilot inputs from hydraulic pressure to the trailing edge flaps and the
the flap lever to the flap control unit. flaps stop moving.
The cable tension switch sends a signal to stop

hydraulic operation of the trailing edge flaps if the
control cables are broken or disconnected.
Location
The flap control quadrant and the cable tension switch

are above the MLG wheel well. To get access, remove a
floor panel in the passenger cabin.
The control cables from the flap lever attach to the

flap control quadrant and a pulley. The pulley attaches
to a lever which pivots on structure. Cable tension
holds the lever against the forward side of the opening
in the switch bracket.
Flap lever movement causes the control cables to move

27-51-CC-007 Rev 1 09/09/1998
the flap control quadrant. The quadrant moves an input

rod to operate the flap control unit in the MLG wheel
well.
When the control cables break or disconnect, the spring

on the cable pulley lever pulls the lever aft. This
pulls the target on the lever away from the cable
27-51-CC
- 270 -
CONTROL
CABLE CABLES
PULLEY
LEVER FLAP
CONTROL
TARGET QUADRANT
CABLE
TENSION
SWITCH
FLAP
CONTROL SWITCH
QUADRANT FWD
BRACKET
CABLE
TENSION
SPRING SWITCH
(S816)
CONTROL
CABLES CONTROL
CABLES
INPUT ROD
CABLE TENSION
SWITCH
27-51-CC-007 Rev 1 09/09/1998
TARGET
SPRING
FWD CABLE FWD
FLAP CONTROL UNIT PULLEY
(MAIN LANDING GEAR WHEEL WELL) LEVER
TE FLAP SYSTEM - FLAP CONTROL QUADRANT, CABLE TENSION SWITCH
27-51-CC
- 271 -
TE FLAP SYSTEM -- FLAP PRIORITY VALVE AND FLOW LIMITER
Purpose operate the TE flaps then monitor the system B
hydraulic pressure and the speed of movement of the TE
The TE flap priority valve and the flow limiter control flaps.
the flow of hydraulic fluid to the TE flap hydraulic
components. The priority valve gives priority of system
B hydraulic power to the LE devices verses the TE
flaps. The flow limiter puts a limit on the speed of
movement of the TE flaps.
Location
The TE flap priority valve and the flow limiter are on

the ceiling of the MLG wheel well.
The priority valve is a pressure-operated valve with

two positions.
The flow limiter puts a 14 gpm limit on the hydraulic

fluid flow.
If the system B hydraulic pressure is less than 2400

psi, the priority valve moves to the reduced flow
27-51-CC-010 Rev 1 09/09/1998
position. This decreases the hydraulic flow to the TE

flap components.
After installation of the priority valve, you must do a

functional test of the priority valve. In this test you
27-51-CC
- 272 -
PRIORITY VALVE
FLOW LIMITER
FLAP POWER
DRIVE UNIT
BYPASS
VALVE
27-51-CC-010 Rev 1 09/09/1998
FLAP CONTROL FWD

UNIT
TE FLAP SYSTEM - FLAP PRIORITY VALVE AND FLOW LIMITER
27-51-CC
- 273 -
TE FLAP SYSTEM -- FLAP CONTROL UNIT
27-51-CC-008 Rev 1 09/09/1998
27-51-CC
- 274 -
Purpose PDU. The flap load relief solenoid is on the TE flap
control valve. When this solenoid energizes, the TE
The flap control unit receives mechanical inputs from flaps retract from the flaps 40 to the flaps 30
the pilots and sends hydraulic power to the flap PDU position.
and the slat actuators. The flap control unit also
causes the TE flaps to retract during load relief These are the seven TE flap position switches:
operation.
- Flaps 10-degree switch (S584)
Location - Flaps up switch (S245)
- Stall warning switch (S856)
The flap control unit is in the MLG wheel well on the - Flap down switch (S246)
right side of the ceiling near the aft bulkhead. - Takeoff warning switch (S130)
- Flap landing warning switch (S138)
Physical Description - Mach trim switch (S290).
The flap control unit has these components: TE Flap Position Switches Interfaces
- Input rod The flaps 10-degree switch (S584) operates at the 10-
- Summing lever unit position and has an interface with the leading
- TE flap control valve link edge flap and slat indication system.
- TE flap control valve
- LE flap control valve link The flaps up switch (S245) operates at the up position
- LE flap control valve and has interfaces with these components/systems:
- Follow-up drum
- Cam rollers - Alternate TE flap system to put a limit on the
- Flap position switches. position of the TE flaps during alternate
27-51-CC-008 Rev 1 09/09/1998
operation
See the leading edge (LE) flap and slat control system - Stabilizer system for stab trim speed control
section for more information on the LE flap control - Passenger cabin signs control.
valve and the LE flap control valve link (ATA 27-81).
The stall warning switch (S856) operates at the up
The TE flap control valve receives mechanical and position and has an interface with the leading edge
electrical inputs and sends hydraulic power to the flap flap and slat indication system.
27-51-CC
- 275 -
The TE flap down switch (S246) operates at the 40-unit to move to the neutral position. This removes the
position and has an interface with the alternate TE hydraulic power to the TE flap PDU.
flap system to put a limit on the position of the TE
flaps during alternate operation. A second cam roller operates the TE flap position
switches.
The takeoff warning switch (S130) operates at the 15-
unit position and has an interface with the landing The third cam roller causes the LE flap control valve
gear indication and warning system. link to move, which moves the LE flap control valve.
The flap landing warning switch (S138) operates at the Training Information Point
10-unit position and has interfaces with these
components/systems: If there is too much internal leakage in the TE flap
control valve, you can repair it to decrease the
- Landing gear indication and warning leakage. It is not necessary to remove the TE flap
- Autoslat system control valve to do this repair.
- PTU system to enable the automatic operation.
Install the rig pin during adjustment of the flap
The mach trim switch (S290) operates at the up position control unit. Remove the cover on the bottom of the
and has interfaces with the autopilot system and the flap control unit to install the rig pin.
elevator feel differential pressure indication.
CAUTION: DO NOT INSTALL THE RIG PIN IN THE FLAP CONTROL
Functional Description UNIT WITH THE HYDRAULIC SYSTEM PRESSURIZED.
YOU CAN CAUSE DAMAGE TO THE FLAP CONTROL UNIT
The flap lever moves the flap control quadrant, which
moves the input rod and summing lever. The summing
lever moves the TE flap control valve, which sends
27-51-CC-008 Rev 1 09/09/1998
hydraulic power to the TE flap PDU. As the TE flaps

move, the follow-up cables move the follow-up drum. The
follow-up drum moves three cam rollers.
One of the cam rollers causes the TE flap control valve

link to move. This link moves the summing lever in the
opposite direction to cause the TE flap control valve
27-51-CC
- 276 -
FLAP CONTROL
QUADRANT
FLAP FWD
CONTROL FWD CONTROL
CABLES UNIT
FLAPS COVER
10-DEGREE INPUT ROD
FLAP LOAD
SWITCH RELIEF
(S584) SUMMING LEVER SOLENOID
FOLLOW-UP
TE FLAP CABLES
UP SWITCH
(S245)
STALL TE FLAP RIG PIN
WARNING CONTROL
SWITCH
27-51-CC-008 Rev 1 09/09/1998
VALVE
(S856)
CONNECTION TO
TE FLAP LE FLAP/SLAT
DOWN SWITCH CONTROL VALVE
(S246) FLAP LOAD
RELIEF SOLENOID
TAKEOFF CONNECTION TO
WARNING FLAP LANDING MACH TRIM TE FLAP
SWITCH WARNING SWITCH SWITCH LE FLAP/SLAT
CONTROL VALVE CONTROL VALVE
(S130) (S138) (S290)
TE FLAP SYSTEM - FLAP CONTROL UNIT
27-51-CC
- 277 -
TE FLAP SYSTEM -- TE FLAP BYPASS VALVE
Purpose hydraulic lock, and lets alternate flaps operation
backdrive the hydraulic motor.
The TE flap bypass valve prevents the hydraulic
operation of the TE flaps during these conditions: Training Information Point
- Alternate flap operation (arm switch in arm When you deactivate the TE flap system, you must
position) disconnect the electrical connector and install a lock
- TE flaps asymmetry on the flap bypass valve. This lock holds the manual
- TE flaps control cables broken or disconnected. override lever in the bypass position.
There is more information on these conditions later in

this section.
Location
The bypass valve is on the aft bulkhead of the MLG

wheel well.
The bypass valve is a two-position valve that uses 28v

dc power from bus 1. The valve has a manual override
lever that shows the position of the valve.
27-51-CC-011 Rev 1 09/09/1998
When the bypass valve is in the normal position, it

lets hydraulic power from the flap control valve go to
the TE flap hydraulic motor. When the bypass valve is
in the bypass position, it connects the hydraulic lines
on both sides of the hydraulic motor to each other.
This stops operation of the hydraulic motor, prevents a
27-51-CC
- 278 -
MANUAL
OVERRIDE
FWD LEVER

27-51-CC-011 Rev 1 09/09/1998
FWD
TE FLAP BYPASS VALVE
TE FLAP SYSTEM - TE FLAP BYPASS VALVE
27-51-CC
- 279 -
TE FLAP SYSTEM -- FLAP POWER DRIVE UNIT
27-51-CC-009 Rev 1 09/09/1998
27-51-CC
- 280 -
Purpose lubricates the hydraulic motor. A check valve attaches
to the case drain hydraulic port.
The TE flap power drive unit (PDU) uses hydraulic or
electric power to turn the TE flap torque tubes and the The electric motor is a three-phase, 400 Hz, 115v ac
follow-up cables. motor with these components:
Location - Clutch
- Solenoid
The flap PDU is on the aft bulkhead of the MLG wheel - Overload mechanism.
well.
During hydraulic operation of the TE flaps the clutch
Physical Description disengages. This helps prevent damage to the electric
motor. When the electric motor receives electric power,
The flap PDU has these components: the solenoid engages the clutch. This lets the electric
motor turn the PDU gears.
- Gearbox
- Hydraulic motor The overload mechanism in the electric motor disengages
- Electric motor the clutch if a jam occurs in the PDU gearbox or the
- 3/8-inch manual drive connection. flap torque tubes.
The gearbox connects power from the hydraulic and Training Information Point
electric motors to the flap torque tubes. As the torque
tubes turn, the gearbox moves the follow-up cables that When you operate the TE flaps on the ground with the
attach to the flap control unit. The gearbox is oil- alternate operation, obey this caution.
filled.
CAUTION: FOR GROUND OPERATIONS, DO NOT OPERATE THE FLAP
27-51-CC-009 Rev 1 09/09/1998
There is a 3/8-inch manual drive connection on the flap ELECTRIC MOTOR FOR MORE THAN 4 MINUTES ON AND
PDU that lets you manually move the TE flaps. Remove 25 MINUTES OFF. YOU CAN CAUSE DAMAGE TO THE
the manual drive cover to get access to the manual ELECTRIC MOTOR.
drive input shaft.
When you operate the TE flaps with the manual drive
The hydraulic motor is a reversible, nine cylinder connection, obey these cautions.
piston-type motor. Case drain hydraulic fluid
27-51-CC
- 281 -
CAUTION: DO NOT TURN THE MANUAL DRIVE WITH MORE THAN
350 POUND-INCHES TORQUE OR FASTER THAN 1000
RPM. YOU CAN CAUSE DAMAGE TO THE POSITION
SENSOR GEARBOX AND THE TORQUE TUBES.
CAUTION: DO NOT USE THE MANUAL DRIVE WITH HYDRAULIC

SYSTEM B PRESSURE ON. YOU CAN SHEAR OFF THE
MANUAL DRIVE CONNECTION.
27-51-CC-009 Rev 1 09/09/1998
27-51-CC
- 282 -
FOLLOW
UP CABLES
FOLLOW
UP CABLES
FWD
FLAP
CONTROL
UNIT
ELECTRIC
MOTOR
HYDRAULIC
MOTOR
TORQUE
TUBE
(TYP)
27-51-CC-009 Rev 1 09/09/1998
GEARBOX
FWD
ELECTRICAL
CONNECTOR
FLAP POWER DRIVE UNIT
TE FLAP SYSTEM - FLAP POWER DRIVE UNIT
27-51-CC
- 283 -
TE FLAP SYSTEM -- ANGLE GEARBOXES
Purpose
The angle gearboxes connect torque tubes that are at

different angles to each other.
Location
There are four angle gearboxes, two on each wing. These

are the angle gearboxes:
- Flap angle gearbox (2)

- Right angle gearbox (2).
To get access to the flap angle gearboxes, go through

the MLG wheel well. To get access to the right angle
gearboxes, extend the TE flaps.
The angle gearboxes contain grease. Remove the access

covers on the bottom of the gearboxes to apply grease
to the internal gears.
27-51-CC-027 Rev 1 09/09/1998
27-51-CC
- 284 -
TORQUE
TUBE
TORQUE TUBE
COUPLING
SLEEVE
(TYP)
TORQUE TUBE
COUPLING
SLEEVE
(TYP)
ACCESS
27-51-CC-027 Rev 1 09/09/1998
COVER
TORQUE
LANDING TUBE
GEAR BEAM ACCESS
COVER FWD
FWD
FLAP ANGLE GEARBOX RIGHT ANGLE GEARBOX
(LEFT SHOWN, RIGHT OPPOSITE) (LEFT SHOWN, RIGHT OPPOSITE)
TE FLAP SYSTEM - ANGLE GEARBOXES
27-51-CC
- 285 -
TE FLAP SYSTEM -- FLAP TRANSMISSIONS, BALLSCREWS, AND GIMBALS
Purpose Each transmission contains oil and weighs approximately
45 lb (20 kg).
Each TE flap transmission transmits the power from the
torque tubes to the universal joint and ballscrew. When Ballscrews
the ballscrew moves, the gimbal moves. This causes the
TE flap to move. The transmission turns the ballscrew through the
universal joint. The ballscrew has a ballscrew nut
Location which connects to the gimbal. As the ballscrew turns,
the ballscrew nut moves the gimbal.
There are eight TE flap transmissions, two for each TE
flap. There is one ballscrew and gimbal for each The ballscrew has stops at both ends. The ballscrew nut
transmission. The transmissions are on the rear spar of does not touch the stops during the usual operation of
the wing. Access to the transmissions, ballscrews, and the TE flaps. The ballscrew nut is lubricated with
gimbals is through the TE flap fairings or through the grease.
MLG wheel well.
Gimbal
Transmissions
The gimbal moves the TE flap surface. The gimbal
Each transmission has a torque brake that prevents connects to the ballscrew nut and moves as the
excessive loads on the ballscrew if the flap does not ballscrew turns.
move freely. The torque brake is a ball ramp type brake
with a torque trip indicator. If the TE flap does not
move freely, the torque brake stops the movement of the
torque tubes. This causes the hydraulic motor to stall.
The torque brake operates in either direction of flap
movement. The trip indicator must be manually reset if
27-51-CC-014 Rev 1 09/09/1998
it activates.
Transmissions 2, 4, 5, and 7 also have two no-back

brakes. The no-back brakes are skewed-roller type
brakes. They prevent TE flaps retraction and extension
if a torque tube breaks or because of airloads.
27-51-CC
- 286 -
8
7
TRANSMISSION ASSEMBLIES 6
AND DRIVE MECHANISMS
5
ANGLE
GEARBOX
4
TORQUE
TUBE 3
2 FWD
WING
1 STRUCTURE
TORQUE
TUBE
UNIVERSAL
JOINT
TE FLAPS
BALLNUT AND
GIMBAL ASSEMBLY
MIDFLAP
27-51-CC-014 Rev 1 09/09/1998
FLAP
TRACK TORQUE
LIMITER TRANSMISSION
HOUSING GEARBOX
FWD
JACKSCREW
TE FLAP SYSTEM - FLAP TRANSMISSIONS, BALLSCREWS, AND GIMBALS
27-51-CC
- 287 -
TE FLAP SYSTEM -- FLAP DRIVE MECHANISMS AND FAIRINGS
Purpose There is only a small difference in the flap drive
mechanisms for the inboard flaps.
Each flap drive mechanism transmits power from the
transmission, ballscrew, and gimbal to move the TE The strut assembly and support arm move the flap
flap. The flap fairings are a cover for the drive fairing.
mechanisms and decrease aerodynamic drag.
Flap Fairings
Location
The fairings have these components:
There are two drive mechanisms for each TE flap. There
are three flap fairings on the bottom of each wing. - Forward section
- Aft section
Two of the flap drive mechanisms are in the MLG wheel - Tailcone
well. To get access to the flap drive mechanisms on the - Cam track (2).
wings, extend the TE flaps or remove the flap fairings.
The forward section attaches to the bottom of the wing.
Flap Drive Mechanisms The aft section turns around a pivot bolt with control
by a linkage. The tailcone attaches to the aft section.
During extension, the ballscrew moves the carriage
assembly along the main flap track. The rollers in the As the carriage assembly moves aft, the support arm
carriage stay in the main flap track. These are the moves the track follower roller on the cam tracks. This
components that connect to the carriage and move as the turns the aft section of the fairing down as the flaps
carriage moves: extend.
- Gimbal Training Information Point

- Midflap
27-51-CC-015 Rev 1 09/09/1998
- Fairing strut assembly (outboard flaps only) There is an access panel on some of the flap fairings
- Fairing support arm (outboard flaps only). to help you remove the fairing.
A deflector spring helps hold the midflap against the

wing when the flaps retract.
27-51-CC
- 288 -
FOREFLAP
FWD FOREFLAP
TRACK
CARRIAGE MIDFLAP
ASSEMBLY
MAIN
CARRIAGE
CAM
CARRIAGE
ROLLER FWD
FOREFLAP
ROLLERS TOGGLE
FLAP STOP
TRAILING EDGE FLAPS TRACK
(LEFT WING)
INBOARD MIDFLAP DRIVE MECHANISM
SPOILER MIDFLAP
FOREFLAP (REF) AFTFLAP
STRUT CAM
SEQUENCE SPOILER ASSEMBLY TRACK
CARRIAGE (REF) (2) (2)
MIDFLAP
AFTFLAP
DEFLECTOR
SPRING
FOREFLAP
27-51-CC-015 Rev 1 09/09/1998
FLAP
TRACK CARRIAGE SUPPORT TRACK FLAP FLAP
CARRIAGE FWD ASSEMBLY ARM (2) FOLLOWER TRACK TRACK
ASSEMBLY ROLLER (2) FAIRING
FWD
OUTBOARD MIDFLAP DRIVE MECHANISM OUTBOARD FLAP FAIRING DRIVE
TE FLAP SYSTEM - FLAP DRIVE MECHANISMS AND FAIRINGS
27-51-CC
- 289 -
TE FLAP SYSTEM -- FOREFLAP DRIVE MECHANISMS
Purpose
The foreflap drive mechanisms make the foreflap move

apart from the midflap during flap extension.
Location
The foreflap drive mechanisms are in the leading edge

of the midflaps and on the flaps tracks. To get access,
extend the flaps and remove panels on the midflaps.
The foreflap drive mechanisms have these parts:
- Foreflap track
- Foreflap rollers
- Sequence carriage.
When the TE flaps extend, the foreflap initially moves

with the midflap. The sequence carriage stops on the
toggle stop of the flap track at approximately the 8
unit flap position. This stops the foreflap as the
midflap continues to extend. At this time, the aft
27-51-CC-016 Rev 1 09/09/1998
roller on the sequence carriage moves into the sequence

detent on the flap track. This locks the foreflap into
position. The opposite occurs during flap retraction.
27-51-CC
- 290 -
FOREFLAP FOREFLAP
TRACK
SEQUENCE
CARRIAGE
CARRIAGE
ASSEMBLY
TRAILING EDGE FLAPS MIDFLAP
(LEFT WING) SEQUENCE
DETENT
TOGGLE FWD
FOREFLAP STOP
ROLLERS FLAP
FOREFLAP TRACK
SEQUENCE FOREFLAP
CARRIAGE TRACK MIDFLAP
AFTFLAP
27-51-CC-016 Rev 1 09/09/1998
FLAP
TRACK CARRIAGE SEQUENCE TOGGLE
ASSEMBLY DETENT STOP FWD
OUTBOARD FOREFLAP DRIVE MECHANISM

(INBOARD SIMILAR)
TE FLAP SYSTEM - FOREFLAP DRIVE MECHANISMS
27-51-CC
- 291 -
TE FLAP SYSTEM -- INBOARD AFT FLAP DRIVE MECHANISM
Purpose along the flap track, one boom cable is pulled from the
midflap, the other goes into the midflap.
The inboard aftflap drive mechanism makes the inboard
aftflap move apart from the midflap during flap The movement of the boom cables turns the cable drum
extension. inside the midflap. A cam roller moves in the cam slot
in the cable drum. This turns the inboard bell crank.
Location As the inboard bell crank turns, it pushes on the
inboard aftflap pushrod which moves the aftflap apart
The inboard aftflap drive mechanism is in the wing to from the midflap.
body fairing, aft of the main landing gear wheel well,
and inside the midflap. To get access to some of the The inboard bell crank also operates slave cables that
components, remove panels on the midflap. turn a slave bell crank. As the slave bell crank turns,
it pushes on the outboard aftflap pushrod which moves
Physical Description the aftflap apart from the midflap.
The inboard aftflap drive mechanism has these parts: A clutch assembly on the inboard bell crank stops the
retraction of the aftflap if an unwanted object is
- Boom caught between the midflap and aftflap.
- Boom cables (2)
- Cable drum
- Cam roller
- Clutch assembly
- Inboard bell crank
- Slave cables (2)
- Slave bell crank
- Aftflap pushrods (2).
27-51-CC-018 Rev 1 09/09/1998
The boom attaches to the flap track and therefore does

not move. The boom cables attach to the forward and aft
ends of the boom. As the carriage assembly moves aft
27-51-CC
- 292 -
FLAP
TRACK
CARRIAGE BOOM
FWD ASSEMBLY CABLES
SLAVE SLAVE INBOARD

MIDFLAP FOREFLAP BELL CRANK CABLES BELL CRANK BOOM
CABLE DRUM
CAM SLOT
FWD
BOOM
27-51-CC-018 Rev 1 09/09/1998
EXHAUST AFTFLAP AFTFLAP CLUTCH CAM BOOM

GATE PUSHRODS ASSEMBLY ROLLER CABLES
FWD
INBOARD TRAILING EDGE FLAPS
(LEFT WING)
TE FLAP SYSTEM - INBOARD AFT FLAP DRIVE MECHANISM
27-51-CC
- 293 -
TE FLAP SYSTEM -- OUTBOARD AFT FLAP DRIVE MECHANISM
Purpose Two aftflap tracks help to support the aftflap. The
tracks move in rollers in the midflap.
The outboard aftflap drive mechanism makes the outboard
aftflap move apart from the midflap during flap
extension.
Location
The outboard aftflap drive mechanisms are in the flap

fairings. To get access, extend the flaps.
The outboard aftflap drive mechanism has these parts:
- Pushrod
- Bell crank
- Bellcrank roller
- Aftflap cam track
- Aftflap tracks (2)
- Aftflap rollers.
The bell crank pivots on the flap fairing drive support

arm. As the midflap extends, the support arm moves the
27-51-CC-017 Rev 1 09/09/1998
bell crank aft. The bellcrank roller moves in the

aftflap cam track (attached to the fairing). This makes
the bellcrank rotate. As the bell crank rotates, it
pushes on the pushrod, which moves the aftflap apart
from the midflap.
27-51-CC
- 294 -
SPOILER
(REF)
PUSHROD MIDFLAP
AFTFLAP
FOREFLAP
FLAP FAIRING DRIVE

TRAILING EDGE FLAPS SUPPORT ARM
(LEFT WING) BELL CRANK
FLAP FAIRING BELL CRANK AFTFLAP FAIRING
FWD AFT SECTION ROLLER CAM TRACK CAM TRACK
(2)
OUTBOARD AFTFLAP DRIVE MECHANISM
(FLAPS RETRACTED)
PUSHROD
AFTFLAP
TRACK
AFTFLAP
ROLLER
BELL CRANK
27-51-CC-017 Rev 1 09/09/1998
BELL CRANK AFTFLAP

ROLLER
FWD AFTFLAP
CAM TRACK
FAIRING
CAM TRACK (2)
OUTBOARD AFTFLAP DRIVE MECHANISM
(FLAPS EXTENDED)
TE FLAP SYSTEM - OUTBOARD AFT FLAP DRIVE MECHANISM
27-51-CC
- 295 -
TE FLAP SYSTEM -- EXHAUST GATES
Purpose
The exhaust gates automatically rotate up away from the

engine exhaust as the trailing edge flaps extend.
Location
One exhaust gate is on the inboard aft corner of the

outboard flap. One exhaust gate is on the outboard aft
corner of the inboard flap.
The exhaust gates attach with hinges on the midflap

structure. The exhaust gate mechanism inside the
midflap operates the gate. A pushrod connected to the
foreflap operates the gate through a cam, bellcrank and
exhaust gate pushrod.
As the midflap moves aft away from the foreflap, the

exhaust gate mechanism rotates the exhaust gate up. The
exhaust gate moves up 30 degrees when the flaps move to
the 40 unit position
27-51-CC-019 Rev 1 09/09/1998
27-51-CC
- 296 -
MIDFLAP FOREFLAP
STRUCTURE CAM CONNECTION
CAM FOREFLAP
CONNECTION
FWD
TRAILING EDGE FLAPS PUSHROD

(LEFT WING)
EXHAUST
GATE
PUSHROD PUSHROD
MIDFLAP
STRUCTURE
EXHAUST
EXHAUST BELLCRANK GATE
GATE
PUSHROD FWD
27-51-CC-019 Rev 1 09/09/1998
BELLCRANK
EXHAUST GATE MECHANISM
(INBOARD FLAP)
EXHAUST
GATE
FWD
EXHAUST GATE MECHANISM

(OUTBOARD FLAP)
TE FLAP SYSTEM - EXHAUST GATES
27-51-CC
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TE FLAP SYSTEM -- FUNCTIONAL DESCRIPTION - HYDRAULIC
General This causes the control valve to send hydraulic power
to the retract side of the hydraulic motor.
These are the TE flap hydraulic components that are
LRUs: The hydraulic power from the flap control unit goes to
the flap bypass valve. This valve removes hydraulic
- Flap priority valve power to the hydraulic motor during non-normal
- Flap flow limiter operations. When the bypass valve is in the normal
- Flap control valve position, it lets hydraulic power from the flap control
- Flap load relief solenoid valve valve go to the TE flap hydraulic motor.
- Flap bypass valve
- Flap hydraulic motor. When the bypass valve moves to the bypass position, it
connects the hydraulic lines on the two sides of the
Functional Description hydraulic motor to each other. This does these:
Hydraulic fluid from system B flows through the flap - Stops operation of the hydraulic motor
priority valve. This valve decreases the hydraulic flow - Prevents a hydraulic lock
to 0.7 gpm to the TE flap components if system B - Lets alternate flaps operation backdrive the
pressure decreases less than 2400 psi. This gives hydraulic motor.
priority of system B hydraulic power to the LE devices
verses the TE flaps. The hydraulic motor is a reversible motor that moves
the TE flap drive system to move the TE flaps. The TE
The flow limiter puts a limit on the flow of hydraulic flap drive system moves the follow-up cables, which
fluid to 14 gpm. This controls the speed of movement of move the summing lever. When the TE flaps move to the
the TE flaps. correct position, the main spool of the control valve
moves to the center position. The control valve then
The flap control unit has a control valve and a flap stops the hydraulic power to the hydraulic motor.
27-51-CC-020 Rev 1 08/16/2000
load relief solenoid. The control valve uses mechanical

inputs from the flap lever cables to control the It takes 38 seconds for the TE flaps to fully extend or
hydraulic flow to the hydraulic motor. fully retract during normal operation.
During flap load relief the flap load relief solenoid

energizes and moves the sleeve in the control valve.
27-51-CC
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HYDRAULIC SYSTEM B
PRIORITY
VALVE
FLOW
LIMITER
FLAP CONTROL UNIT
FLAP
SUMMING LEVER CONTROL
VALVE
FLAP LEVER CABLES MAIN
SPOOL SLEEVE
SOLENOID
FOLLOW-UP
CABLES
HYDRAULIC M
MOTOR
27-51-CC-020 Rev 1 08/16/2000
TE FLAP BYPASS
DRIVE SYSTEM VALVE
(NORMAL)
CASE DRAIN
TE FLAP SYSTEM - FUNCTIONAL DESCRIPTION - HYDRAULIC
27-51-CC
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TE FLAP SYSTEM -- FUNCTIONAL DESCRIPTION - HYDRAULIC BYPASS
General A test switch does a test of the left and right needles
in the TE flap position indicator. It also operates the
The bypass valve prevents the TE flap hydraulic motor bypass valve.
operation (shutdown) during these conditions:
When the bypass valve moves to the bypass position, it
- Alternate flap operation sends power to a green asymmetry test light, and the
- TE flap asymmetry light comes on. You can do a press-to-test of the test
- TE flap control cable broken or disconnected. light.
When the bypass valve is in the normal position, it TE Flap Control Cable Broken Or Disconnected
lets hydraulic power from the TE flap control valve go
to the TE flap hydraulic motor. When the bypass valve The cable tension switch sends a ground to the flap
moves to the bypass position, it stops the hydraulic asymmetry shutoff relay if the flap control cables are
flow to the hydraulic motor. broken or disconnected. The relay sends power to move
the bypass valve to the bypass position.
Alternate Flap Operation
The bypass valve is in the normal position during the

hydraulic operation of the TE flaps. When you move the
alternate flaps arm switch to the ARM position, this
switch supplies electrical power to move the bypass
valve to the bypass position. This prevents a hydraulic
lock on the hydraulic motor and lets the electric motor
operate.
TE Flap Asymmetry
27-51-CC-022 Rev 1 08/27/1999
If the asymmetry switch in the TE flap position

indicator finds a flap asymmetry, the flap asymmetry
shutoff relay energizes. The relay sends power to move
the bypass valve to the bypass position.
27-51-CC
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OFF NORMAL
28V DC
BUS 1
FLIGHT CONTROL
FLAP SHUTOFF ARM
VALVE BYPASS
ALTN FLAPS
ARM SW (P5)
TE FLAP BYPASS
28V DC VALVE
XFR BUS 1
FLAP POSITION
INDICATION
R123 FLAP
ASYMMETRY
SHUTOFF
NO TENSION RELAY (E3-2)
NORMAL
CABLE
28V DC TENSION SWITCH
BUS 1 G
MASTER DIM AND ASYMMETRY
TEST CONTROL TEST
ASYMMETRY LIGHT
P6 CB PANEL
27-51-CC-022 Rev 1 09/09/1998
NORMAL
ASYMMETRY
SWITCH TEST LEFT-UP
TEST
TEST RIGHT-DN
FLAP POSITION ASYMMETRY TEST SWITCH
INDICATOR AND LIGHT (E3) FWD
TE FLAP SYSTEM - FUNCTIONAL DESCRIPTION - HYDRAULIC BYPASS
27-51-CC
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TE FLAP SYSTEM -- FUNCTIONAL DESCRIPTION - FLAP LOAD RELIEF
General The flap lever must be in the 40 unit position, and
hydraulic system B pressure must be on. Hold the flap
The flap load relief function prevents damage to the load limiter test switch in the SYS position while you
flaps and their support structures from large do a BITE check on the air data computer 1. During this
aerodynamic forces because of airspeeds that are too test the TE flaps move from position 40 to 30.
high.
Flap Lever 40 Unit Switches
Flap load relief puts a limit on the positions of the
TE flaps as a function of airspeed. Flap load relief You can do a test of the flap lever 40 unit switches
operates only during normal operation of the TE flaps. when the airplane is on the ground. Use the flap load
limiter test switch on the E2 rack.
The flap lever must be in a position other than 40
The load relief solenoid energizes when the flap lever units.
is at the 40 unit position, and the airspeed increases
to more than 162 knots. This causes the TE flaps to Move the switch to the SW position. The green load
retract to the 30 position. limiter test light adjacent to the switch comes on if
the flap lever 40 unit switches operate correctly.
The load relief solenoid deenergizes when the pilot
moves the flap lever to the 30 unit position, or the
airspeed decreases to less than 156 knots.
There is no indication for the flap load relief

operation.
Flap Load Relief Function Test

27-51-CC-023 Rev 1 09/08/1999
You can do a test of the flap load relief function when

the airplane is on the ground. Use the BITE panel on
the air data computer 1 and the flap load limiter test
switch on the E2 rack.
27-51-CC
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<= 156 KTS FLAP FLAP

28V DC LEVER 40 LEVER 40
BUS 1
FLAP LOAD
LIMITER >= 162 KTS
P6 CB PANEL
POWER SUPPLY FLAP FLAP FLAP LOAD
LEVER 40 LEVER 40 RELIEF
TEST UNIT SW (P8) UNIT SW (P8) SOLENOID
ARM (FCU)
AIRSPEED
ARINC 429
AIR DATA RECEIVER
COMPUTER 1
LANDING GEAR LOGIC SHELF (E11)
AIR
COMPARTMENT
LIGHT
GND SYS/SW
R277 GND SENSING S568 FLAP
RELAY (E11) LOAD LIMITER
TEST SWITCH
COMPARTMENT
TEST LOAD LIMITER LIGHT SWITCH
TEST SW AND LT
27-51-CC-023 Rev 1 09/08/1999
G FLAP LOAD
S568 AND L558 LIMITER
TEST SWITCH
L558 FLAP FLAP LOAD
TEST LOAD LIMITER LIMITER
TEST LIGHT TEST LIGHT
E2 RACK FWD
TE FLAP SYSTEM - FUNCTIONAL DESCRIPTION - FLAP LOAD RELIEF
27-51-CC
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TE FLAP SYSTEM -- ALTERNATE FLAPS SWITCHES
27-51-CC-012 Rev 1 09/09/1998
27-51-CC
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Purpose position, it goes back to the OFF position when you
release it.
The two alternate flaps switches control the TE flaps
and LE devices during the alternate operation. These The alternate flaps control switch operates only when
are the alternate flaps switches: the alternate flaps arm switch is in the arm position.
The control switch controls the direction of movement
- Alternate flaps arm switch of the TE flaps and LE devices.
- Alternate flaps control switch.
During alternate operation when there is system B
Location hydraulic power, move the flap lever to the position
that you will move the flaps to. This makes sure there
The alternate flaps switches are on the flight control is no movement of the flaps when alternate operation
panel on the P5 overhead panel. stops.
Physical Description When the alternate flaps arm switch is in the arm
position, this occurs:
The alternate flaps arm switch is a two-position,
guarded, toggle switch. The positions are the ARM - TE flap bypass valve moves to the bypass position
position and the OFF position. When the guard is - Standby electric motor driven pump (EMDP) starts
closed, the switch is in the OFF position. - Electrical power goes to the alternate flaps
control switch.
The alternate flaps control switch is a three-position
toggle switch with these positions: Extend
- UP When you move the control switch to the DOWN position

- OFF momentarily, the LE devices use pressure from the
27-51-CC-012 Rev 1 09/09/1998
- DOWN. standby EMDP to fully extend. You can not stop the
extension of the LE devices unless you move the
Functional Description alternate flaps arm switch to the OFF position.
When you put the alternate flaps control switch in the When you hold the control switch in the DOWN position,
UP position, it stays. When you put it in the DOWN the TE flaps use electric power to extend. To stop the
27-51-CC
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extension of the TE flaps, move the control switch to See the standby hydraulic system section for more
the OFF position. information on the standby EMDP (ATA 29-22).
Retract
When the control switch is in the UP position, the TE

flaps use electric power to retract, and the LE devices
stay in the full extend position. You can not retract
the LE devices during the alternate operation. To
retract the LE devices, use the normal operation with
the flap lever.
Return To Normal Operation
To go back to normal operation, move the arm switch

from the ARM position to the OFF position. This stops
the alternate operation and gives normal operation.
Before you go back to normal operation, obey this

warning.
WARNING: MAKE SURE THE POSITION OF THE TE FLAPS AGREES

WITH THE POSITION OF THE FLAP CONTROL LEVER.
WHEN YOU SUPPLY HYDRAULIC POWER, THE FLAPS AND
27-51-CC-012 Rev 1 09/09/1998
SLATS WILL MOVE AUTOMATICALLY TO THE POSITION

OF THE FLAP CONTROL LEVER. THIS CAN CAUSE
INJURY TO PERSONS AND DAMAGE TO EQUIPMENT.
NOTE: The standby electric motor-driven pump (EMDP)

operates when you move the alternate flaps arm
switch to the arm position.
27-51-CC
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A B LOW a
QUANTITY
STBY STBY
LOW a
RUD RUD PRESSURE
OFF OFF STBY a
RUD ON
A ON B ON
ALTERNATE FLAPS
OFF ALTERNATE FLAPS
UP
ARM SWITCH
LOW a LOW a
PRESSURE PRESSURE
ALTERNATE FLAPS
OFF
CONTROL SWITCH
SPOILER ARM
A B DOWN
OFF OFF
FEEL a
DIFF PRESS
ON ON SPEED TRIM
FAIL
a
MACH TRIM
YAW DAMPER FAIL a
AUTO SLAT
27-51-CC-012 Rev 1 09/09/1998
YAW
DAMPER a FAIL a
OFF
ON
TE FLAP SYSTEM - ALTERNATE FLAPS SWITCHES
27-51-CC
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TE FLAP SYSTEM -- FUNCTIONAL DESCRIPTION - ALTERNATE OPERATION
General A time of 2 minutes and 20 seconds is necessary for the
TE flaps to fully extend during the alternate
During the alternate operation the alternate flaps operation.
switches control the TE flap electric motor and flap
bypass valve. Retract
Arm Retraction of the TE flaps is almost the same as

extension, but it is not necessary for you to hold the
When you move the alternate flaps arm switch to the ARM control switch in the UP position. The flap up limit is
position, electrical power becomes available to the at the flap up position.
alternate flaps control switch. The arm switch also
supplies power to move the flap bypass motor-operated A time of 2 minutes and 20 seconds is necessary for the
valve to the bypass position. This prevents a hydraulic TE flaps to fully retract during the alternate
lock on the hydraulic motor and permits the electric operation.
motor to operate.
Extend
During extension in the alternate operation the LE
When you move and hold the alternate flaps control devices use hydraulic power to extend. During
switch in the DOWN position, the alternate flap down retraction in the alternate operation the LE devices do
relay energizes. This lets the TE flap electric motor not retract.
receive electrical power. The electric motor moves the
TE flaps until you release the switch or move it to the NOTE: The standby hydraulic pump motor operates when
OFF position. This stops the operation of the electric the alternate flap arm switch is in the ARM
motor. position.
27-51-CC-024 Rev 1 09/09/1998
When the TE flaps move to the down position limit, the

flap down switch deenergizes the alternate flap down
relay. This also stops the operation of the electric
motor. The flap down limit is at the flap 40 position.
27-51-CC
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DOWN
115V AC
XFER BUS 2 S246 FLAP
DOWN SW (FLAP
CNTL UNIT)
FLIGHT CONTROL
ALTN TE FLAP TO TE FLAP
DRIVE BYPASS VALVE R58 ALT TE
FLAP UP
RELAY (J4)
TE FLAP
ELECTRIC
(MLG WW)
UP
OFF OFF
UP
28V DC DOWN
BUS 1
FLIGHT CONTROL
FLAP SHUTOFF ARM
27-51-CC-024 Rev 1 09/09/1998
VALVES ALT FLAPS ALT FLAPS R57 ALT TE S245 FLAP

ARM SW CONTROL SW FLAP DOWN UP SW (FLAP
RELAY (J4) CNTL UNIT)
P6 CB PANEL FLIGHT CONTROLS PANEL (P5)
TE FLAP SYSTEM - FUNCTIONAL DESCRIPTION - ALTERNATE OPERATION
27-51-CC
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TE FLAP SYSTEM -- OPERATION
27-51-CC-021 Rev 1 09/09/1998
27-51-CC
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Normal Operation Alternate Operation
You use the flap lever to operate the TE flaps during You use the alternate flaps switches to operate the TE
normal operation. For normal operation system B flaps during alternate operation. The alternate
hydraulic power is necessary. operation uses electric power as an alternative to
hydraulic power.
The TE flaps move to nine different positions. The flap
position indicator in the flight compartment shows the When you move the alternate flaps arm switch to the ARM
position of the TE flaps. position, these occur:
During normal operation of the TE flaps the LE devices - TE flap bypass valve moves to the bypass position
move also. - Standby hydraulic pump starts
- Electrical power goes to the alternate flaps
Flap load relief is available during normal operation. control switch.
If the airspeed increases to more than the flap placard
limit for the flap position, the flaps automatically The alternate flaps control switch operates only when
retract from flaps 40 to flaps 30. The flap position you move the arm switch to the ARM position. When you
indicator shows the actual position of the TE flaps. move and hold the control switch in the DOWN position,
the TE flaps and LE devices extend. To stop the
If the TE flaps do not stay in alignment or if the extension of the TE flaps, move the control switch to
control cable is broken or disconnected, the TE flaps the OFF position. To stop the extension of the LE
stop automatically. If this occurs, you can not operate devices, move the arm switch to the OFF position.
the TE flaps again until the airplane makes a landing,
and you correct the problem. The flap position During alternate operation the TE flaps can extend to
indicator gives you indication that the TE flaps are the 40 unit position. A time of 2 minutes and 20
out of alignment. seconds is necessary for the TE flaps to fully extend
27-51-CC-021 Rev 1 09/09/1998
or fully retract during alternate operation.

A time of 38 seconds is necessary for the TE flaps to
fully extend or fully retract during the normal During alternate operation with system B hydraulic
operation. power applied, move the flap lever to the position that
you will move the flaps to. This decreases the load on
the flap electric motor.
27-51-CC
- 311 -
To retract the TE flaps, move the control switch to the WARNING: MAKE SURE THE POSITION OF THE TE FLAPS AGREES
UP position. The control switch has a detent at the UP WITH THE POSITION OF THE FLAP CONTROL LEVER.
position. It is not necessary to hold the switch in the WHEN YOU SUPPLY HYDRAULIC POWER, THE FLAPS AND
UP position. There are limit switches in the flap SLATS WILL MOVE AUTOMATICALLY TO THE POSITION
control unit that stop the flaps at the up and down OF THE FLAP CONTROL LEVER. THIS CAN CAUSE
limits. You cannot use the alternate operation to INJURY TO PERSONS AND DAMAGE TO EQUIPMENT.
retract the LE devices.
During alternate operation load relief does not

operate. TE flap asymmetry shutdown is also not
available.
When you move the arm switch from the ARM position to
the OFF position, alternate operation stops and normal
operation becomes active.
To do a check of the TE flap and LE devices operation

times with a hydraulic ground cart, make sure 20 gpm is
available.
To retract the TE flaps with the LE devices extended

and disabled, use the alternate operation.
When you move the arm switch from the ARM position to
27-51-CC-021 Rev 1 09/09/1998
the OFF position, obey this warning.
27-51-CC
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2 5
A B LOW a
1 QUANTITY
10
STBY STBY
LOW a
UP 15 RUD RUD PRESSURE
FLAPS
25 OFF OFF STBY a
30 RUD ON
40 A ON B ON
ALTERNATE FLAPS
FLAP POSITION ALTERNATE FLAPS
INDICATOR (P2) OFF ARM SWITCH
(SHOWN WITH THE
LOW a LOW a UP
TE FLAPS AT 10) ALTERNATE FLAPS
PRESSURE PRESSURE
OFF CONTROL SWITCH
SPOILER ARM
A B DOWN
OFF OFF
FEEL a
DIFF PRESS
ON ON SPEED TRIM
FAIL
a
MACH TRIM
YAW DAMPER FAIL a
YAW AUTO SLAT

DAMPER a FAIL a
27-51-CC-021 Rev 1 09/09/1998
OFF
ON
FLAP LEVER FLIGHT CONTROL PANEL (P5)
TE FLAP SYSTEM - OPERATION
27-51-CC
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TE FLAP SYSTEM -- POSITION INDICATING SYSTEM - INTRODUCTION
Purpose
The trailing edge (TE) flaps position indicating system

shows position of the TE flaps during normal and
alternate operations and during asymmetry.
ac - alternating current
alt - alternate
AMM - aircraft maintenance manual
CB - circuit breaker
hz - Hertz
IND - indicator
LE - leading edge
POS - position
sect - section
snsr - sensor
SNSR - sensor
sw - switch
TE - trailing edge
v - volts
27-58-CC-005 Rev 1 09/09/1998
XFR - transfer
xmtr - transmitter
27-58-CC
- 314 -
TE FLAP SYSTEM
TE FLAPS
TE FLAP
NORMAL OPERATION
TE FLAPS - FLAP LOAD RELIEF
- ASYMMETRY
TE FLAP
ALTERNATE OPERATION
TE FLAP
CRUISE POSITION INDICATING SYSTEM
27-58-CC-005 Rev 1 09/09/1998
TAKEOFF
LANDING
TE FLAP SYSTEM - POSITION INDICATING SYSTEM - INTRODUCTION
27-58-CC
- 315 -
TE FLAP SYSTEM -- POSITION INDICATING SYSTEM - GENERAL DESCRIPTION
General
The TE flap position indicating system uses the flap

position transmitters to measure the position of the TE
flaps. This data shows on the flap position indicator
in the flight compartment and also goes to other user
systems.
Interfaces with Other Components
The flap position transmitters send flap position data

to these components:
- Flap position indicator

- Flight control computers (FCC) (2)
- Stall management computers (SMCs) (2).
27-58-CC-001 Rev 1 09/09/1998
27-58-CC
- 316 -
FLAP POSITION
INDICATOR (P2)
FLAP POSITION
TRANSMITTERS (2)
STALL MANAGEMENT
COMPUTER (2)
27-58-CC-001 Rev 1 09/09/1998
FLIGHT CONTROL
COMPUTER (2)
TE FLAP SYSTEM - POSITION INDICATING SYSTEM - GENERAL DESCRIPTION
27-58-CC
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TE FLAP SYSTEM -- POSITION INDICATING SYSTEM - FLAP POSITION TRANSMITTER
Purpose
The flap position transmitters send flap position data

to these components:
- Flap position indicator

- Flight control computer (2)
- Stall management computer (2).
Location
There are two flap position transmitters. The left

position transmitters is between transmissions 1 and 2
on the left wing. The right position transmitters is
between transmissions 7 and 8 on the right wing. To get
access, extend the TE flaps.
Each flap position transmitter has three internal

synchros. Each synchro uses 28v ac, 400 Hz power. The
power for each synchro comes from a different computer.
27-58-CC-002 Rev 1 09/09/1998
27-58-CC
- 318 -
FLAP POSITION GEARBOX

TRANSMITTER
TORQUE
TUBE
27-58-CC-002 Rev 1 09/09/1998
ELECTRICAL FWD
CONNECTOR
WING REAR SPAR
(LEFT SHOWN - RIGHT OPPOSITE)
TE FLAP SYSTEM - POSITION INDICATING SYSTEM - FLAP POSITION TRANSMITTER
27-58-CC
- 319 -
TE FLAP SYSTEM -- POSITION INDICATING SYSTEM - FLAP POSITION INDICATOR
Purpose
The flap position indicator shows the position of the

left and right TE flaps independently.
Location
The flap position indicator is on the P2 center

instrument panel.
The flap position indicator has left and right needles

to show the position of the left and right wing TE
flaps independently. The indicator also has reference
marks to show the flap lever detent positions. The
indicator has one synchro for each needle. The synchros
receive inputs from the flap position transmitters.
27-58-CC-003 Rev 1 09/09/1998
27-58-CC
- 320 -
LEFT
NEEDLE
2 5
1 10
UP 15
25
FLAPS
27-58-CC-003 Rev 1 09/09/1998
40 30
FLAP POSITION INDICATOR

(SHOWN WITH THE RIGHT
NEEDLE BEHIND THE
LEFT NEEDLE)
TE FLAP SYSTEM - POSITION INDICATING SYSTEM - FLAP POSITION INDICATOR
27-58-CC
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TE FLAP SYSTEM -- POSITION INDICATING SYSTEM - FUNCTIONAL DESCRIPTION
Functional Description When the bypass valve moves to the bypass position, it
gives power to green asymmetry test light, and the
There are two flap position transmitters, and each has light comes on.
three internal synchros. The synchros have interfaces
with these components:
- Stall management computer (SMC) 1 and 2

- Flight control computer (FCC) A and B
- Flap position indicator.
One synchro in each transmitter sends flap position

data to control the left and right needles in the flap
position indicator.
An asymmetry switch in the position indicator compares

the signals from the left and right transmitter
synchros. The switch closes and gives a ground to the
asymmetry shutoff relay when the signals are different.
The relay gives power to move the bypass valve to the
bypass position. This stops hydraulic operation of the
trailing edge flaps.
You can do a test of the operation of the asymmetry

shutdown with the asymmetry test switch and light. The
TEST LEFT-UP position of the switch makes the left
needle of the flap position indicator move to a
27-58-CC-004 Rev 1 09/09/1998
different flap position than the right needle. When the

needles are different, the asymmetry switch in the
indicator closes. The TEST RIGHT-UP position of the
switch moves the right needle and also operates the
bypass valve.
27-58-CC
- 322 -
TO ASYMMETRY
FCC-A SHUTOFF VALVE
RELAY (E3-2)
SMC 2
LEFT
NEEDLE
28V AC
XFR BUS 2
TE FLAP
POSITION L FLAP POS XMTR
IND TEST
RIGHT-UP
P6 CB PANEL
NORMAL ASYM
FCC-B SW
TEST
LEFT-UP
XFMR
SMC 1
27-58-CC-004 Rev 1 09/09/1998
RIGHT
S602 FLAP ASYMMETRY NEEDLE
TEST SWITCH
R FLAP POS XMTR E3 RACK FLAP POSITION
INDICATOR (P2)
TE FLAP SYSTEM - POSITION INDICATING SYSTEM - FUNCTIONAL DESCRIPTION
27-58-CC
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LE FLAP AND SLAT CONTROL SYSTEM -- INTRODUCTION
Purpose Abbreviations and Acronyms
The leading edge (LE) flaps and slats increase the wing alt - alternate
area and the wing camber. This increases lift to BITE - built in test equipment
improve the takeoff and landing performance of the cntl - control
airplane.
EMDP - electric motor-driven pump
General ext - extend
gnd - ground
The LE devices include two Krueger flaps and three GPM - gallons per minute
slats on the leading edge of each wing. During cruise, inbd - inboard
these surfaces fully retract. These surfaces extend ind - indication
during takeoff to increase lift which permits slower
LE - leading edge
speeds for airplane rotation. During landing, the LE
slats fully extend to increase lift and permit slower MLG - main landing gear
speeds for landing. PDU - power drive unit
prox - proximity
During normal operation, the LE flaps and slats are PTU - power transfer unit
mechanically controlled. During alternate operation, sec - second(s)
the LE flaps and slats are electrically controlled.
sect - section
There is position indication in the flight deck for all SMC - stall management computer
the LE devices during normal operation and alternate SOV - shutoff valve
operation. stdby - standby
TE - trailing edge
You can do tests of the LE flap and slat position T/R - thrust reverser
27-81-CC-001 Rev 1 02/11/1999
indication with built in test equipment (BITE) in the

vlv - valve
LE flap and slat indicating module. The module BITE
also lets you see other maintenance data. WW - wheel well
During the normal operation, if the airplane is near a

stall condition, the autoslat function fully extends
the LE slats. This helps prevent a stall.
27-81-CC
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UP
LE SLATS
LE FLAPS
EXTEND
FULL EXTEND
LE SLATS
LE FLAP AND SLAT SYSTEM
NORMAL OPERATION
27-81-CC-001 Rev 1 02/11/1999
- LE POSITION IND
- AUTOSLAT
ALTERNATE OPERATION
LE FLAPS - LE POSITION IND
LE FLAP AND SLAT CONTROL SYSTEM - INTRODUCTION
27-81-CC
- 325 -
LE FLAP AND SLAT CONTROL SYSTEM -- GENERAL DESCRIPTION
General If the airplane gets near a stall condition, the stall
management computers (SMCs) send signals to the
The LE flaps and slats use hydraulic power to move. For autoslat control valve. The autoslat control valve
the normal operation, hydraulic system B supplies sends hydraulic power to the LE slat actuators to
hydraulic power. The commands for the LE flaps and extend the LE slats.
slats come from the TE flap system. During the
alternate operation, the standby hydraulic system See the leading edge autoslat system section for more
supplies hydraulic power. The commands come from the information on the autoslat valve.
alternate flaps switches.
See the stall warning system section for more
Normal Operation information on the SMCs.
The TE flap system sends inputs to the LE flap and slat See the trailing edge flap system section for more
control valve during normal operation. The flap lever information on the TE flap system.
moves a cable system that supplies a mechanical input
to the TE flap system. As the TE flaps move, feedback Alternate Operation
from the TE flap system moves the LE flap and slat
control valve. The LE flap and slat control valve is in During the alternate operation, the alternate flaps
the TE flap control unit. switches send a signal to the LE standby shutoff valve
and to the standby hydraulic system. The LE standby
The LE flap and slat control valve gets pressure from shutoff valve sends hydraulic power to the LE flap and
hydraulic system B. The LE flap and slat control valve slat actuators to extend the LE flaps and slats.
sends hydraulic power through the autoslat control Hydraulic power from the LE standby shutoff valve has a
valve to the LE flap and slat actuators. These higher priority than the hydraulic power from the LE
actuators move the LE flaps and slats. flap and slat control valve.
27-81-CC-002 Rev 1 04/12/1999
The LE flap and slat proximity sensors and position During the alternate operation, the LE flaps and slats
switches send signals to the leading edge flap and slat cannot retract.
indicating module. The module sends this data to the LE
devices annunciator panel and the LE flaps lights in
the flight compartment.
27-81-CC
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ALTERNATE FLAPS
STANDBY
HYDRAULIC
OFF SYSTEM
UP HYDRAULIC POWER TRANSFER
SYSTEM B UNIT SYSTEM
OFF
LE STANDBY
ARM DOWN SHUTOFF VALVE
ALT FLAPS SWITCHES

(P5) SMC (2)
RETRACT FULL EXT

FULL EXT LE FLAP AND SLAT
TE FLAP LE FLAP SLAT AUTOSLAT ACTUATORS (10)
SYSTEM CONTROL VALVE CONTROL VALVE
EXT FULL EXT
EXT
LE FLAP AND SLAT

LE FLAP AND SLAT PROX SENSORS
FLAP LEVER INDICATING MODULE AND SWITCHES
LE FLAPS
AND SLATS
LE DEVICES
FLAPS
27-81-CC-002 Rev 1 09/05/1999
TRANSIT TRANSIT
1 4
2 3
EXT EXT LE FLAPS LE FLAPS
FULL FULL TRANSIT a EXT g
EXT EXT
CENTER INSTRUMENT
LEGEND: 1
2 5
6
PANEL (P2)
3 4
ELECTRICAL
SLATS SLATS
MECHANICAL TEST
HYDRAULIC LE DEVICES ANNUNCIATOR PANEL (P5)
LE FLAP AND SLAT CONTROL SYSTEM - GENERAL DESCRIPTION
27-81-CC
- 327 -
LE FLAP AND SLAT CONTROL SYSTEM -- CONTROLS AND INDICATIONS
27-81-CC-018 Rev 1 08/21/1998
27-81-CC
- 328 -
General Move the ALTERNATE FLAPS arm switch to the ARM position
to start the standby hydraulic system EMDP.
These are the controls in the flight compartment:
Move the ALTERNATE FLAPS control switch to the down
- TE flap lever position momentarily to open the leading edge flaps and
- ALTERNATE FLAPS ARM switch slats shutoff valve in the standby system module.
- ALTERNATE FLAPS control switch.
See the flight controls multiple use systems/units
These are the indications in the flight compartment: system section for more information about the flight
control panel (ATA 27-09).
- Flight control panel
- SPEED BRAKE DO NOT ARM light See the standby hydraulic system section for more
- SPEED BRAKE ARMED light information about standby hydraulic system controls and
- LE FLAPS TRANSIT light indication on the flight control panel (ATA 29-21).
- LE FLAPS EXT light
- Leading edge (LE) devices annunciator panel. Indications
Controls A green SPEED BRAKE ARMED light shows if there are

valid automatic speedbrake system inputs. The light is
The flap lever controls the LE devices control valve. on the P1 panel.
The LE devices control valve controls system B
hydraulic pressure to the LE actuators. An amber SPEED BRAKE DO NOT ARM light shows if there
are automatic speedbrake system inputs that are not
The standby hydraulic system controls standby hydraulic valid. The light is on the P1 panel.
pressure to the LE actuators only to the down position.
An amber LE FLAPS TRANSIT light shows for these
27-81-CC-018 Rev 1 08/21/1998
These switches operate components in the standby conditions:

hydraulic system:
- The LE devices are in transit
- ALTERNATE FLAPS arm switch - A LE device position is in disagreement with the TE
- ALTERNATE FLAPS control switch. flaps position
27-81-CC
- 329 -
- TE flaps disagreement during alternate flaps
operation until the TE flaps are at the 10
position.
The light is on the P2 panel.
A green LE FLAPS EXT light shows if the LE devices are

in the extended or full extended positions. The light
is on the P2 panel.
The LE devices annunciator panel shows position of each

LE device. The panel is on the P5 aft overhead panel.
27-81-CC-018 Rev 1 08/21/1998
27-81-CC
- 330 -

A B LOW a LE DEVICES
QUANTITY
STBY STBY FLAPS
LOW a TRANSIT TRANSIT
RUD RUD PRESSURE 1 4
2 3
OFF OFF STBY
RUD ON
a
ALTERNATE EXT EXT
A ON B ON
ALTERNATE FLAPS FLAPS ARM FULL
EXT
FULL
EXT
OFF
SWITCH 1 6
2 5
3 4
LOW a LOW a
PRESSURE PRESSURE
UP
ALTERNATE
2
OFF FLAPS SLATS SLATS 5
SPOILER 1
A B
ARM
DOWN CONTROL TEST 10
SWITCH LE DEVICES ANNUNCIATOR PANEL (P5) UP 15
TRAILING EDGE
FLAP POSITION
25
OFF OFF
FEEL a
LEADING EDGE FLAPS INDICATOR (REF)
DIFF PRESS 30
40
ON ON SPEED TRIM
FAIL
a
FLAPS IN
MACH TRIM TRANSIT LIGHT LE FLAPS LE FLAPS LEADING EDGE
YAW DAMPER FAIL a TRANSIT
a
EXT
g
YAW AUTO SLAT
FAIL a
FLAPS EXTENDED
DAMPER a
LIGHT
OFF
CENTER INSTRUMENT
ON
PANEL (P2)
FLAP
SPEED BRAKE LEVER
27-81-CC-018 Rev 1 08/21/1998
DO NOT ARM LIGHT

SPEED BRAKE
SPEED BRAKE DO NOT ARM
a
ARMED
g
CAPT INSTRUMENT
PANEL (P1)
CONTROL STAND
LE FLAP AND SLAT CONTROL SYSTEM - CONTROLS AND INDICATIONS
27-81-CC
- 331 -
LE FLAP AND SLAT CONTROL SYSTEM -- COMPONENT LOCATION - 1
General
The LE flap and slat system components are in these

areas:
- Main landing gear (MLG) wheel well
- Wing.
The components in the MLG wheel well and wing show on

other pages.
The LE devices annunciator panel is on the P5 aft

overhead panel. The LE FLAPS TRANSIT amber light and
the LE FLAPS EXT green light are on the P2 center
instrument panel.
27-81-CC-003 Rev 1 02/23/1999
27-81-CC
- 332 -
MIC SEL
HF
L VHF R INOP INOP SERV
INT
FLT
INT
PA
1 NAV 2 1 ADF INOP MRK
TRIP DATE R E
E V
P E
E RECORDING TIMEN
RT MASKS B A REMAINING
V R T
T
0 0 7 0 3 1
IC BOOM
MACH
FLIGHT RECORDER AIRSPEED
WARNING
TEST
TEST NORMAL NO 1 NO 2
SERVICE
INTERPHONE OFF
a
OFF
STALL WARNING
HTR OFF
THRUST REVERSER
CREW PASS OXYGEN OFF
ON a NORMAL
TRANSIT LE DEVICES OXYGEN
FLAPS a TRANSIT ENG 1 ENG 2
a 1 4 a NORMAL NORMAL
EXT a 2 3 a g EXT TEST
FULL g g a a a g FULL 10
EXT g a a g g EXT
g g 5 15 ON
1 g g g 6
2 g 5 OVERRIDE
3 g g g 4
SLATS SLATS 0 20
ISOLATION OXY PRESS PASS OXY
VALVE PS1 X 100 ON
a
TEST
DOME WHITE
DIM
T T
IO OFF LEFT RIGHT IO
N GEAR GEAR N
D L D L
E O BRIGHT E O
X C X C
K K
AFT OVERHEAD
PANEL (P5)
LE DEVICES
FLAPS
TRANSIT TRANSIT
1 4
2 3
EXT EXT
FULL FULL
EXT EXT
1 6
2 5
3 4
SLATS SLATS
TEST
27-81-CC-003 Rev 1 02/23/1999
LE DEVICES ANNUNCIATOR PANEL (P5)
LE FLAPS LE FLAPS
TRANSIT a EXT g
CENTER INSTRUMENT PANEL (P2)
LE FLAP AND SLAT CONTROL SYSTEM - COMPONENT LOCATION - 1
27-81-CC
- 333 -
MLG Wheel Well Components
These are the components in the MLG wheel well:
- LE flap and slat control valve

- LE standby shutoff valve
- LE flap and slat flow limiting valve
- LE flap and slat hydraulic fuses.
The LE flap and slat control valve is on the flap

control unit on the aft bulkhead.
The LE standby shutoff valve is on the flight controls

module on the aft bulkhead.
The flow limiting valve and the LE standby hydraulic

fuse are on the keel beam.
The LE extend and retract fuses are on the ceiling.

27-81-CC-004 Rev 1 02/23/1999
27-81-CC
- 334 -
FWD
LE EXTEND
FUSE
LE FLAP AND SLAT
FWD CONTROL VALVE
FLAP CONTROL UNIT

(MLG WHEEL WELL) LE RETRACT
FUSE
STANDBY LE STANDBY
SYSTEM SHUTOFF VALVE
HYDRAULIC
RESERVOIR
(REF)
LE STANDBY
FUSE MLG WHEEL WELL CEILING
FLOW
LIMITING
VALVE
27-81-CC-004 Rev 1 02/23/1999
FWD
FWD
MLG WHEEL WELL KEEL BEAM STANDBY SYSTEM MODULE
27-81-CC
- 335 -
Wing Components
These are the components on the wings:
- LE flaps and slats

- LE flap actuators
- LE slat actuators
- Slat main and auxiliary tracks.
To get access to the LE flap actuators, extend the LE

flaps. To get access to the LE slat actuators and
tracks, go through access panels under the wing.
27-81-CC-019 Rev 1 02/23/1999
27-81-CC
- 336 -
ACTUATOR
AUXILIARY
TRACK LE FLAPS
MAIN TRACK (UNDER WING)
LE SLATS
27-81-CC-019 Rev 1 02/23/1999
LEFT WING (TOP VIEW)

(RIGHT WING ALMOST THE SAME)
27-81-CC
- 337 -
LE FLAP AND SLAT CONTROL SYSTEM -- LE FLAP AND SLAT CONTROL VALVE
The TE flap power drive unit (PDU) gives mechanical If the alignment of the LE flaps and slats is not
inputs to the LE flap and slat control valve. The LE correct, you can adjust the LE flap and slat control
flap and slat control valve sends hydraulic power to valve. Install the rig pin during adjustment of the LE
the LE flap and slat actuators. flap and slat control valve. Remove the cover on the
bottom of the flap control unit to install the rig pin.
Location
CAUTION: DO NOT INSTALL THE RIG PIN IN THE FLAP CONTROL
The LE flap and slat control valve is on the TE flap UNIT WITH THE HYDRAULIC SYSTEM PRESSURIZED.
control unit in the MLG wheel well. The TE flap control YOU CAN CAUSE DAMAGE TO THE FLAP CONTROL UNIT.
unit is on the right side of the aft bulkhead near the
ceiling.
Through the follow-up cables, the TE flap PDU gives

mechanical inputs to the LE flap and slat control
valve. As the TE flaps move, the follow-up cables move
the follow-up drum on the TE flap control unit. The
follow-up drum moves a cam roller, which moves the LE
flap control valve link. This link moves the LE flap
and slat control valve. The LE flap and slat control
valve sends hydraulic power to the LE flap and slat
actuators and to the autoslat control valve.
27-81-CC-005 Rev 1 02/23/1999
See the trailing edge flap system section for more

information on the TE flap PDU and TE flap control
unit.
27-81-CC
- 338 -
FLAP
CONTROL
FLAP CONTROL UNIT
QUADRANT
COVER
CONTROL
CABLES
INPUT ROD
FWD
SUMMING LEVER
FOLLOW-UP
CABLES
RIG PIN
TE FLAP
CONNECTION TO
CONTROL
27-81-CC-005 Rev 1 02/23/1999
LE FLAP/SLAT
VALVE CONTROL VALVE
FLAP LOAD
RELIEF SOLENOID
FWD CONNECTION TO
LE FLAP/SLAT TE FLAP
FLAP CONTROL UNIT CONTROL VALVE CONTROL VALVE
(WHEEL WELL CEILING REMOVED FOR CLARITY)
LE FLAP AND SLAT CONTROL SYSTEM - LE FLAP AND SLAT CONTROL VALVE
27-81-CC
- 339 -
LE FLAP AND SLAT CONTROL SYSTEM -- FLOW LIMITING VALVE AND HYDRAULIC FUSES
Purpose
The LE flow limiting valve and the hydraulic fuses

control the flow of hydraulic fluid to the LE flap and
slat hydraulic components. The LE flow limiting valve
limits the speed of movement of the LE flaps and slats.
Three hydraulic fuses stop the flow of hydraulic fluid
if there is a leak. These are the three hydraulic
fuses:
- LE extend hydraulic fuse

- LE retract hydraulic fuse
- LE standby hydraulic fuse.
Location
The flow limiting valve and the LE standby hydraulic

fuse are on the keel beam in the MLG wheel well. The LE
extend and retract hydraulic fuses are on the ceiling
in the MLG wheel well, near the flap control unit.
The LE flow limiting valve limits the standby hydraulic

fluid flow to 2.1 gallons per minute.
27-81-CC-006 Rev 1 02/23/1999
The LE extend and retract hydraulic fuses stop the

hydraulic flow when the volume of fluid through it is
more than 180 - 250 cubic inches. The LE standby
hydraulic fuse stops the hydraulic flow when the volume
of fluid through it is more than 270 - 350 cubic
inches.
27-81-CC
- 340 -
LE EXTEND
FUSE
STANDBY
SYSTEM
HYDRAULIC
RESERVOIR
(REF)
LE RETRACT
LE STANDBY FUSE
FUSE
FLOW
LIMITING
VALVE
27-81-CC-006 Rev 1 02/23/1999
FWD
MLG WHEEL WELL CEILING
FWD
MLG WHEEL WELL KEEL BEAM
LE FLAP AND SLAT CONTROL SYSTEM - FLOW LIMITING VALVE AND HYDRAULIC FUSES
27-81-CC
- 341 -
LE FLAP AND SLAT CONTROL SYSTEM -- STANDBY SHUTOFF VALVE
The LE standby shutoff valve supplies hydraulic power When you release pressure from the LE flap and slat
to the LE flap and slat actuators during alternate components, obey this warning:
operation.
WARNING: MAKE SURE YOU INSTALL THE LOCK ASSEMBLY ON THE
Location LE STANDBY SHUTOFF VALVE TO PREVENT THE
ACCIDENTAL STANDBY SYSTEM OPERATION OF THE LE
The LE standby shutoff valve is on the standby system FLAPS AND SLATS. THE LE FLAPS AND SLATS CAN
module in the MLG wheel well. MOVE QUICKLY. THIS CAN CAUSE INJURY TO PERSONS
OR DAMAGE TO EQUIPMENT.
The LE standby shutoff valve is a 28v dc motor with a

two-position valve. The valve is usually in the closed
position. During the alternate operation of the LE
flaps and slats, the LE standby shutoff valve receives
electrical power from the alternate flaps switches.
There is more information on the alternate operation
later in this section.
The LE standby shutoff valve has a red lever that shows

the position of the valve. You can move this lever to
move the valve manually. When you move the lever
manually, install a lock to prevent movement of the
valve.
27-81-CC-007 Rev 1 04/18/2001
The LE standby shutoff valve is interchangeable with

the standby rudder shutoff valve.
27-81-CC
- 342 -
LE STANDBY STANDBY RUDDER

SHUTOFF VALVE SHUTOFF VALVE
(REF)
27-81-CC-007 Rev 1 04/18/2001
POSITION
LEVER FWD
KEEL BEAM
(TYP)
FWD
STANDBY SYSTEM MODULE
MLG WHEEL WELL KEEL BEAM
LE FLAP AND SLAT CONTROL SYSTEM - STANDBY SHUTOFF VALVE
27-81-CC
- 343 -
LE FLAP AND SLAT CONTROL SYSTEM -- LE FLAP ACTUATORS
Purpose WARNING: MAKE SURE TO INSTALL THE LE FLAP LOCKS TO
PREVENT ACCIDENTAL OPERATION OF THE LE FLAPS.
The LE flap actuators use hydraulic power to move the THE LE FLAPS CAN MOVE QUICKLY. THIS CAN CAUSE
LE flaps. INJURY TO PERSONS AND DAMAGE TO EQUIPMENT.
Location
The LE flap actuators are on the leading edge of the

wings. To get access to the actuators, extend the LE
flaps.
Each LE flap actuator weighs approximately 14 lb (6.4

kg).
The LE flap actuators have two positions, retract and

extend.
All the LE flap actuators are interchangeable.
When you release pressure from the LE flap actuators,

observe this note.
27-81-CC-008 Rev 1 02/23/1999
NOTE: The LE flaps can slowly extend because of

gravity.
You can install locks on the LE flap actuators. When

you do maintenance in the area around the LE flaps,
obey this warning.
27-81-CC
- 344 -
LE FLAP
ACTUATOR
FWD
LE FLAP
27-81-CC-008 Rev 1 02/23/1999
RETRACT FWD
EXTEND
LE FLAP ACTUATOR POSITIONS

FWD
LE FLAP AND SLAT CONTROL SYSTEM - LE FLAP ACTUATORS
27-81-CC
- 345 -
LE FLAP AND SLAT CONTROL SYSTEM -- LE FLAP ACTUATORS - FUNCTIONAL DESCRIPTION
General The actuator is a differential area piston. When the
pressure is the same on both sides of the piston, the
The LE flap actuators use hydraulic power. Hydraulic piston extends. The restrictors help the piston move
system B or the standby hydraulic system move the LE smoothly.
flaps.
During retraction in normal operation, the actuator
During normal operation, the LE flap actuators use receives retract pressure only. This opens the system
hydraulic power from system B. The LE flap actuators blocking valve, which sends pressure to the retract
receive extend pressure from the LE flap and slat side of the piston. This causes the piston to retract.
control valve. The LE flap actuators receive retract
pressure directly from system B. If the hydraulic system B pressure is less than 2000
psi, the blocking valves hydraulically lock the piston.
During alternate operation, the LE flap actuators use This prevents piston movement during hydraulic system
hydraulic power from the standby system to extend the failures.
LE flaps. The LE flaps do not retract during the
alternate operation. During alternate operation, the standby hydraulic
system supplies extend pressure to the LE flap
The LE flap actuators have two positions, retract and actuators. This causes both blocking valves to move.
extend. This stops the hydraulic power from the system B to the
piston. Instead, both sides of the piston receives
Functional Description hydraulic power from the standby system. This causes
the piston to extend.
Each LE flap actuator has these components:
- Piston
- Two blocking valves
27-81-CC-009 Rev 1 02/23/1999
- Two restrictors.
During extension in normal operation, the actuator

receives retract pressure from hydraulic system B and
extend pressure from the LE flap and slat control
valve. This causes the system blocking valve to open,
which puts pressure on both sides of the piston.
27-81-CC
- 346 -
EXTEND RETRACT
(HYD SYS B) (HYD SYS B)
SYSTEM
BLOCKING VALVE
EXTEND
(STANDBY SYS)
PISTON
RESTRICTOR
STANDBY
BLOCKING VALVE
27-81-CC-009 Rev 1 02/23/1999
LE FLAP ACTUATOR
LE FLAP AND SLAT CONTROL SYSTEM - LE FLAP ACTUATORS - FUNCTIONAL DESCRIPTION
27-81-CC
- 347 -
LE FLAP AND SLAT CONTROL SYSTEM -- LE SLAT ACTUATORS
Purpose WARNING: MAKE SURE TO INSTALL THE LE SLAT LOCKS TO
PREVENT ACCIDENTAL OPERATION OF THE LE SLATS.
The LE slat actuators use hydraulic power to move the THE LE SLATS CAN MOVE QUICKLY. THIS CAN CAUSE
LE slats. INJURY TO PERSONS AND DAMAGE TO EQUIPMENT.
Location
The LE slat actuators are on the leading edge of the

wings. To get access to the actuators, extend the LE
slats and remove the access panels under the wing.
Each LE slat actuator weighs approximately 20 lb (9.1

kg).
The LE slat actuators have these three positions:
- Retract
- Extend
- Full extend.
All the LE slat actuators are interchangeable.

27-81-CC-010 Rev 1 02/23/1999
You can install locks on the LE slat actuators. When

you do maintenance in the area around the LE slats,
obey this warning.
27-81-CC
- 348 -
LE SLAT
LE SLAT
ACTUATOR
RETRACT
EXTEND
27-81-CC-010 Rev 1 02/23/1999
FULL
EXTEND
LE SLAT ACTUATOR POSITIONS
LE FLAP AND SLAT CONTROL SYSTEM - LE SLAT ACTUATORS
27-81-CC
- 349 -
LE FLAP AND SLAT CONTROL SYSTEM -- LE SLAT ACTUATORS - FUNCTIONAL DESCRIPTION
27-81-CC-011 Rev 1 02/23/1999
27-81-CC
- 350 -
General - Lock stud
- Lock segment.
The LE slat actuators use hydraulic power from either
the hydraulic system B or the standby hydraulic system During normal operation, hydraulic system B supplies
to move the LE slats. hydraulic pressure to the actuator. This causes the
system blocking valve to open, which lets pressure go
During normal operation, hydraulic system B supplies to the retract side of the inner and outer pistons.
hydraulic power to the LE slat actuators. The LE flap This causes the actuator to retract. When the actuator
and slat control valve supplies extend pressure to the fully retracts, the lock segments turn to the position
LE slat actuators. Hydraulic system B supplies retract shown in the graphic. Because the lock stud does not
pressure to the LE slat actuators. move, the lock segments prevent extension of the inner
piston.
During alternate operation, the standby system supplies
hydraulic power to the LE slat actuators to fully The LE flap and slat control valve supplies extend
extend the LE slats. The LE slats do not retract during pressure to the actuator to move the actuator to the
the alternate operation. extend position. This causes pressure to go through the
lock stud to the lock piston. The lock piston extends
The LE slat actuators have these three positions: and releases the lock segments. This lets the inner
piston move.
- Retract
- Extend Pressure also goes around the lock stud to the extend
- Full extend. side of the inner piston. Because the inner piston is a
differential area piston, the piston extends. The
Functional Description restrictors help the piston move smoothly.
Each LE slat actuator has these components: The LE flap and slat control valve supplies full extend
27-81-CC-011 Rev 1 02/23/1999
pressure to the actuator to move the actuator to the

- Inner piston full extend position. This pressure goes through the
- Outer piston system blocking valve to the extend side of the outer
- Blocking valves piston. Because the outer piston is also a differential
- Restrictors area piston, the piston extends. As this occurs, the
- Relief valve inner piston stays in the extend position. This causes
- Lock piston the actuator to move to its full extend position.
27-81-CC
- 351 -
During retraction in the normal operation, the LE flap
and slat control valve stops the full extend pressure
first. This causes the outer piston to retract first.
Then, the LE flap and slat control valve stops the
extend pressure. This causes the inner piston to
retract. Springs cause the lock piston to retract, and
this engages the lock segments.
If the hydraulic system B pressure is less than 2000

psi, the blocking valves close and hydraulically lock
the pistons. This prevents the piston movement during
hydraulic system failures.
During alternate operation, the standby hydraulic

system supplies full extend pressure to the LE slat
actuators. This causes the standby blocking valve to
open and the system blocking valve to close. This stops
the hydraulic power from the system B to the pistons.
Instead, standby hydraulic pressure goes to the extend
side of all the pistons. This causes the pistons to
extend and the actuator moves to the full extend
position.
Look through the indicator inspection hole to see if

27-81-CC-011 Rev 1 02/23/1999
the actuator unlocks. If you can see through the hole,

the actuator is locked.
27-81-CC
- 352 -
RETRACT
STANDBY
(FULL EXTEND) EXTEND
FULL EXTEND
RESTRICTOR
STANDBY
BLOCKING
VALVE
SYSTEM
RELIEF BLOCKING
VALVE VALVE
OUTER
PISTON
INNER
PISTON
27-81-CC-011 Rev 1 02/23/1999
LOCK PISTON
LOCK LOCK INSPECTION
LE SLAT ACTUATOR SEGMENT PISTON HOLE
LOCK STUD
LE FLAP AND SLAT CONTROL SYSTEM - LE SLAT ACTUATORS - FUNCTIONAL DESCRIPTION
27-81-CC
- 353 -
LE FLAP AND SLAT CONTROL SYSTEM -- LE SLAT ACTUATOR POSITIONS
General
The LE slat actuators have these three positions:
- Retract
- Extend
- Full extend.
Retract
When the hydraulic system B pressurizes, both the inner

and outer pistons retract.
Extend
When the LE slat actuator receives extend pressure, the

lock piston extends and the inner piston extends.
Full Extend
When the LE slat actuator receives full extend

pressure, the outer piston extends.
27-81-CC-012 Rev 1 02/23/1999
27-81-CC
- 354 -
RETRACT
EXTEND
SYSTEM B
PRESSURE FULL
(RETRACT) EXTEND
LE SLAT ACTUATOR POSITIONS
INNER LOCK
EXTEND PISTON
PRESSURE PISTON
27-81-CC-012 Rev 1 02/23/1999
FULL EXTEND
PRESSURE OUTER
PISTON
LE FLAP AND SLAT CONTROL SYSTEM - LE SLAT ACTUATOR POSITIONS
27-81-CC
- 355 -
LE FLAP AND SLAT CONTROL SYSTEM -- MAIN AND AUXILIARY TRACKS
Purpose When the LE slat moves, a roller in the auxiliary arm
moves in the auxiliary track. When the LE slat moves to
The main and auxiliary tracks help hold the LE slats in the extend position, the roller moves the detent arm
three positions. These tracks cause the LE slats to down, then stops in the cam of the detent arm. The
move to the correct positions when the LE slat torsion rod keeps the roller in the cam. This keeps the
actuators move. LE slat in the extend position.
Location When the LE slat moves from the extend position to the
full extend or retract positions, the force from the
The tracks attach to the LE slats. To get access to the slat actuator causes the slat to move. This causes the
tracks, extend the LE slats and remove the access roller in the auxiliary arm to move the detent arm
panels under the wing. down, and the LE slat continues to move.
Main Track
There are two main tracks for each LE slat.
The main track moves between two pairs of rollers. The

main track has an adjustable downstop that limits the
full extend position of the LE slat.
Auxiliary Track
There are two auxiliary tracks for LE slats 2, 3, 4,

and 5. There are three auxiliary tracks for LE slats 1
and 6.
27-81-CC-013 Rev 1 02/23/1999
The auxiliary track interfaces with these parts:
- Auxiliary arm
- Detent arm
- Torsion rod.
27-81-CC
- 356 -
LE SLAT
LE SLAT
FWD
ROLLER MAIN DOWNSTOP
TRACK
TORSION
ROD
AUXILIARY
AUXILIARY TRACK
TRACK
DETENT
ARM
27-81-CC-013 Rev 1 02/23/1999
AUXILIARY
ARM
FWD
DETENT
ARM
LE FLAP AND SLAT CONTROL SYSTEM - MAIN AND AUXILIARY TRACKS
27-81-CC
- 357 -
LE FLAP AND SLAT CONTROL SYSTEM -- LE FLAPS AND LE SLATS
27-81-CC-014 Rev 1 02/23/1999
27-81-CC
- 358 -
Purpose - Retract
- Extend
The LE flaps and slats increase the lift of the wing - Full extend.
during takeoff and landing. They retract during cruise.
The LE slats are at the retract position when the flap
Location lever is in the 0 detent. The LE slats are at the extend
position when the flap lever is in the 1, 2, or 5
The LE flaps are below the leading edge of the wings, detents. The LE slats are at the full extend position
between the fuselage and the engines. The LE slats are when the flap lever is in the 10, 15, 25, 30, or 40
on the leading edge of the wings, outboard of the detents.
engines.
It is not necessary to use a spreader bar to lift the LE
The LE flaps and slats are made of aluminum skins and slats.
ribs.
The table below describes the conditions where the LE
The dimensions of each LE flap are 65 inches by 12 flaps or slats hit the engine fan cowls, thrust
inches (1.7 m by 0.3 m). The LE flaps are not reversers, or thrust reverser C duct cowls.
interchangeable.
The dimensions of each LE slat are 117 inches by 18 Item Condition Result
inches (3.0 m by 0.5 m). The LE slats are not
Inbd fan cowl Open LE flaps hit at extend
interchangeable.
Otbd fan cowl Open No contact with LE slats
Functional Description LE flaps slide on deflector
27-81-CC-014 Rev 1 02/23/1999
Inbd T/R Deployed during LE retraction, but

The LE flaps have two positions, retract and extend. hit during LE extension
The LE flaps are at the retract position when the flap Otbd T/R Deployed No contact with LE slats
lever is in the 0 detent. The LE flaps are at the extend Inbd T/R cowl Raised LE flaps hit at extend
position when the flap lever is at any other detent. Otbd T/R cowl Raised LE slats hit at extend
The LE slats have these three positions:
27-81-CC
- 359 -
CAUTION: MAKE SURE THE INBOARD FAN DUCT COWL AND THE
THRUST REVERSERS ARE CLOSED OR REMOVED BEFORE
YOU EXTEND THE LE FLAPS AND SLATS. THERE IS
NOT SUFFICIENT CLEARANCE FOR THE LE FLAPS AND
SLATS TO EXTEND IF THE INBOARD FAN DUCT COWL
AND THE THRUST REVERSERS ARE IN THE OPEN
(MAINTENANCE) POSITION. THIS CAN CAUSE DAMAGE
TO EQUIPMENT.
27-81-CC-014 Rev 1 02/23/1999
27-81-CC
- 360 -
FWD
LE SLAT
LE FLAP
FWD
RETRACT
LE FLAP RETRACT
(UNDER WING) EXTEND
LE SLAT EXTEND
THRUST REVERSER FULL

27-81-CC-014 Rev 1 02/23/1999
C DUCT COWLS (2) EXTEND

LE FLAPS
ENGINE LE SLATS
FAN COWLS (2)
LE FLAP AND SLAT CONTROL SYSTEM - LE FLAPS AND LE SLATS
27-81-CC
- 361 -
LE FLAP AND SLAT CONTROL SYSTEM -- OPERATION
Normal Operation First move the alternate flaps arm switch to the arm
position. This starts the standby hydraulic pump and
During normal operation, use the flap lever to operate opens the LE flap standby shutoff valve. Then move the
the LE flaps and slats. For normal operation, system B alternate flaps control switch to the down position.
hydraulic power is necessary. This lets the LE flaps move to the extend position, and
the LE slats move to the full extend position.
The LE flaps move to two positions, and the LE slats
move to three positions. The LE devices annunciator During alternate operation, the LE flaps and slats can
panel in the flight compartment shows the position of not retract. To retract the LE flaps and slat, you must
the LE flaps and slats. The LE FLAPS TRANSIT light and use the normal operation.
the LE FLAPS EXT light show the condition of the LE
flaps and slats. Operation Times
During normal operation of the LE flaps and slats, the The table below shows the time necessary for the LE
TE flaps move. flaps and slats to move in the normal and alternate
operation. The times are for operation with normal
If the airplane is near a stall condition, the autoslat loads. There are small differences in the times for no
function causes the LE slats to move from the extend load operation.
position to the full extend position. If this function
is not available, the AUTOSLAT FAIL light shows on the
flight controls panel. Operation condition LE flaps LE slats
Normal - up to extend 7 sec 8 sec
See the leading edge autoslat system section for more
information on the autoslat function. Normal - extend to full extend N/A 3.0 sec
Normal - full extend to extend N/A 4.8 sec
Alternate Operation Normal - extend to up 7.5 sec 7.8 sec
27-81-CC-015 Rev 1 02/23/1999
Alternate - up to full extend 32 sec 58 sec

During alternate operation, use the alternate flaps
switches to extend the LE flaps and slats. The Training Information Point
alternate operation uses standby hydraulic power as an
alternative to system B hydraulic power. To do a check of the LE devices and TE flaps operation
times with a hydraulic ground cart, make sure 20 gpm is
available.
27-81-CC
- 362 -

A B LOW a
QUANTITY
STBY STBY
LOW a
RUD RUD PRESSURE
OFF OFF STBY a
RUD ON
A ON B ON
ALTERNATE FLAPS ALTERNATE FLAPS
ARM SWITCH
OFF
LOW a LOW a UP ALTERNATE FLAPS

PRESSURE PRESSURE CONTROL SWITCH
OFF
SPOILER ARM
A B DOWN
FLAP LEVER
OFF OFF
FEEL a
DIFF PRESS
ON ON SPEED TRIM
FAIL
a
AUTOSLAT
MACH TRIM
LE FLAPS LE FLAPS YAW DAMPER FAIL a
FAIL LIGHT
LE DEVICES TRANSIT a EXT g
FLAPS YAW AUTO SLAT
TRANSIT TRANSIT
1
2 3
4 CENTER INSTRUMENT DAMPER a FAIL a
EXT EXT PANEL (P2)
27-81-CC-015 Rev 1 02/23/1999
FULL FULL
EXT EXT OFF
1 6
2
3 4
5 ON
SLATS SLATS
TEST
LE DEVICES ANNUNCIATOR PANEL (P5)
LE FLAP AND SLAT CONTROL SYSTEM - OPERATION
27-81-CC
- 363 -
LE FLAP AND SLAT CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION - HYDRAULIC
27-81-CC-016 Rev 1 02/23/1999
27-81-CC
- 364 -
General Hydraulic pressure goes to the LE flap and slat control
valve. The LE flap and slat control valve sends extend
These are the LE flap and slat hydraulic components pressure to the LE flap and slat actuators. This causes
that are LRUs: the LE flaps and slats to move to the extend position.
- Flow limiting valve When you move the flap lever to the 10, 15, 25, 30, or
- Hydraulic fuses 40 positions, the TE flap PDU follow-up cables move the
- LE flap and slat control valve LE flap and slat control valve to the full extend
- LE flap actuators position. The LE flap and slat control valve sends full
- LE slat actuators. extend pressure through the autoslat valve to the LE
slat actuators only. This causes the LE slats to move
Normal Operation to the full extend position.
During normal operation, the LE flap and slat actuators If the airplane is near a stall condition, the autoslat
use power from hydraulic system B. The flap priority valve sends full extend pressure to the LE slat
valve decreases the flow of hydraulic fluid to the TE actuators. This causes the LE slats to move from the
flap components if the system B pressure is low. This extend position to the full extend position.
gives priority of system B hydraulic power to the LE
flaps and slats over the TE flaps. See the leading edge autoslat system section for more
information on the autoslat operation.
Hydraulic system B power goes to the retract port of
all the LE flap and slat actuators. If the LE flap and PTU Operation
slat control valve is in the retract position, the LE
flap and slat actuators retract. If there is low pressure from the system B EDP, the
power transfer unit (PTU) can supply hydraulic power
The LE flap and slat control valve uses mechanical for the autoslat operation. The PTU operates when all
27-81-CC-016 Rev 1 02/23/1999
inputs from the TE flap PDU follow-up cables. These of these conditions occur:
cables move when the TE flaps move. When you move the
flap lever to the 1, 2, or 5 positions, movement of the - Airplane is in the air
TE flaps causes the cables to move. This causes the - TE flaps are between 0 and 15
cables to move the LE flap and slat control valve to - System B EDP hydraulic pressure is low.
the extend position.
27-81-CC
- 365 -
See the standby hydraulic system section for more
information on the PTU.
Alternate Operation
During alternate operation, the LE standby shutoff

valve supplies standby hydraulic system power. The flow
limiting valve limits the flow of hydraulic fluid to
2.1 gpm. In alternate operation, the LE flaps and slats
extend only. The LE flaps and slats can not retract in
the alternate operation.
See the standby hydraulic system section for more

information on the standby hydraulic system.
27-81-CC-016 Rev 1 02/23/1999
27-81-CC
- 366 -
STANDBY
HYDRAULIC POWER TRANSFER HYDRAULIC
SYSTEM B UNIT (PTU) SYSTEM
LE STANDBY
SHUTOFF VALVE
HYDRAULIC
FUSE
FLAP PRIORITY FLOW
VALVE LIMITING
VALVE
TE FLAP PRESSURE
SYSTEM RELIEF STANDBY
VALVE
RETRACT
TE FLAP PDU
FOLLOW-UP EXTEND
CABLES
LE FLAP ACTUATOR
(TYPICAL)
LE FLAP AND SLAT

CONTROL VALVE STANDBY
27-81-CC-016 Rev 1 02/23/1999
AUTOSLAT
VALVE RETRACT
EXTEND FULL
RETRACT EXTEND EXTEND
FULL EXTEND
LE FLAP AND SLAT CONTROL LE SLAT ACTUATOR

VALVE POSITIONS (TYPICAL)
LE FLAP AND SLAT CONTROL SYSTEM - FUNCTIONAL DESCRIPTION - HYDRAULIC
27-81-CC
- 367 -
LE FLAP AND SLAT CONTROL SYSTEM -- FUNCTIONAL DESCRIPTION - ALTERNATE
General The LE standby shutoff valve relay latches. When the
alternate flaps control switch moves to the off
During alternate operation, the alternate flaps position, the relay stays energized. This relay
switches control the operation of the LE flap and slat deenergizes when the alternate flaps arm switch moves
actuators. to the off position. When you move the alternate flaps
arm switch to the off position, the standby EMDP stops,
Arm and the LE standby shutoff valve closes.
When you move the alternate flaps arm switch to the arm When you move the alternate flaps arm switch to the OFF
position, electrical power becomes available to the position, the alternate operation stops. This permits
alternate flaps control switch. The arm switch supplies the normal operation. If hydraulic system B has
signals to the standby hydraulic system to operate the pressure, the LE flaps and slats retract.
standby hydraulic electric motor driven pump (EMDP).
Retract
Extend
During alternate operation, the LE flaps and slats can
When you move the alternate flaps control switch to the not retract. You must use the normal operation to
down position, the LE standby shutoff valve relay retract the surfaces.
energizes. This sends a signal to the LE standby
shutoff valve. The LE standby shutoff valve opens.
The standby EMDP supplies hydraulic pressure to the LE

standby shutoff valve. The standby shutoff valve
supplies pressure to the LE flap and slat actuators,
and these actuators extend. The LE flaps move to the
extend position, and the LE slats move to the full
27-81-CC-017 Rev 1 02/23/1999
extend position.
A time of 32 seconds for the LE flaps and 58 seconds for

the LE slats is necessary to fully extend in the
alternate operation.
27-81-CC
- 368 -
UP CLOSE
OFF OFF
28V DC DOWN
BUS 1
FLIGHT CONTROL
FLAP SHUTOFF OPEN
VALVES
ALT FLAPS LE FLAPS AND
CONTROL SW LE STANDBY
P6 CB PANEL DR. SOV RELAY SLATS SHUTOFF VALVE
(K3) (STANDBY SYS MODULE)
TO STANDBY TO PTU
HYDRAULIC SYSTEM
ARM
ALT FLAPS
27-81-CC-017 Rev 1 09/05/1999
ARM SW
LE FLAP AND SLAT CONTROL SYSTEM - FUNCTIONAL DESCRIPTION - ALTERNATE
27-81-CC
- 369 -
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- INTRODUCTION
Purpose PTU - power transfer unit
sec - second(s)
The leading edge (LE) flaps and slats position sect - section
indicating system controls the LE devices annunciator
SOV - shutoff valve
panel, the LE FLAPS TRANSIT light and the LE FLAPS EXT
light. stdby - standby
TE - trailing edge
General T/R - thrust reverser
vlv - valve
There is position indication in the flight compartment WW - wheel well.
for all the LE devices during normal operation and
alternate operation.
You can do tests of the LE flaps and slats with built-

in test equipment (BITE) in the flap/slat indication
module (FSIM). The FSIM BITE also permits you to see
other maintenance data.
alt - alternate
BITE - built-in test equipment
cntl - control
EMDP - electric motor-driven pump
ext - extend
27-88-CC-013 Rev 1 02/11/1999

FSEU - flap/slat indication module
gnd - ground
inbd - inboard
ind - indication
LE - leading edge
prox - proximity
27-88-CC
- 370 -
UP
LE SLATS
LE FLAPS
EXTEND
FULL EXTEND
LE SLATS
NORMAL OPERATION
27-88-CC-013 Rev 1 02/11/1999
- LE POSITION IND
ALTERNATE OPERATION
LE FLAPS - LE POSITION IND
LE FLAP AND SLAT POSITION INDICATING SYSTEM - INTRODUCTION
27-88-CC
- 371 -
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- GENERAL DESCRIPTION
General
The LE flap and slat position indicating system

measures the position of the LE flaps and slats. The
leading flap/slat indication module uses this data to
show the lights on the LE devices annunciator panel in
the flight compartment. The module also uses this data
to show the LE FLAPS TRANSIT light and the LE FLAPS EXT
light.
Interfaces
There are 26 proximity sensors and switches, two for

each LE flap and three for each LE slat. These
proximity sensors and switches measure the position of
targets that move with the surfaces. The proximity
sensors and switches send this data to the leading
flap/slat indication module (FSIM). The module uses
this data to control the LE devices annunciator panel
and lights in the flight compartment.
The FSIM also sends this data to these components:
- Flight data acquisition unit (FDAU)

- Stall management computers (SMCs)
- Landing gear logic shelf.
27-88-CC-001 Rev 1 09/05/1999
27-88-CC
- 372 -
LE DEVICES
LE FLAP/SLAT INDICATION MODULE FLAPS
TRANSIT TRANSIT
P/N 65-52807-73 1 4
S/N 2 3
EXT EXT
MOD LEVEL A B C D E F G H J K FULL FULL
EXT EXT
INSTRUCTIONS:
- PUSH ON/OFF TO
1 6
START OR END 2 5
BITE DISPLAY.
3 4
- PUSH YES OR NO
TO REPLY TO SLATS SLATS
QUESTION(?).
TEST
- PUSH TO MOVE
DOWN IN LIST.
- PUSH TO MOVE LE DEVICES ANNUNCIATOR PANEL (P5)

UP IN LIST.
- PUSH MENU TO
RETURN TO
MENU ON
PREVIOUS MENU.
OFF
BITE MAIN MENU:
LE FLAP AND EXISTING FAULTS-

SHOWS EXISTING YES NO
SLAT PROXIMITY
FAULTS.
FAULT HISTORY-
LE FLAPS LE FLAPS
SENSORS AND SHOWS PAST
FAULTS BY FLIGHT TRANSIT a EXT g
SWITCHES (26) LEG.
OTHER FUNCTIONS- P2 CENTER INSTRUMENT
SHOWS OTHER
FUNCTIONS. PANEL
CAUTION
THIS ASSEMBLY
CONTAINS
FDAU
ELECTROSTATIC
SENSITIVE
DEVICES
27-88-CC-001 Rev 1 09/05/1999
SMC (2)
LE FLAP/SLAT INDICATION LANDING GEAR

MODULE LOGIC SHELF
LE FLAP AND SLAT POSITION INDICATING SYSTEM - GENERAL DESCRIPTION
27-88-CC
- 373 -
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- FLAP/SLAT INDICATION MODULE (FSIM)
Purpose
The leading edge flap/slat indication module measures

the position of the LE flaps and slats and uses this
data to show the lights on the LE devices annunciator
panel in the flight deck. The module also uses this
data to show the LE FLAPS TRANSIT light and the LE
FLAPS EXT light.
Location
The leading edge flap/slat indication module is on the

E3-2 shelf in the electronic equipment compartment.
General Description
The module gets position information from the leading

edge flap and slat proximity sensors and switches. The
module processes this data to operate the leading edge
position indicating lights in the flight compartment.
Built-in test functions on the BITE panel of the

leading edge flap/slat indication module lets you show
faults and do tests on the leading edge flap and slat
27-88-CC-008 Rev 1 02/11/1999
indicating system.
27-88-CC
- 374 -
LE FLAP/SLAT INDICATION MODULE

P/N 65-52807-73
S/N
MOD LEVEL A B C D E F G H J K
INSTRUCTIONS:
- PUSH ON/OFF TO
START OR END
BITE DISPLAY.
- PUSH YES OR NO
TO REPLY TO
QUESTION(?).
- PUSH TO MOVE
DOWN IN LIST.
- PUSH TO MOVE
UP IN LIST.
- PUSH MENU TO
RETURN TO
MENU ON
PREVIOUS MENU.
OFF
BITE MAIN MENU:
EXISTING FAULTS-
FAULTS.
FAULT HISTORY-
SHOWS PAST
FAULTS BY FLIGHT
LEG.
OTHER FUNCTIONS-
SHOWS OTHER
FUNCTIONS.
CAUTION
THIS ASSEMBLY
CONTAINS
ELECTROSTATIC
SENSITIVE
ELECTRONIC EQUIPMENT COMPARTMENT DEVICES
27-88-CC-008 Rev 1 02/11/1999
M229 LE FLAP/SLAT INDICATION

MODULE (E3-2)
LE FLAP AND SLAT POSITION INDICATING SYSTEM - FLAP/SLAT INDICATION MODULE (FSIM)
27-88-CC
- 375 -
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- LE FLAP PROXIMITY SENSORS
The LE flap proximity sensors send LE flap position The LE flap proximity sensors are interchangeable with
data to the leading flap/slat indication module. The each other and with some of the LE slat inboard and
module uses this data for position indication. outboard sensors.
Location Remove or install shims to adjust the sensors.
There are eight LE flap proximity sensors, two for each You can use the module BITE to see the target gap
LE flap. To get access to the LE flap proximity information for each sensor.
sensors, extend the LE flaps.
The LE flap proximity sensors that have a target near

the retract position are the retract sensors. The LE
flap proximity sensors that have a target near the
extend position are the extend sensors.
The LE flaps proximity sensors use ferrous metal

targets that are not magnets.
The module monitors the impedance of the proximity

sensors. The impedance has a relation to the position
of the targets to the sensors. As the LE flaps move,
the targets move with them and the impedance of the
27-88-CC-002 Rev 1 02/23/1999
proximity sensors change.
The module detects a target-near condition when a

target is directly in front of the sensor. When no part
of a target is in front of the sensor, the module
detects a target-far condition.
27-88-CC
- 376 -
WING
LEADING
EDGE
STRUCTURE
EXTEND
PROXIMITY
SENSOR
RETRACT EXTEND
PROXIMITY TARGET
SENSOR
FLAP
HINGE
FLAP NOSE
LINKAGE
RETRACT
TARGET
INBOARD
LEADING
27-88-CC-002 Rev 1 02/23/1999
EDGE FLAP
FLAP
NOSE
FWD
LE FLAP AND SLAT POSITION INDICATING SYSTEM - LE FLAP PROXIMITY SENSORS
27-88-CC
- 377 -
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- LE SLAT PROXIMITY SENSORS AND SWITCHES
Purpose of the targets to the sensors. As the LE slats move,
the targets move with them and the impedance of the
The LE slat proximity sensors and switches send LE slat proximity sensors change.
position data to the leading edge flap/slat indication
module. The module uses this data for position The module detects a target-near condition when a
indication. target is directly in front of the sensor. When no part
of a target is in front of the sensor, the module
Location detects a target-far condition.
There are 12 proximity sensors and 6 retract switches Training Information Point
for the LE slats. Each slat has these one each of these
sensors and switches: You can use the module BITE to see the target gap
information for each sensor.
- Retract switch
- Extend switch
- Full extend switch.
To get access to the LE slat proximity sensors, remove

the access panel under the wing.
The LE slat extend and full extend sensor attach to the

wing leading edge structure near the inboard auxiliary
arm track. The target is on the aft part of the
auxiliary arm.
The LE slat retract switches are near the slat

27-88-CC-006 Rev 1 03/25/1999
actuators and have magnetic targets that are on the

inside cove of the LE slats.
The module monitors the impedance of the proximity

sensors. The impedance has a relation to the position
27-88-CC
- 378 -
WING LEADING
EDGE STRUCTURE
SLAT INBOARD
AUXILIARY ARM
AUXILIARY ARM
TARGET TRACK
EXTEND
PROXIMITY
INBOARD FULL EXTEND SENSOR
AUXILIARY PROXIMITY
TRACK SENSOR
LE SLAT
OUTBOARD
AUXILIARY
TRACK SLAT POSITION SENSORS AND SWITCH
(VIEW LOOKING DOWN)
EXTEND
WING LEADING PROXIMITY
EDGE STRUCTURE SENSOR
RETRACT
SWITCH
MAGNET
FWD
27-88-CC-006 Rev 1 03/25/1999
LE SLAT
FULL EXTEND
PROXIMITY SLAT POSITION SENSORS AND SWITCH
SENSOR (VIEW LOOKING OUTBOARD)
LE FLAP AND SLAT POSITION INDICATING SYSTEM - LE SLAT PROXIMITY SENSORS AND SWITCHES
27-88-CC
- 379 -
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- LE DEVICES ANNUNCIATOR PANEL
Purpose LE slats are in the full extend position, the full
extend lights show.
The LE devices annunciator panel shows the position of
all the LE flaps and slats independently. There is a test switch on the LE devices annunciator
panel. When you push this switch, all the lights show.
Location
The LE devices annunciator panel is on the P5 aft

overhead panel.
The LE devices annunciator panel has green and amber

lights to show the position of each LE flap and slat.
These are the lights on the LE devices annunciator
panel:
- Transit (amber)
- Extend (green)
- Full extend (green).
The LE devices annunciator panel has all three types of

lights for the LE slats but only the transit and extend
lights for the LE flaps. This is because the LE flaps
have only two positions.
27-88-CC-003 Rev 1 02/23/1999
When the LE flaps and slats are in the retract

position, all the lights go off. When the surfaces
move, the transit lights show. When the surfaces are in
the extend position, the extend lights show. When the
27-88-CC
- 380 -
MIC SEL
HF SERV FLT
L VHF R INOP INOP PA
INT INT
1 NAV 2 1 ADF INOP MRK
TRIP DATE R E
E V
P E
E RECORDING TIME
N
RT MASKS B A REMAINING
V R T T
0 0 7 0 3 1
IC BOOM
MACH
FLIGHT RECORDER AIRSPEED
WARNING
TEST
TEST NORMAL NO 1 NO 2
SERVICE
INTERPHONE OFF
a
OFF
STALL WARNING
HTR OFF
THRUST REVERSER
CREW PASS OXYGEN OFF
ON OXYGEN a NORMAL
TRANSIT LE DEVICES
FLAPS a TRANSIT ENG 1 ENG 2
a 1 4 a NORMAL NORMAL
EXT a 2 3 a g EXT TEST
FULL g g a a a g FULL 10
EXT g a a g g EXT
g g 5 15 ON
1 g g g 6
2 g g 5 OVERRIDE
3 g g 4
SLATS SLATS 0 20
ISOLATION OXY PRESS PASS OXY
VALVE PS1 X 100 ON
a
TEST
DOME WHITE
DIM
T T
IO OFF LEFT RIGHT IO
N GEAR GEAR N
D L D L
E O BRIGHT E O
X C X C
K K
TRANSIT LIGHT
LE DEVICES
FLAPS
TRANSIT TRANSIT
1 4
2 3
EXT EXT
FULL FULL
EXTEND LIGHT EXT EXT
1 6
27-88-CC-003 Rev 1 02/23/1999
FULL EXTEND LIGHT 2 5

3 4
SLATS SLATS
TEST
TEST SWITCH
LE FLAP AND SLAT POSITION INDICATING SYSTEM - LE DEVICES ANNUNCIATOR PANEL
27-88-CC
- 381 -
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- FUNCTIONAL DESCRIPTION - 1
LE Flap Position Indication
There are eight LE flap proximity sensors. For each LE

flap, there is one retract sensor and one retract
target on the outboard side of the hinge arm. For each
LE flap, there is one extend sensor and one extend
target on the inboard side of the flap nose linkage.
Each LE flap proximity sensor monitors the position of

only one target. When the LE flaps are in the retract
position, the retract sensor for each LE flap is in a
target-near condition, and the extend sensor is in a
target-far condition. When the LE flap is in the extend
position, the retract sensor changes to a target-far
condition, and the extend sensor changes to a target-
near condition.
27-88-CC-004 Rev 1 02/11/1999
27-88-CC
- 382 -
RETRACT
SENSOR
HINGE ARM
S
RETRACT TARGET
(BEHIND SENSOR)
LE FLAP
FWD
FIXED LEADING HINGE ARM
EDGE OF WING
TARGET
S S
LE FLAP
S S
27-88-CC-004 Rev 1 02/11/1999
RETRACT SENSOR EXTEND SENSOR
LE FLAP RETRACT POSITION LE FLAP EXTEND POSITION
NOTE: LE FLAP EXTEND

SENSOR NOT SHOWN
LE FLAP AND SLAT POSITION INDICATING SYSTEM - FUNCTIONAL DESCRIPTION - 1
27-88-CC
- 383 -
LE Slat Position Indication Slat Failures
There are 12 LE slat proximity sensors and 6 retract The leading edge flap/slat indication module uses the
switches. proximity sensor and retract switch data to find if a
slat did not move to the correct position. If the
For the LE slats, there are two proximity sensors and position of one LE flap or slat is not in the same
one retract switch for each slat. These sensors are the position as the other surfaces, the module commands the
extend sensor and the full extend sensor. Each of these LE FLAPS TRANSIT light to show.
sensors share a single target. The retract switch has a
magnet for a target.
Retract
When the LE slats are retracted, both of the proximity

sensors have the target far. The magnet is near the
retract switch.
Extend
When the LE slats are in the extend position, the

extend sensors for all the LE slats have a target near
and the full extend sensors are in a target far
condition. The magnet moves away from the retract
switch.
Full Extend
27-88-CC-007 Rev 1 02/23/1999
When the LE slats are in the full extend position, the

extend sensors change to a target far condition and the
full extend sensors change to a target near condition.
27-88-CC
- 384 -
LE SLAT
MAGNET FIXED LEADING
EDGE OF WING
S S S
S S S
FULL EXTEND
RETRACT S SENSOR S S
SWITCH
EXTEND
SENSOR
TARGET INBOARD
AUXILIARY
ARM
LE SLAT RETRACT POSITION LE SLAT EXTEND POSITION LE SLAT FULL EXTEND POSITION
FWD
27-88-CC-007 Rev 1 02/23/1999
27-88-CC
- 385 -
27-88-CC-005 Rev 1 02/23/1999
27-88-CC
- 386 -
Functional Description LE Devices Annunciator Panel
There are 26 LE flap and slat proximity sensors and These are the lights on the LE devices annunciator
switches that send data to the leading edge flap/slat panel:
indication module. The module uses this data for
position indication on the LE devices annunciator - TRANSIT (amber)
panel. - EXT (green)
- FULL EXT (green).
LE FLAPS EXT Light
If an LE flap or slat is not in the correct position,
The LE FLAPS EXT light shows when all of the LE flaps one of these indications shows on the LE devices
and slats are in an extend or full extend position. annunciator panel:
LE FLAPS TRANSIT Light - TRANSIT amber light comes on

- Incorrect EXT or FULL EXT green light comes on
The LE FLAPS TRANSIT light shows when a LE flap or slat - No lights come on.
is not in the correct position.
Operation
LE Flap or Slat Not in Correct Position
When the LE flaps and slats are retracted, all the
The module compares the LE flap and slat positions with lights are off.
the trailing edge (TE) flap position to make sure the
LE flaps and slats move to the correct position. When the TE flaps move from 0 to 1, the LE FLAPS TRANSIT
light comes on. When each LE flap and slat moves, the
When the TE flaps are up, the LE flaps and slats must be transit light for each surface comes on the LE devices
at the retract position. When the TE flaps are at 1, 2, annunciator panel. When each LE flap and slat is in the
27-88-CC-005 Rev 1 02/23/1999
or 5, the LE flaps and slats must be at the extend extend position, the extend light shows, and the
position. When the TE flaps are at 10 or more, the LE transit light goes off. When all the LE flaps and slats
flaps must be at the extend position and the LE slats are in the extend position, the LE FLAPS TRANSIT light
must be at the full extend position. If an LE flap or goes off, and the LE FLAPS EXT light shows.
slat is not in the correct position, the LE FLAPS
TRANSIT light shows. When the TE flaps move from 5 to 10, the LE FLAPS EXT
light goes off, and the LE FLAPS TRANSIT light shows.
27-88-CC
- 387 -
When each LE slat moves, the transit light for each
surface shows, and the extend light goes off. When each
LE slat is in the full extend position, the full extend
light shows, and the transit light goes off. When all
the LE slats are in the full extend position, the LE
FLAPS TRANSIT light goes off, and the LE FLAPS EXT
light shows.
Autoslat Operation
During an autoslat extension the leading edge flap/slat

indication module inhibits the LE FLAPS TRANSIT light.
The stall management computers (SMCs) send an autoslat
signal to the module when the airplane is near a stall
condition. When this occurs, the module gives a 13-
second time delay to the LE FLAPS TRANSIT light. This
causes the LE FLAPS TRANSIT light to not show during
autoslat extension of the LE slats.
When the SMCs remove the autoslat command, the 13-

second time delay becomes active again. This causes the
LE FLAPS TRANSIT light to not show during retraction of
the LE slats after an autoslat extension.
27-88-CC-005 Rev 1 02/23/1999
27-88-CC
- 388 -
28V DC
BUS 1
FLAP POSITION
INDICATION LE
P6 CB PANEL
LE DEVICES
FLAPS
TRANSIT TRANSIT
1 4
2 3
EXT EXT
FULL FULL
LE PROXIMITY SENSORS EXT EXT
AND SWITCHES (26) LE FLAPS EXT 1 6
2 5
LIGHT LOGIC 3 4
SLATS SLATS
ALL FLAPS & SLATS TEST
TE FLAPS 10 IN EXTEND OR FULL
OR GREATER EXTEND POSITION LE DEVICES ANNUNCIATOR PANEL (P5)
S856 STALL WARN

SWITCH
LE FLAPS TRANSIT
LIGHT LOGIC
TE FLAPS UP
ONE OR MORE FLAPS
OR SLATS NOT IN
S584 FLAPS 10 POSITION
DEGREE SWITCH
TRAILING EDGE FLAP
CONTROL UNIT
LE FLAPS LE FLAPS
TRANSIT a EXT g
27-88-CC-005 Rev 1 02/23/1999
AUTOSLAT AIR CENTER INSTRUMENT

GROUND PANEL (P2)
SMC 1 R282 AIR
SENSE RELAY R375 NOSE
SENSE RELAY
LE FLAP/SLAT
AUTOSLAT INDICATION
MODULE
SMC 2
27-88-CC
- 389 -
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- TRAINING INFORMATION POINT - FSIM BITE
General FAULT HISTORY?
The leading edge flap/slat indication module can help The FAULT HISTORY selection shows past faults by flight
you find and isolate a failure in the LE flap and slat leg. This fault data is in the non-volatile memory
position indicating system. Front panel BITE on the (NVM) in the module.
module gives you an interface with the BITE functions
in the module. OTHER FUNCTNS?
The module has a 6-switch BITE panel. These are the The OTHER FUNCTNS selection lets you do these
functions of each switch: functions:
- ON/OFF - starts or stops BITE display - See sensor data

- MENU - shows menu - See system configuration data
- YES or NO - response to question - Do module BITE display test.
- Down arrow or up arrow - moves through menu or
results.
If you do not push a switch on the module BITE panel for

5 minutes, the module stops the BITE function and the
display goes off.
These are the items in the main menu of the module

BITE:
- EXISTING FAULTS
- FAULT HISTORY
27-88-CC-009 Rev 1 02/23/1999
- OTHER FUNCTNS.
EXISTING FAULTS?
The EXISTING FAULTS selection shows existing faults in

the system and does a check of the interfaces to the
module.
27-88-CC
- 390 -
LE FLAP/SLAT INDICATION MODULE

P/N 65-52807-73
INSTRUCTIONS: S/N
MOD LEVEL A B C D E F G H J K
- PUSHON/OFF TO T O P O F
START OR END INSTRUCTIONS: BITE PANEL L I S T
BITE DISPLAY. - PUSH ON/OFF TO
START OR END
BITE DISPLAY.
- PUSHYES OR NO - PUSH YES OR NO
TO REPLY TO
TO REPLY TO QUESTION(?).
QUESTION(?). - PUSH TO MOVE

DOWN IN LIST.
ON E X I S T I N G
OFF
- PUSH TO MOVE - PUSH TO MOVE
UP IN LIST. F A U L T S ?
DOWN IN LIST. - PUSH MENU TO
RETURN TO
MENU ON
PREVIOUS MENU.
OFF
- PUSH TO MOVE BITE MAIN MENU:
UP IN LIST. EXISTING FAULTS-
- PUSHMENU TO
FAULTS. F A U L T
FAULT HISTORY-
RETURN TO SHOWS PAST

FAULTS BY FLIGHT
H I S T O R Y ?
LEG.
PREVIOUS MENU. OTHER FUNCTIONS-
SHOWS OTHER
FUNCTIONS.
BITE MAIN MENU:
EXISTING FAULTS- O T H E R
SHOWS EXISTING
FAULTS.
F U N C T N S ?
CAUTION
FAULT HISTORY- THIS ASSEMBLY
CONTAINS
SHOWS PAST ELECTROSTATIC
SENSITIVE
FAULTS BY FLIGHT DEVICES
LEG. E N D O F
OTHER FUNCTIONS-
L I S T
27-88-CC-009 Rev 1 02/23/1999
SHOWS OTHER
FUNCTIONS.
LE FLAP/SLAT INDICATION
MODULE (E3-2)
LE FLAP AND SLAT POSITION INDICATING SYSTEM - TRAINING INFORMATION POINT - FSIM BITE
27-88-CC
- 391 -
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- TRAINING INFORMATION POINT - EXISTING FAULTS
Existing Faults LATCHED shows for latched faults. Corrective action is
necessary to remove latched faults.
The existing faults test shows existing faults and does
a check of the interfaces to the leading edge flap/slat HARD shows for faults found during continuous
indication module. monitoring or during a module BITE test that were
active for two seconds or more.
To do the existing faults test, do these steps:
INTRMTNT shows for any fault that was active for less
- Go to the main menu than two seconds.
- Use the up or down arrow switches until you see
EXISTING FAULTS in the BITE display Shop Details
- Push the YES switch.
SHOP DETAILS? shows this data as applicable:
When you make the module BITE display go on, the first
message you see is EXISTING FAULTS. - Fault isolation location
- Proximity sensor to target gap at the time of the
During this test the lights for the LE devices in the fault
flight compartment show for approximately five seconds. - Module connector and pin data for the component
with the failure.
If the test passes, the display shows NO FAULTS. If the
test fails, the display shows a fault message. You can These are the fault isolation locations:
use the switches on the BITE panel to see more data
about the fault message. You can also see if there are - EXTERNAL
other fault messages. - INTERNAL
- NOT ISOLATED.
Fault Details
27-88-CC-010 Rev 1 02/11/1999
EXTERNAL shows when the fault is not in the module.

FAULT DETAILS? shows the message number and the fault INTERNAL shows when the fault is in the module. NOT
type for the fault message. These are the fault types: ISOLATED shows when the fault can be in or not in the
module.
- LATCHED
- HARD
- INTRMTNT.
27-88-CC
- 392 -
T O P O F T O P O F
L I S T L I S T
E X I S T I N G TEST T O P O F
YES
RUNS (FAULT 1) L I S T
F A U L T S ?
F A U L T F A U L T M E S S A G E
YES
H I S T O R Y ? D E T A I L S ? N O . X X X
O T H E R T O P O F
F U N C T N S ? (FAULT N) (TYPE) L I S T
E N D O F F A U L T S H O P (SHOP
YES YES
L I S T D E T A I L S ? D E T A I L S ? DETAIL 1)
E N D O F E N D O F (SHOP
27-88-CC-010 Rev 1 02/11/1999
L I S T L I S T DETAIL N)
E N D O F
L I S T
LE FLAP AND SLAT POSITION INDICATING SYSTEM - TRAINING INFORMATION POINT - EXISTING FAULTS
27-88-CC
- 393 -
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- TRAINING INFORMATION POINT - FAULT HISTORY
Fault History
The fault history selection shows fault data that is in

the non-volatile memory (NVM) in the leading edge
flap/slat indication module. Monitors in the module put
data in the NVM during these conditions:
- System tests using the module BITE

- Continuous monitoring
- Power up tests.
The NVM keeps data for the last 64 LE flap/slat cycles

and a maximum of 465 failures (maximum of 116 failures
in a LE flap/slat cycle). LE flap/slat cycle 0 (LE
FL/SL 0) is the current LE flap/slat cycle. Faults in
LE flap/slat cycle 0 are faults that occurred during
the most recent cycle and the faults that occurred on
the ground after the most recent cycle.
To find fault data for an LE flap/slat cycle, do these

steps:
- Go to the main menu

FAULT HISTORY in the BITE display
- Push the YES switch
27-88-CC-011 Rev 1 02/23/1999
- Use the up or down arrow switches until you see the

necessary LE flap/slat cycle
The data for FAULT DETAILS and SHOP DETAILS is the same
as for the existing faults test.
27-88-CC
- 394 -
T O P O F T O P O F T O P O F
L I S T L I S T L I S T
E X I S T I N G L E F L / S L T O P O F
F A U L T S ?
YES (FAULT 1) L I S T
C Y C 0 ?
F A U L T L E F L / S L F A U L T M E S S A G E
YES YES YES
H I S T O R Y ? C Y C N ? D E T A I L S ? N O . X X X
O T H E R E N D O F T O P O F
(FAULT N) (TYPE)
F U N C T N S ? L I S T L I S T
E N D O F F A U L T S H O P (SHOP
YES YES
L I S T D E T A I L S ? D E T A I L S ? DETAIL 1)
E N D O F E N D O F (SHOP
27-88-CC-011 Rev 1 02/23/1999
L I S T L I S T DETAIL N)
E N D O F
L I S T
LE FLAP AND SLAT POSITION INDICATING SYSTEM - TRAINING INFORMATION POINT - FAULT HISTORY
27-88-CC
- 395 -
LE FLAP AND SLAT POSITION INDICATING SYSTEM -- TRAINING INFORMATION POINT - OTHER FUNCTIONS
Other Functions DISPLAY TEST
These are the other functions in the leading edge The DISPLAY TEST shows the BITE display characters in
flap/slat indication module BITE: sequence. This test is not interactive. When the test
is complete, the BITE display shows DISPLAY TEST again.
- PROX SENSOR
- SYSTEM CONFIG
- DISPLAY TEST.
To go to one of these functions, do these steps:
- Go to the main menu

OTHER FUNCTNS? in the BITE display
- Push the YES switch
- Use the up or down arrow switches until you see the
necessary function
PROX SENSOR? Function
The PROX SENSOR? selection lets you see the sensor to

target gap data for all the LE flap and slat proximity
sensors. The gap data for each sensor is one of these:
- GAP NEAR
27-88-CC-012 Rev 1 02/11/1999
- MARGINAL
- GAP FAR.
GAP NEAR shows when the gap is less than a limit. GAP
FAR shows when the gap is more than a limit. MARGINAL
shows when the gap is between a GAP NEAR condition and
a GAP FAR condition.
27-88-CC
- 396 -
T O P O F T O P O F
L I S T L I S T
E X I S T I N G P R O X TO LIST OF
YES PROXIMITY
F A U L T S ? S E N S O R ? SENSORS
F A U L T S Y S T E M MODULE MODE AND

YES
H I S T O R Y ? C O N F I G ? SOFTWARE VERSION
O T H E R D I S P L A Y
YES YES START THE TEST
F U N C T N S ? T E S T
E N D O F E N D O F
L I S T L I S T
27-88-CC-012 Rev 1 02/11/1999
BITE
DISPLAY
CHARACTERS
DISPLAY TEST SEQUENCE
LE FLAP AND SLAT POSITION INDICATING SYSTEM - TRAINING INFORMATION POINT - OTHER FUNCTIONS
27-88-CC
- 397 -
LE AUTOSLAT SYSTEM -- INTRODUCTION
Purpose T/R - thrust reverser
vlv - valve
During the normal operation if the airplane comes near WW - wheel well.
a stall condition, the autoslat function fully extends
the LE slats. This helps prevent a stall.
General
You can do tests of the LE autoslat system with built-

in test equipment (BITE) in the stall management
computer (SMC). The SMC BITE also permits you to see
other maintenance data.
ADIRU - air data inertial reference unit

alt - alternate
BITE - built-in test equipment
cntl - control
ext - extend
gnd - ground
inbd - inboard
ind - indication
LE - leading edge
27-83-CC-004 Rev 1 03/13/1999
prox - proximity
sec - second(s)
sect - section
SOV - shutoff valve
stdby - standby
TE - trailing edge
27-83-CC
- 398 -
UP
LE SLATS
LE FLAPS
EXTEND
FULL EXTEND
LE SLATS
NORMAL OPERATION
27-83-CC-004 Rev 1 09/26/2000
- AUTOSLAT
LE FLAPS
LE AUTOSLAT SYSTEM - INTRODUCTION
27-83-CC
- 399 -
LE AUTOSLAT SYSTEM -- GENERAL DESCRIPTION
General
The LE autoslat system moves the LE slats from the

extend position to the full extend position when the
airplane is near a stall condition. This helps make the
airplane performance better.
Interfaces
Two stall management computers (SMCs) calculate the

autoslat commands. Each SMC sends an autoslat signal to
the autoslat control valve. The autoslat control valve
sends hydraulic power from hydraulic system B or the
PTU system to the LE slat actuators. This causes the LE
slats to extend fully.
If the autoslat function is not available, the autoslat

fail light shows on the flight controls panel on the P5
overhead panel.
See the stall warning system section for more

information.
27-83-CC-001 Rev 1 02/23/1999
27-83-CC
- 400 -
PTU SYSTEM HYDRAULIC SYSTEM B
STALL AUTOSLAT
MANAGEMENT LE SLAT
CONTROL
COMPUTERS ACTUATORS (6)
VALVE
(2)

A B LOW a
QUANTITY
STBY STBY
LOW a
RUD RUD PRESSURE
OFF OFF STBY a
RUD ON
A ON B ON
ALTERNATE FLAPS
OFF
LOW a LOW a UP
PRESSURE PRESSURE
OFF
SPOILER ARM
A B DOWN
OFF OFF
FEEL a
DIFF PRESS
ON ON
27-83-CC-001 Rev 1 02/23/1999
SPEED TRIM
FAIL
a
MACH TRIM
YAW DAMPER FAIL a
YAW AUTO SLAT

DAMPER a FAIL a
OFF
AUTO SLAT
ON FAIL a
FLIGHT CONTROLS PANEL
(P5)
LE AUTOSLAT SYSTEM - GENERAL DESCRIPTION
27-83-CC
- 401 -
LE AUTOSLAT SYSTEM -- AUTOSLAT CONTROL VALVE
Purpose Autoslat Operation
The autoslat control valve causes the LE slats to move The autoslat operation occurs when all of these
from extend to full extend if the airplane gets near a conditions occur:
stall condition. This valve supplies pressure to the
full extend port on the LE slat actuators. - Flap lever at 1, 2, or 5
- Airplane gets near a stall condition
Location - Alternate operation is not active.
The autoslat control valve is on the right side of the When all of these conditions occur, the SMCs energize
fuselage, just forward of the MLG wheel well. Remove the two solenoids. The solenoid valves send extend
the access panel to get access. pressure to the pressure-operated valves. This lets
either pressure-operated valve send extend pressure to
Physical Description the full extend port on the LE slat actuators. If one
valve, solenoid, or SMC has a failure, the pressure
The autoslat control valve has two solenoid valves and still goes to the actuators.
two valves that operate by pressure. The solenoids are
line replaceable units (LRUs).
The autoslat control valve sends full extend pressure

to the LE slat actuators during the normal operation or
during the autoslat operation.
Normal Operation
27-83-CC-002 Rev 1 02/23/1999
During the normal operation, when the flap lever is at

10 or more, the LE flap/slat control valve sends full
extend pressure to the autoslat control valve. This
pressure goes through both valves that operate by
pressure. Then the pressure goes to the full extend
port on the LE slat actuators.
27-83-CC
- 402 -
HYDRAULIC SYSTEM B PTU SYSTEM

RAM AIR INLET DUCT
ACCESS PANEL
LE FLAP AND SLAT

CONTROL VALVE
TO LE FLAP AND
WING-TO-BODY SLAT ACTUATORS
FAIRING FULL EXTEND PORT
EXTEND
FWD EXTEND
AUTOSLAT
CONTROL
VALVE
27-83-CC-002 Rev 1 02/23/1999
SOLENOID-
OPERATED
VALVE PRESSURE-OPERATED
VALVE
AUTOSLAT CONTROL VALVE
FWD TO LE SLAT ACTUATORS
FULL EXTEND PORT
LE AUTOSLAT SYSTEM - AUTOSLAT CONTROL VALVE
27-83-CC
- 403 -
LE AUTOSLAT SYSTEM -- FUNCTIONAL DESCRIPTION
Functional Description If the autoslat function is not available in one SMC,
the other SMC can continue to operate the autoslat
The stall management computers energize the solenoids function. To see indication of this condition, push the
in the autoslat control valve if all of these master caution recall switch. This causes the autoslat
conditions are true: fail light to show. If you push the master caution
reset switch, the autoslat fail light goes off.
- Autoslat function available
- Airplane in the air A test of the autoslat signal is done during each
- Angle-of-attack more than a limit. flight. Each time the TE flaps move from 10 to 15, the
SMCs energize the solenoids in the autoslat control
The autoslat function is available if the angle-of- valve. If the autoslat function is not available in the
attack data is valid, and there are no failures in the two SMCs, the autoslat fail light comes on.
SMC or the autoslat valve. The angle-of-attack data
comes from the angle of airflow sensor. Training Information Point
The airplane in-the-air data comes from two ground During a manual test of the autoslat system, these are
sense relays. some of the steps you must do:
See the navigation chapter for more information on the - Do an air mode simulation
angle of airflow sensor. - Use hydraulic system B power to extend the LE slats
- Manually move the AOA vanes.
See the air/ground system section for more information
on the ground sense relays. When you move the AOA vanes, obey this warning.
Indications WARNING: MAKE SURE THE AOA SENSORS ARE COOL BEFORE YOU
TOUCH THEM. THE AOA SENSORS CAN BE
27-83-CC-003 Rev 1 02/23/1999
When the autoslat function becomes active, the SMCs SUFFICIENTLY HOT TO BURN YOU.
send a signal to the leading edge indicating module.
The module uses this data to inhibit the LE FLAPS
TRANSIT light during autoslat extension of the LE slats
in the air. During ground tests of the autoslat system,
the LE FLAPS TRANSIT light comes on and the LE FLAPS
EXT light goes out.
27-83-CC
- 404 -
28V DC
BUS 1
AUTOSLAT
DC 1 STALL MANAGEMENT
SOLENOID 1
COMPUTER 1
28V DC
BUS 2
AUTOSLAT
DC 2 SOLENOID 2
P6 CB PANEL
AUTOSLAT CONTROL
VALVE
AUTO SLAT
ANGLE OF AIRFLOW FAIL a
SENSORS (2)
STALL MANAGEMENT FLIGHT CONTROLS
COMPUTER 2 PANEL (P5)
GROUND SENSE
RELAYS (2)
MASTER
TE FLAPS LANDING FLT CONT ELEC
27-83-CC-003 Rev 1 02/23/1999
CAUTION
WARNING SWITCH LEADING EDGE PUSH TO RESET IRS
FUEL
APU
OVHT/DET
FLAP AND SLAT
INDICATING MODULE
LEFT MASTER CAUTION

SYSTEM ANNUNCIATOR
LE AUTOSLAT SYSTEM - FUNCTIONAL DESCRIPTION
27-83-CC
- 405 -
STALL WARNING SYSTEM -- INTRODUCTION
General L - left
LE - leading edge
The stall warning system gives an indication to the MCP - mode control panel
crew when the airplane is near a stall. It shakes the
MMO - mach maximum operating
control columns.
No - number
Abbreviations and Acronyms norm - normal
PLI - pitch limit indication
ac - alternating current POS - position
ADIRS - air data inertial reference system PSEU - proximity switch electronics unit
ADIRU - air data inertial reference unit R - right
ADR - air data reference sec - second
ARINC - aeronautical radio incorporated SMYD - stall management yaw damper
asym - asymmetry SWS - stall warning system
ATR - austin trumbull radio TAI - thermal anti-ice
BITE - built-in Test equipment TOGA - takeoff/go-around
CAA - civil aviation authority v - volt
CDS - common display system Vcas - computed airspeed
com - common VMO - velocity maximum operating
CPC - cabin pressure controller Vsf - speed floor velocity
dc - direct current warn - warning
DEU - display electronics unit WTRIS - wheel-to-rudder interconnect system
27-32-CC-001 Rev 1 07/25/2000
FDAU - flight data acquisition unit

FMCS - flight management computer system
FSEU - flap slat electronics unit
GPWC - ground proximity warning computer
gnd - ground
IR - inertial reference
k - knot
27-32-CC
- 406 -
27-32-CC-001 Rev 1 07/25/2000
STALL WARNING SYSTEM - INTRODUCTION
27-32-CC
- 407 -
SWS -- GENERAL DESCRIPTION
General
The stall warning system shakes the control column when

the airplane gets near a stall. These are the
components of the stall warning system:
- Stall management computers (SMCs)

- Control column shakers
- Stall warning test panel.
These are the components and systems that have an

interface with the stall warning system:
- Engine N1 indicator (2)

- Engine N2 indicator (2)
- Digital air data computer (2)
- LE flap and slat indicating module
- Air/ground signals
- Flap position transmitter (2).
27-32-CC-002 Rev 1 09/09/1998
27-32-CC
- 408 -
STATIC
STALL WARNING TEST SENSITIVE
NO.1 NO.2 "BITE INSTRUCTIONS"
ON/OFF: Start or stop Bite
MENU : To display menu
YES/NO: In response to
question (?)
STALL WARNING TEST PANEL (P5) OR : Toscroll through
menu or results
ON
MENU
OFF
YES NO
ANGLE-OF-ATTACK
SENSOR (2)
CONTROL COLUMN
SHAKER (2)
STALL MANAGEMENT
COMPUTER
ENGINE N1 INDICATOR (2) P/N 65-52822-XX
ENGINE N2 INDICATOR (2) S/N X XXXXXXX XXXX
DIGITAL AIR DATA COMPUTER (2) XXXXXXXXXXX
MOD
LE FLAP AND SLAT INDICATING MODULE
27-32-CC-002 Rev 1 07/11/2000
XXXX X X X XX X XX
AIR/GROUND SIGNALS
FLAP POSITION TRANSMITTER (2)
STALL MANAGEMENT
COMPUTER (2)
SWS - GENERAL DESCRIPTION
27-32-CC
- 409 -
SWS -- COMPONENT LOCATION
General
The components of the stall warning system are in these

compartments:
- Electronic equipment compartment.
Flight Compartment
The stall warning test panel is on the P5 aft overhead

panel. The control column shakers are on the forward
side of the control columns.
Electronic Equipment Compartment
The stall management computers are on the E1-1 shelf.

27-32-CC-003 Rev 1 09/09/1998
27-32-CC
- 410 -
STALL WARNING
TEST PANEL
E1-1 SHELF
- STALL MANAGEMENT
COMPUTER 1
- STALL MANAGEMENT
27-32-CC-003 Rev 1 09/09/1998
CONTROL COLUMN COMPUTER 2

SHAKER (2)
ELECTRONIC EQUIPMENT COMPARTMENT
CONTROL COLUMN (2)
SWS - COMPONENT LOCATION
27-32-CC
- 411 -
SWS -- CONTROL COLUMN SHAKER
Purpose
The control column shakers shake the control columns to

give the pilots an alert of a stall condition.
Location
The control column shakers attach to the control

columns.
Each control column shaker has a 28v dc motor and an

unbalanced ring. There is one electrical connector on
each unit.
The motor turns an unbalanced ring. The ring shakes the

control column.
27-32-CC-004 Rev 1 09/09/1998
27-32-CC
- 412 -
CONTROL COLUMN
SHAKER MOTOR
UNBALANCED
27-32-CC-004 Rev 1 09/09/1998
RING
ELECTRICAL
CONNECTOR
CONTROL COLUMN (2) CONTROL COLUMN SHAKER (2)
SWS - CONTROL COLUMN SHAKER
27-32-CC
- 413 -
SWS -- STALL WARNING TEST PANEL
Purpose
The test switches on the stall warning test panel do a

test of the stall warning system.
Location
The stall warning test panel is on the P5 aft overhead

panel.
The stall warning test panel has two push button

switches.
Each test switch lets you do a test of the stall

warning system. When you push switch 1, you do a test
of stall warning system 1 with operation of the control
column shaker on the captain control column. When you
push switch 2, you do a test of stall warning system 2
with operation of the control column shaker on the
first officer control column.
When you push the test switch, the stall warning system
27-32-CC-005 Rev 1 09/09/1998
does an internal test. If no faults are found, the

control column shaker operates. If faults are found,
the control column shaker does not operate. During the
test the control column shaker operates until you
release the test switch or for a maximum of 20 seconds.
The 20 second maximum time limit prevents damage to the
motor in the control column shaker.
27-32-CC
- 414 -
STALL WARNING TEST

NO.1 NO.2
27-32-CC-005 Rev 1 09/09/1998
STALL WARNING TEST PANEL
SWS - STALL WARNING TEST PANEL
27-32-CC
- 415 -
SWS -- FUNCTIONAL DESCRIPTION
General Speed Floor Stall Warning
The SMCs have two calculations for stall warning. Each The speed floor stall warning uses TE flap position
of the calculations can cause an SMC to send a stall data and airspeed data. If the airspeed is too low for
warning signal to a column shaker. These calculations a TE flap position, the SMCs send a stall warning
are the normal stall warning and the speed floor stall signal to the column shakers.
warning.
Stall warning is only available when the airplane is in

the air or airspeed is more than 160 knots.
Normal Stall Warning
Normal stall warning uses this data:
- Angle-of-attack
- TE flap position
- LE flap and slat asymmetry
- Engine speed
- Airspeed.
If the angle-of-attack is too high for a TE flap

position, the SMYDs send a stall warning signal to the
column shakers.
The SMCs use the other data for bias calculations. If a

27-32-CC-006 Rev 1 09/09/1998
bias is active, the SMCs send a stall warning signal at

a lower angle-of-attack. The SMCs calculate all biases
at the same time and use the highest bias. The SMYDs
subtract the highest active bias from the normal trip
point schedule to decrease the trip point.
27-32-CC
- 416 -
AIR/GROUND
AIR MODE
AIR MODE CALCULATION
AIRSPEED
SPEED FLOOR STALL WARNING

TE FLAP POSITION
NORMAL STALL WARNING

ANGLE-OF-ATTACK
- LE ASYMMETRY BIAS CAPT CONTROL
COLUMN SHAKER
LE FLAP/SLAT ASYMMETRY
- HIGH THRUST BIAS
ENGINE SPEED
SMC 1
27-32-CC-006 Rev 1 09/09/1998
F/O CONTROL
COLUMN SHAKER
SMC 2
SWS - FUNCTIONAL DESCRIPTION
27-32-CC
- 417 -
SWS -- TRAINING INFORMATION POINT - SMC BITE
General lists TOP OF LIST and END OF LIST show for a second when
you move to the top or bottom of the list.
The stall management computer (SMC) has these BITE
functions: The SMC does a system test and shows TEST IN PROGRESS
when you push the ON/OFF switch. SYSTEM OK shows if no
- Continuous monitor faults are found. TEST FAIL shows if faults are found.
- BITE tests. Use the down arrow switch to see the number of faults
and to go through the list of faults.
Continuous Monitor
To operate BITE, the airplane must have the flaps up
Continuous monitors test the SMC for correct operation. and an airspeed less than 60 knots or the on-side
The fault history keeps fault data that occurred in the engine N1 <15% and the off-side engine N1 <50%.
past. Some faults stop SMC operation.
Main Menu
BITE Tests
These are the BITE main menu selections:
BITE tests have these functions:
- PRESENT FAULTS
- Do a system test - SELF TEST
- Check SMC operation after replacement - FAULTS HISTORY
- Show that all functions are in specifications - GROUND TEST
- Help fault isolation. - SYSTEM CONFIG
- CLR AND RE-TEST.
Six push-button switches and a two-row 8-character
display are on the front of the SMC for BITE tests. Push the YES switch to go in one of these menu
selections.
27-32-CC-511 Rev 1 09/09/1998
BITE Operation
Push the ON/OFF switch to start BITE tests. Push the up

arrow switch to see the menu item before. Push the down
arrow or NO switch to see the next menu item. Push the
YES switch to move down into the menu on the display.
Push the MENU switch to move back up one level. In some
27-32-CC
- 418 -
STATIC
SENSITIVE
"BITE INSTRUCTIONS"
ON/OFF:Start or stop Bite A
MENU : To display menu
YES/NO: In response to
question (?)
OR :To scroll through ON P R E S E N T
menu or results
OFF F A U L T S ?
S E L F
T E S T I N T E S T ?
P R O G R E S S
ON
MENU F A U L T
OFF
H I S T O R Y ?
YES NO S Y S T E M T E S T
O K F A I L
G R O U N D
T E S T ?
STALL MANAGEMENT N N
COMPUTER MENU
F A U L T S
P/N 65-52822-XX S Y S T E M
S/N X XXX XX XX XXX X
C O N F I G ?
27-32-CC-511 Rev 1 09/09/1998
XXXXXXX XXXX
MOD A TO LIST
X X X X X X X XX X X X
OF FAULTS
C L R A N D
R E - T E S T ?
SWS - TRAINING INFORMATION POINT - SMC BITE
27-32-CC
- 419 -
FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - TAKEOFF WARNING SYSTEM - INTRODUCTION
General
The takeoff warning function gives an intermittent

aural warning sound if the airplane is in an unsafe
condition during takeoff.
bat - battery
CB - circuit breaker
deg - degree
eng - engine
gnd - ground
LE - leading edge
spd brk - speed brake
stab - stabilizer
sw - switch
TE - trailing edge
TO - takeoff
warn - warning
27-09-CC-009 Rev 1 09/05/1999
27-09-CC
- 420 -
SPDBK LEVER NOT DOWN

PARKING BRAKE SET
LE FLAPS (1 & 4)
NOT EXTENDED
TE FLAPS NOT AT TAKEOFF

AIRPLANE ON GROUND
STAB
TRIM
THRUST LEVERS
AT TAKEOFF
STABILIZER OUT OF GREEN BAND
27-09-CC-009 Rev 1 09/05/1999
INTERMITTENT
HORN
FLIGHT CONTROLS - MULTIPLE USE SYSTEMS/UNITS - TAKEOFF WARNING SYSTEM - INTRODUCTION
27-09-CC
- 421 -
FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - TAKEOFF WARNING SYSTEM - FUNCTIONAL
General Description
The takeoff warning function is in the landing gear

logic shelf. The aural warning module gives the sound
of an intermittent horn for a takeoff warning on the
ground.
On the Ground
When the airplane is on the ground and the thrust

levers are at the takeoff power position (throttle
quadrant switches more than 30 degrees), the aural
warning system gives the takeoff warning sound if any
of these conditions occur:
- LE flaps (1 & 4) are not extended

- Parking brake is set
- Speedbrake lever is not down
- TE flaps are not in a takeoff position
- Stabilizer is out of the green band.
27-09-CC-010 Rev 1 09/05/1999
27-09-CC
- 422 -
28V DC
BAT BUS
AURAL WRN
AIR
AIR/GND
RELAY &
LIGHTS GND
P6-3 CB PANEL R282 AIR SENSE
RELAY (E11)
ON GROUND
> 30 DEG ONE OR BOTH THRUST
LE FLAPS
EXTENDED LEVERS ADVANCED
R238, R239 S814 (ENG 1), INT HORN

RELAYS (E3-2) S815 (ENG 2)
SET THROTTLE QUADRANT LE FLAPS (1 & 4) AURAL
NOT EXTENDED WARNING
UP MODULE (P9)
OFF PARKING BRAKE SET
S100 PARKING BRK SW DOWN SPEED BRAKE LEVER

NOT DOWN
< 1 OR > 15 S651 SPD BRK
T/O WARN SW (P10) TE FLAPS NOT AT TAKEOFF
NOSE DOWN STABILIZER TRIM
TE FLAPS NOT IN GREEN BAND
TAKEOFF
NOSE DOWN
27-09-CC-010 Rev 1 09/05/1999
S130 FLAP
CONTROL UNIT < 1.0
S546 STAB
NOSE UP > 6.3 TRIM LIMIT SW
NOSE UP
S132 STAB LANDING GEAR LOGIC SHELF (E-11)
TRIM LIMIT SW
FLIGHT CONTROLS - MULTIPLE USE SYSTEMS/UNITS - TAKEOFF WARNING SYSTEM - FUNCTIONAL DESCRIPTION
27-09-CC
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FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - LE TAKEOFF WARNING TEST - INTRODUCTION
General
To do the takeoff warning system test on the ground,

move the thrust levers forward, put the necessary
flight controls to the takeoff position, and then move
the flight controls necessary for the test to an
incorrect position.
There are two leading edge warning test switches added

because of the relation of the trailing edge and
leading edge flaps.
Location
The leading edge warning test switches are on the

forward stanchion of the E3 rack adjacent to row 1.
The leading edge warning test switch has three

positions:
- Left leading edge test

- Normal
- Right leading edge test.
27-09-CC-011 Rev 1 09/05/1999
The leading edge warning override test switch has two

positions:
- Normal
- Override.
27-09-CC
- 424 -
LE DEVICES
FLAPS
TRANSIT TRANSIT
1 4
2 3
EXT EXT
FULL FULL
EXT EXT
1 6
2 5
3 4
SLATS SLATS
TEST
LE DEVICES ANNUNCIATOR PANEL
S784
L LE TEST
NORMAL
R LE TEST
S785
OVERRIDE
TEST
27-09-CC-011 Rev 1 09/05/1999
LEADING EDGE WARNING

TEST SWITCHES
FLIGHT CONTROLS - MULTIPLE USE SYSTEMS/UNITS - LE TAKEOFF WARNING TEST - INTRODUCTION
27-09-CC
- 425 -
FLIGHT CONTROLS -- MULTIPLE USE SYSTEMS/UNITS - LE TAKEOFF WARNING TEST - FUNCTIONAL
General When the flap lever is in the takeoff position, 28v dc
from BUS 1 goes through the normally positioned LE
To do the takeoff warning system on the ground, advance warning test switch to the FSIM. If the LE flap/slat
the thrust levers, put the flight controls to the indication logic is false, the FSIM removes the ground
takeoff position, and selectively move the flight and de-energizes both LE flap extend relays. When the
control to be tested to an improper position. This relays are de-energized, a ground is removed and opens
turns on the aural warning intermittent horn. Movement the circuit to turn off the green annunciator light.
of the flight control back to the takeoff position The relays also close the circuit to the landing gear
turns off the horn. logic shelf to cause the LE 1 and 4 circuit to make the
takeoff warning horn intermittently.
These monitoring functions can operate on the ground.
For the LE takeoff warning system test, there are four
leading edge flap sensors that interface with the LE LE Warning Test Switch
flap/slat indication module (FSIM). The number in the
name of each sensor relates to the leading edge flap Movement of the LE warning test switch to either the
mechanism that the sensor is connected to. left or right position de-energizes the relay, opens
the circuit, and turns off the annunciator light. De-
The FSIM uses LE flaps 1 and 4 extend and retract energizing the relay also causes the landing gear logic
sensor data to monitor the alignment of the lE flaps. self to sound the takeoff warning horn.
When the flap lever is in the UP position, 28V DC power LE Warning Override Test Switch
from BUS 1 goes through the normally positioned LE
warning test switch to the FSIM. If the LE flap/slat Movement of the LE warning override test switch to
indication logic is true, a ground from the FSIM OVERRIDE position provides an alternate ground to
energizes the LE flap extend relay R238 or R239. When energize both LE flap 1 & 4 extend relays. Both green
27-09-CC-012 Rev 1 09/05/1999
the relay is energized, a ground is completes the annunciator lights confirms that the LE flaps cannot
circuit to turn on the green annunciator light. The sound the warning horn even though the LE flaps are not
relay also opens the circuit to the landing gear logic in the takeoff position.
shelf and inhibits the LE flap 1 and 4 circuit from
operating the takeoff warning system. If the trailing edge flaps are not in the takeoff
position, the takeoff warning sound is caused by the
trailing edge flap takeoff warning switch.
27-09-CC
- 426 -
LE DEVICES
FLAPS
TRANSIT TRANSIT
1 4
2 3
28/16V DC MASTER FLT CONT ELEC EXT EXT
CAUTION FULL
(MD&T) PUSH TO RESET
IRS APU
FULL
EXT EXT
FUEL OVHT/DET 1 6
MASTER DIM 2
3 4
5
SECT 6 SLATS SLATS

MASTER CAUTION TEST
28V DC ANNUNCIATOR (P7)
BUS 1
LE FLAP
INDICATION
P6 CB PANEL
TAKEOFF
WARNING
S168 FLAP 1
RETRACT SENSOR
LE FLAP/SLAT L LE TEST R238 LE FLAP
INDICATION NORMAL 1 EXTEND (E3-2)
S169 FLAP 1 LOGIC R LE TEST
EXTEND SENSOR
S784 LE WARNING
TEST SWITCH TAKEOFF
WARNING
S174 FLAP 4
RETRACT SENSOR
27-09-CC-012 Rev 1 09/05/1999
TEST R239 LE FLAP

4 EXTEND (E3-2)
NORMAL
S175 FLAP 4 LE FLAP/SLAT
EXTEND SENSOR INDICATION S785 LE WARNING
MODULE (E3-2) OVERRIDE
TEST SWITCH
E3-2
FLIGHT CONTROLS - MULTIPLE USE SYSTEMS/UNITS - LE TAKEOFF WARNING TEST - FUNCTIONAL DESCRIPTION
27-09-CC
- 427 -

B Ata 27

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CommAir Training

SISTEMAS Y PLANTA PODER

CENTRO DE INSTRUCCIÓN DE MANTENIMIENTO

The secondary flight controls increase the lift and

- Leading edge devices (10)

LE FLAPS (4) LE SLATS (6)

FLIGHT CONTROLS - INTRODUCTION

gears to move the stabilizer. The autopilot also

The rudder pedals move cables that give an input to the

The rudder trim switch gives an input to the rudder

Flaps and Slats

The flap control lever moves the trailing edge flap

The follow-up cables also give an input to the leading

The alternate flap switches electrically control the

RUDDER FEEL AND

AILERON FEEL AND

LE FLAPS ACTUATOR (10) LE FLAPS (4)

AUTOPILOT AUTOPILOT ELEVATOR FEEL AND

(STAB INPUT TO ELEVATOR)

See the flight controls multiple use systems/unit

An amber SPEED BRAKE DO NOT ARM light shows if there

The TE flaps position indicator shows left and right TE

An amber LE FLAPS TRANSIT light shows for these

- The LE devices are in transit

The light is on the P2 panel.

A green LE FLAPS EXT light shows if the LE devices are

The LE devices annunciator panel shows position of each

FLT CONTROL STANDBY HYD

STALL WARNING TEST PANEL (P5)

YAW AUTO SLAT

FLIGHT CONTROLS - CONTROLS AND INDICATIONS - 1

The aileron trim switches control aileron electric

The rudder trim control controls rudder electric trim.

The flap lever controls hydraulic operation of the TE

The speedbrake lever controls the operation of the

SPEED BRAKE LEVER

AILERON/RUDDER STABILIZER TRIM OVERRIDE/

FLIGHT CONTROLS - CONTROLS AND INDICATIONS - 2

Flight Control Cables

You use the flight control cables to give manual input

Flight Control Panel

The flight control panel has hydraulic control switches

Flight Control Hydraulic Modular Packages

The two flight controls hydraulic modular packages

- Flight controls shutoff valve

FLT CONTROL STANDBY HYD

LOW a LOW a UP FLIGHT CONTROLS

YAW AUTO SLAT

The flight control cables give manual input to each

The cables are steel components with a treatment for

Each cable set is a pair. During a normal input the

- Aileron control bus cables (ACBA, ACBB)

- Flap control cables (WFA, WFB)

AA, AB ABSA, ABSB

ACBA SBA, SBB WSA, WSB

WFA, WFB TE FLAPS

LE FLAPS LE FLAPS (4)

FLIGHT CONTROLS - MULTIPLE USE SYSTEMS/UNITS - FLIGHT CONTROL CABLES

Location Each flight control LOW PRESSURE light monitors the

Flight Control Panel Warning Lights

The FEEL DIFF PRESSURE light comes on when there is a

SYSTEM B FLIGHT YAW DAMPER

YAW DAMPER LIGHT